Meant to dominate the drag strip, the Rush has a “take no prisoners” attitude

MV Agusta built the Rush 1000 with a single purpose in mind: drag strip domination. The factory took its 200-plus horsepower Brutale engine and mounted it in a bike that, in true dragster tradition, carries only what is needed to function. No weight is wasted on superfluous equipment or body panels to convert as many of those ponies as possible into brute acceleration. Those weight-savings measures extend to the engine and include the use of titanium to reduce the reciprocating mass of the mill and deliver faster revs. The electronics suite is all about that drag-tastic life to deliver the safety and control you’ll need to manage the power and keep the thing rubber-side down.

  • 2020 MV Agusta Rush 1000
  • Year:
    2020
  • Make:
  • Engine:
    inline-4
  • Displacement:
    998 cc
  • Top Speed:
    186 mph (Est.)
  • Price:
    € 33990
  • Price:

2020 MV Agusta Rush 1000 Design

  • 5-inch color TFT display
  • Blackout styling
  • Classic round headlight
  • New 3-year warranty
2020 MV Agusta Rush 1000
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2020 MV Agusta Rush 1000
- image 881584
It's all about brute power and coming out of the hole like a scalded dog.

The single-mindedness of the Rush 1000 build is apparent at a glance, from the super-aggressive stance and all-up-front proportions to the fat, lenticular rear wheel and barely-there tail section.A fork foot-mount fender leads the way and is cut down to almost vestigial proportions to save weight. Foil-shaped uprights support the “sheet metal” and double as wind shunts that steer air around the inner fork tubes and into laminar flow with the brief radiator cowling for low-drag penetration.

A round cyclops headlight housing makes something of a classic connection to the old-school stoplight burners, but the outer shape and compact design are the end of anything resembling an antique. Under the round faceplate, a series of emitters shape the forward lighting for effective vision at night and come ringed about with a full-circle DRL feature that makes you more visible to the traffic ahead under brighter ambient-light conditions.

Up at the top of the forks, a pair of clip on-short handlebars are dead short and pull you forward into an aggressive position over the prominent fuel-tank hump. The 4.32-gallon fuel tank carries a sporty flange along the top to form the knee pockets with a narrow waist that is more about comfort than cornering since this machine is built more for straight-line acceleration.

All of the instrumentation is bundled in the five-inch, color TFT screen, and all of the variable ride-quality and safety systems are manipulated by same. If you’re into sharing the fun with a friend, you will be glad to know that the Rush 1000 comes with a p-pad cover for those times when you are solo and want that stripped-for-racing look.

The saddle rides at 33.27 inches high, so if you’re a shorter rider, you can expect to be going on your toetips more often than not. A round taillight and recessed rear turn signals ensure you remain visible from the rear, and back up front, the lighting is wrapped up with short, standoff-style front blinkers. They lay just inside the line between the sides of the radiator shroud and the handlebars, and as long as said shroud doesn’t fold up, the blinkers should survive a drop in the parking lot.

Most of the innards are well visible, but generous blackout treatment lends its homogenizing nature to the mix and the eye is drawn to the red and bronze trim and bits of bling in the forks and exhaust system.

2020 MV Agusta Rush 1000 Chassis

  • eight-level traction control
  • Bosch 9 Plus Race ABS
  • Öhlins EC suspension
  • Rear lenticular wheel for drag-strip dominance
2020 MV Agusta Rush 1000
- image 881594
2020 MV Agusta Rush 1000
- image 881585
2020 MV Agusta Rush 1000
- image 881582

Welded chrome-molybdenum tubing makes up the abbreviated Trellis frame on the Rush 1000 and the engine is used as a stressed member to complete the structure and displace the downtube and cradle sections of the skeleton. The single-side swingarm and swingarm pivot plates are made of cast aluminum. Since the plates are adjustable, you can adjust the height of the pivot to shape the rear-suspension triangle to suit. Rake figures are being kept close to the vest, but trail measures an 3.82 inches to put it well within the nimble range so you can take corners with it in spite of its drag-racing bent.

A set of 17-inch wheels round out the rolling chassis with aluminum-alloy spokes and a 120/70 hoop up front opposite a forged-aluminum wheel, carbon-fiber cover and drag-tastic 200/55 out back. In keeping with its racing capabilities, the Rush 1000’s tires roll with a “Z” rating that can take whatever you and the machine can dish out.

At the steering head there’s an Öhlins steering damper that will take the edge off the kickback that can occur when the front tire comes back down from a moonshot. It sports both manual and automatic electronic variable-damping control, but that’s just the start of the wizardry in the suspension equipment. Öhlins provides the support at both ends as well with inverted forks up front, a monoshock out back and the full trinity of adjustments in both. Compression-damping and rebound-damping tweaks are handled electronically, but the spring preload is manually adjusted across the board. Oh well, two out of three ain’t bad according to Meatloaf.

