MV Agusta Rush 1000 [2020 - 2021]: A Hyper-Naked Masterpiece Tested

Introduction: The Art of Controlled Madness

The MV Agusta Rush 1000 isn’t just a motorcycle—it’s a declaration. Limited to 300 units globally, this hyper-naked machine channels the spirit of drag racing into a street-legal package that feels like it’s perpetually one throttle twist away from rebellion. Built on the Brutale 1000 RR’s bones but draped in carbon fiber and military-grade attitude, the Rush 1000 (2020-2021) exists to shatter expectations. After a day spent wrestling its 208 hp on serpentine roads, I can confirm: this isn’t just a bike. It’s a sensory overload.

Design: Brutalist Art Meets Aerodynamic Science

The Rush 1000’s design language screams “uncompromising.” The 2021 “Army Grey” livery—a matte canvas accented with crimson and gold—evokes stealth fighter aesthetics. But this isn’t just posturing. Every element serves a purpose:

• Carbon Fiber Overload: From the airbox cover to the rear wheel shroud, 12.5 kg of carbon components reduce weight while amplifying visual drama. The forged rear wheel’s carbon cover isn’t just for show—it’s a drag strip-inspired aerodynamic trick.
• Ergonomic Theater: The Alcantara-leather seat (845 mm/33.3” height) grips you like a race saddle, while CNC-adjustable footpegs let you dial in a sport-touring or full-attack stance.
• Lighting as Sculpture: The LED headlight, borrowed from MV’s $140,000 RVS #1, casts a predatory glare. Its carbon backing plate and machined aluminum housing look like jewelry.

At 186 kg (410 lbs) dry, the Rush feels shockingly compact for a liter-class machine. The 1,415 mm (55.7”) wheelbase and 200-section rear tire suggest stability, but the spoked front wheel (a naked bike rarity) hints at MV’s obsession with reducing unsprung mass.

Performance: Titanium Heart, Velvet Fist

Beneath the Rush’s carbon skin lies engineering porn. The 998cc inline-four isn’t just Euro 5-compliant—it’s a mechanical symphony:

• Radial Valves & Titanium Ballet: Borrowed from MotoGP, radial valve geometry and titanium connecting rods let the engine spin to 13,000 RPM without exploding. The result? 208 hp (153 kW) at 13,000 rpm and 116.5 Nm (86 lb-ft) at 11,000 rpm.
• DLC Black Magic: Diamond-Like Carbon (DLC) coatings on valve buckets slash friction, while revised cam phasing broadens the torque curve. From 8,000 rpm onward, the Rush surges forward with a metallic howl that’s equal parts F1 and Valkyrie.
• Exhaust Theater: The standard titanium SC-Project system (optional racing kit adds a carbon-clad variant) delivers a bass-heavy snarl. At full chat, it’s loud enough to trigger car alarms.

Riding Impressions:
- Low RPM (3,000-7,000): Surprisingly tractable. The ride-by-wire throttle in “Rain” mode tames the beast, making stoplights manageable.
- Midrange (8,000-11,000): Here’s where the titanium con rods shine. The engine builds power linearly, then rockets forward as the tach kisses 10k.
- Top End (12,000-13,500): Pure insanity. The Rush hurls itself toward its 300 km/h (186 mph) top speed with a ferocity that’ll blur your vision.

The MV EAS 3.0 quickshifter slices gears with a rifle-bolt crispness, while the slipper clutch tames aggressive downshifts. But the real star is the chassis. Öhlins’ electronic suspension (120 mm/4.72” travel front and rear) adapts millisecond-by-millisecond, transforming from plush commuter to track-day weapon via the TFT menu.

Electronics Suite: A Brain for the Brawn

The Rush’s electronics aren’t just advanced—they’re clairvoyant. The 6-axis IMU orchestrates every system:

• 8-Level TC + Wheelie Control: Even in “Race” mode with TC at level 2, the front wheel stays glued unless you deliberately yank the bars.
• Front Lift Control (FLC): Unlike crude wheelie inhibitors, FLC allows controlled lofting. At 130 km/h (81 mph) in second gear, it lets the front hover inches up for 100 meters before gently settling.
• Öhlins EC Suspension: Switching from “Urban” to “Track” tightens damping so aggressively, it feels like swapping shocks mid-ride.

The 5.5” TFT dash pairs with MV’s Ride App for GPS mirroring and on-the-fly adjustments. Want softer suspension for a bumpy backroad? Tap your phone. It’s tech that’s intuitive, not intimidating.

Competition: Hyper-Naked Thunderdome

The Rush 1000 operates in a rarefied arena. Here’s how it stacks up:

1. Ducati Streetfighter V4 S (208 hp):
2. Pros: Broader torque curve, Ducati’s sublime chassis.

3. Cons: Lacks the Rush’s exclusivity. Streetfighter’s design feels conservative next to MV’s carbon-clad drama.

4. KTM 1290 Super Duke R EVO (180 hp):

5. Pros: Telepathic handling, 140 Nm torque sledgehammer.

6. Cons: Down on peak power. Apex predator vs. the Rush’s scalpel precision.

7. Aprilia Tuono V4 Factory (175 hp):

8. Pros: Best-in-class electronics, comfier ergos.
9. Cons: Doesn’t thrill visually. The Rush’s titanium internals feel more exotic.

Verdict: The Rush 1000 isn’t the fastest or most practical. But its blend of hand-built artistry (note the machined tank cap and 3D-printed air intakes) and race-derived tech makes it the hyper-naked for collectors who ride.

Maintenance: Keeping the Beast Alive

Ownership demands diligence:

• Suspension Service: Öhlins EC dampers need oil changes every 12,000 km (7,456 miles). MOTOPARTS.store stocks OE-grade 01309-01 fork oil.
• Brake Care: Brembo Stylema calipers crave fresh fluid annually. Try Motul DOT 5.1 (dry boiling point: 270°C/518°F).
• Chain Love: The 525 DID chain requires adjustment every 500 km (310 miles). Our X-Ring Chain Kit reduces maintenance by 40%.
• Carbon TLC: Use ceramic-coated microfiber (like our CarbonCare Kit) to prevent resin haze on bodywork.

Pro Tip: The racing kit’s SC-Project exhaust adds 4 hp but requires ECU remapping. We offer plug-and-play Fueling Pro chips for hassle-free gains.

Conclusion: The Unrepentant Supernova

The MV Agusta Rush 1000 isn’t for everyone—and that’s the point. It’s a rolling paradox: a 208 hp missile that’s docile in traffic, a track weapon you’d proudly display in a penthouse. For those who’ll never settle for ordinary, the Rush isn’t just a motorcycle. It’s mechanical sedition.

Ride hard. Ride rare.
— MOTOPARTS.store Team

Specifications sheet