The brake hardware comes from Brembo with dual, 320 mm discs and four-piston calipers to slow the front wheel for the bulk of the braking power, and a 220 mm disc and twin-pot binder to control the rear. ABS protection comes from the Bosch 9-Plus anti-lock system that delivers a Race Mode along with a Rear Wheel Lift-Up Mitigation feature that keeps the rear end down under heavy braking actions to bolster the safety electronics yet again.

Frame: CrMo Steel tubular trellis
Rear swing arm plates: Aluminum alloy - Adjustable swingarm pivot height
Front Suspension/Fork travel: 43 mm (1.69 in.) Öhlins Nix EC hydraulic “upside down” front forks with TiN superficial treatment. Completely adjustable with electronically controlled compression and rebound damping with manually controlled spring preload/ 4.72 in. (120 mm)
Rear Suspension/Wheel travel: Progressive, single shock absorber Öhlins EC TTX completely adjustable with electronically controlled compression and rebound damping and spring preload/ 4.72 in. (120 mm)
Single sided swing arm: Aluminum alloy
Front brake: Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking disc and aluminum flange - Brembo radial pump/level assembly, Brembo Stylema radial-type, single-piece caliper with 4 pistons Ø 30 mm (Ø 1.18 in.)
Rear brake: Single steel disc with Ø 220 mm (Ø 8.66 in.) dia.- Brembo PS13 brake pump, Brembo with 2 pistons Ø 34 mm (Ø 1.34 in.) caliper
ABS System: Bosch 9 Plus with Race Mode and RLM (Rear wheel Lift-up Mitigation)
Front Wheel: Material/size with aluminum alloy spokes 3,50 ” x 17 ”
Rear Wheel: Material/size Forged aluminum alloy 6,00 ” x 17 ” with carbon fiber cover
Front Tire: 120/70 - ZR 17 M/C (58 W)
Rear Tire: 200/55 - ZR 17 M/C (78 W)

2020 MV Agusta Rush 1000 Drivetrain

  • 998 cc 4-cylinder engine from the Brutale 1000RR
  • Formula 1-derived combustion chamber
  • 208 hp @ 13,000 rpm (212 hp in Race configuration)
  • 85.9 lb-ft @ 11,000 rpm
  • Launch control
2020 MV Agusta Rush 1000
- image 881597
2020 MV Agusta Rush 1000
- image 881587
2020 MV Agusta Rush 1000
- image 881586

MV Agusta borrowed the liter-size powerplant for the Rush 1000 from its own Brutale 1000RR superbike. It drew inspiration from the world of Formula-1 engineering in the form of a reimagined combustion chamber. Light but strong titanium connecting rods reduce the reciprocating mass which reduces the stress on the bottom end and contributes to quick spool-up times while it also raises the safe rev limit.

How high? Well, the horsepower tops out at 13,600 rpm with a total of 208 ponies on tap and 85.9 pound-feet of torque that comes on fully at 11 grand. Since the Rush 1000 weighs in at only 410 pounds dry, the power this four-cylinder mill puts to the pavement is sufficient to launch it like a rocket down the strip or up to the next light.

It runs an oversquare layout with a 79 mm bore and 50.9 mm stroke for a total displacement of 998 cc and a 13.4-to-1 compression ratio with a 16-valve head. Dual over-head cams time a quartet of poppets per combustion chamber, and induction control is managed by one Mikuni injector and one Magneti Marelli injector per cylinder. An Eldor EM2.10 engine control takes care of business and delivers a handful of safety features such as a four-map torque control, eight-map traction control, and anti-wheelie system.

The six-speed transmission comes stock with the electronically-assisted quickshifter that lets you work your way both up and down the range without ever touching the clutch or rolling off the throttle for blistering acceleration. A slip-and-assist clutch couples engine power to the gearbox and adds another layer of safety to the mix.

The overall top speed is an impressive 186 mph (300 km/h) at redline in top gear, which is impressive, but it's the speed with which it can achieve top speed that is really remarkable.
Engine: Four cylinder, 4 stroke, 16 valve, DOHC, radial valve
Displacement: 998 cc (60.9 cu. in.)
Bore x stroke: 79 mm x 50.9 mm (3.1 in. x 2.0 in.)
Max. power (at the crankshaft): 208 hp (153.0 kW) @ 13,000 rpm
Max. power (at the crankshaft) (Race configuration): 212 hp (156.0 kW) @ 13,600 rpm
Max. torque: 89.5 lb-ft ( 116.5 Nm) @ 11,000 rpm
Compression ratio: 13.4:1
Starting: Electric
Cooling system: Cooling with separated liquid and oil radiators
Engine management system: Integrated ignition - injection system MVICS (Motor & Vehicle Integrated Control System) with eight injectors (4 lower fuel injectors by Mikuni + 4 upper fuel injectors by Magneti Marelli with increased fuel flow). Engine control unit Eldor EM2.10, throttle body full ride by wire Mikuni, pencil-coil with ion-sensing technology, control of detonation and misfire - Torque control with four maps - Traction control with 8 levels + off and wheelie control with inertial platform
Electronic quick-shift: MV EAS 2.1 (Electronically Assisted Shift Up & Down)
Clutch: Wet, multi-disc with back torque limiting device and Brembo radial pump/lever assembly
Transmission: Cassette style; six speed, constant mesh
Primary drive: 48/82
Gear ratio: 1st: 14/37, 2nd: 16/33, 3rd: 18/31, 4th: 20/30, 5th: 22/29, 6th: 21/25
Final drive ratio: 16/41

2020 MV Agusta Rush 1000 Pricing

2020 MV Agusta Rush 1000
- image 881591
2020 MV Agusta Rush 1000
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2020 MV Agusta Rush 1000
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It remains unclear as to whether the Rush 1000 will make it to our side of the pond, but our European brothers and sisters can score one for 33,990 Euros. The only available color package is blackout under Dark Metallic Matt Grey with Red Matt Carbon and Metallic Bronze trim.

Fairing Material: Carbon fiber and thermoplastic material
Steering damper: Öhlins EC with electronic manual and automatic adjustment modes
Rider’s footpegs: CNC adjustable height
Exclusive features: Light crankshaft - New combustion chamber, Titanium bolts, screws and fasteners -Titanium connecting rods - Dashboard TFT 5”color display - Cruise control - Bluetooth - GPS - App MVride for navigation mirroring, app-controlled engine, suspension and rider aids setup - Launch Control - FLC Front lift control, Immobilizer
Kit Racing Parts: Titanium racing exhaust system with dual silencers with dedicated ECU - Carbon fiber passenger seat cover - Racing ergal fuel tank cap - CNC front brake/clutch levers – Rear paddock stand - CNC foot board – Dedicated bike cover - Z15 Counter-shaft sproket
Color: Dark Metallic Matt Grey/Mamba Red Matt Carbon/Metallic Bronze
Price: €33,990

2020 MV Agusta Rush 1000 Competitors

2017 - 2019 Ducati Monster 1200 R
- image 833238
2020 MV Agusta Rush 1000
- image 881599

It’s hard to beat Italian engineering and sense of passion, so rather that try, I decided to go straight to another marque from Europe’s Boot, Ducati, and its Monster 1200 R.

Ducati Monster 1200 R

2017 - 2019 Ducati Monster 1200 R
- image 833230

Like the Rush 1000, the Monster carries itself with minimal paneling to land firmly in naked territory though it’s more of a turn-and-burn bike against the straight-line acceleration for which the Rush is built. They share a heavily bobbed front fender and minimal headlight housing though the Monster pushes a small flyscreen and has a short-rise handlebar so you have a little room to push off and give your arms a break.

Generous blackout treatment is another similarity, but Ducati shuns the understated look of the Rush with Ducati Red paint on its exposed Trellis frame for a nice contrast. The narrow build of Ducati’s Testastretta L-Twin engine allows for a skinny bike that bulks up only at the flanged fuel tank hump.

Electronics are a wash with the same array across the board – ABS, Riding Modes, Power Modes, and traction control – but the Monster falls behind in the brute-power category. Significantly, in fact. Ducati’s twin claims a total of 1,198.4 cc against the Rush’s 998 cc four-banger to give the Monster 152 horsepower and 92 pounds of torque against MV Agusta’s 208/85.9 output. U.S. price on the Monster 1200 R is $19,395, and that’s definitely more affordable than the Rush 1000.

Read our full review of the Ducati Monster 1200 R.

He Said

“Am I the only one hearing a Batman theme song in my head when I look at this bike? What a crazy-looking ride, a definite head-turner, and definitely not for someone who is not looking to draw attention to yourself. I’d allow myself to be seen riding it, that’s for sure, though like most of us, I’d never do it justice on or off the track.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “I think the Rush 1000 looks like nothing else out there. This really is a step up from the Brutale line. Everything about it is innovative and artistic. I know the emphasis is on straight-line drag racing, but this bike gives a thrill on twisty roads, too. The CNC machined aluminum, carbon fiber, and titanium components leave no doubt about the exclusivity of the Rush 1000.”

2020 MV Agusta Rush 1000 Specifications

Engine & Drivetrain:
Engine: Four cylinder, 4 stroke, 16 valve, DOHC, radial valve
Displacement: 998 cc (60.9 cu. in.)
Bore x stroke: 79 mm x 50.9 mm (3.1 in. x 2.0 in.)
Max. power (at the crankshaft): 208 hp (153.0 kW) @ 13,000 rpm
Max. power (at the crankshaft) (Race configuration): 212 hp (156.0 kW) @ 13,600 rpm
Max. torque: 89.5 lb-ft ( 116.5 Nm) @ 11.000 rpm
Compression ratio: 13.4:1
Starting: Electric
Cooling system: Cooling with separated liquid and oil radiators
Engine management system: Integrated ignition - injection system MVICS (Motor & Vehicle Integrated Control System) with eight injectors (4 lower fuel injectors by Mikuni + 4 upper fuel injectors by Magneti Marelli with increased fuel flow). Engine control unit Eldor EM2.10, throttle body full ride by wire Mikuni, pencil-coil with ion-sensing technology, control of detonation and
misfire - Torque control with four maps - Traction control with 8 levels + off and wheelie control with inertial platform
Electronic quick-shift: MV EAS 2.1 (Electronically Assisted Shift Up & Down)
Clutch: Wet, multi-disc with back torque limiting device and Brembo radial pump/lever assembly
Transmission: Cassette style; six speed, constant mesh
Primary drive: 48/82
Gear ratio: 1st: 14/37, 2nd: 16/33, 3rd: 18/31, 4th: 20/30, 5th: 22/29, 6th: 21/25
Final drive ratio: 16/41
Chassis:
Frame: CrMo Steel tubular trellis
Rear swing arm plates: Aluminum alloy - Adjustable swingarm pivot height
Front Suspension/Fork travel: 43 mm (1.69 in.) Öhlins Nix EC hydraulic “upside down” front forks with TiN superficial treatment. Completely adjustable with electronically controlled compression and rebound damping with manually controlled spring preload/ 4.72 in. (120 mm)
Rear Suspension/Wheel travel: Progressive, single shock absorber Öhlins EC TTX completely adjustable with electronically controlled compression and rebound damping and spring preload/ 4.72 in. (120 mm)
Single sided swing arm: Aluminum alloy
Front brake: Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking disc and aluminum flange - Brembo radial pump/level assembly, Brembo Stylema radial-type, single-piece caliper with 4 pistons Ø 30 mm (Ø 1.18 in.)
Rear brake: Single steel disc with Ø 220 mm (Ø 8.66 in.) dia.- Brembo PS13 brake pump, Brembo with 2 pistons Ø 34 mm (Ø 1.34 in.) caliper
ABS System: Bosch 9 Plus with Race Mode and RLM (Rear wheel Lift-up Mitigation)
Front Wheel: Material/size with aluminum alloy spokes 3,50 ” x 17 ”
Rear Wheel: Material/size Forged aluminum alloy 6,00 ” x 17 ” with carbon fiber cover
Front Tire: 120/70 - ZR 17 M/C (58 W)
Rear Tire: 200/55 - ZR 17 M/C (78 W)
Dimensions $ Capacities:
Wheelbase: 55.71 in. (1,415 mm)
Overall length: 81.89 in.(2,080 mm)
Overall width: 31.69 in.(805 mm)
Saddle height: 33.27 in.(845 mm)
Min. ground clearance: 5.55 in.(141 mm)
Trail: 3.82 in.(97 mm)
Dry weight: 410.06 lbs.(186 kg) - 405.65 lbs.(184 kg)
Fuel tank capacity: 4.23 gal.(16 l)
Fuel economy: 35 mpg (6.7 l/100 km)
Top Speed: 186+ mph (300 km/h)
Electrical Equipment:
Voltage: 12 V
Alternator: 350 W @ 5,000 rpm
Battery: Li-ion12 V - 4.0 Ah
Details:
Fairing Material: Carbon fiber and thermoplastic material
Steering damper: Öhlins EC with electronic manual and automatic adjustment modes
Rider’s footpegs: CNC adjustable height
Exclusive features: Light crankshaft - New combustion chamber, Titanium bolts, screws and fasteners -Titanium connecting rods - Dashboard TFT 5”color display - Cruise control - Bluetooth - GPS -
App MVride for navigation mirroring, app-controlled engine, suspension and rider aids setup - Launch Control - FLC Front lift control, Immobilizer
Kit Racing Parts: Titanium racing exhaust system with dual silencers with dedicated ECU - Carbon fiber passenger seat cover - Racing ergal fuel tank cap - CNC front brake/clutch levers – Rear paddock stand - CNC foot board – Dedicated bike cover - Z15 Counter-shaft sproket
Color: Dark Metallic Matt Grey/Mamba Red Matt Carbon/Metallic Bronze
Price: €33,990

Further Reading

MV Agusta

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TJ Hinton
T.J got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.  Read More
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All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: mvagusta.com, ducati.com

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