MV Agusta Brutale 800, the art of Italian design [ROAD TEST]

Photoshoot: ENGINEER

MV Agusta Brutale 800 – With a name like that you certainly can't expect a polite and easy-going motorbike. In the past, however, some accused the Brutale (more generally all the bikes of the Varese brand) of being too bad and hysterical in its delivery. The MY 2016 is completely new and also evolves to satisfy those who wanted it tamer, but first of all it is the eye that wants its part. Few others have her appeal and, at least on this front, she really manages to get everyone to agree. It captivates you at first glance, you appreciate the perfection in detail when you stop to look at it better. In addition to this, it also changes under the skin, but don't expect a revolution which, for those who love bad bikes, would have been an involution. The Brutale remains brutal, to the point that of the three preset modes provided, Sport, Normal and Rain (to which the Custom is added), only one is full power, despite the maximum power being dropped by around ten horsepower. Which is to say that the advice is to use it in "Normal" using only 90 of its 116 very bad thoroughbreds, also because the pair is up as much as 25%. The new Brutale then extends the wheelbase by 2 centimeters to improve stability and adopts a truly high-level technical package as standard, with a Bosch ABS with RLM (Rear wheel Lift-up Mitigation) and electronic gearbox both up and down. DESCEND. An important renewal for a model that represents a lot for MV, given that in addition to the charismatic F4 (without neglecting the small F3), it is the most famous and certainly the best-selling product, which over time has become almost a Brand within the Brand, also for the expansion to more models, such as the Brutale 800 Dragster, for example, in addition to the three displacement variations with the small 675 and the monstrous 1090.

Aesthetics and finishes:

rating:  

It makes you feel proud to be Italian

A motorbike is an object, a lifestyle, a passion, a way to let off steam and much more, not least a means of transport, but this is almost marginal. Each of us experiences it in her own way and perhaps differently than how another motorcycle experiences it. The Brutale is certainly an object to be admired. We will see later that it is not just this, because with the engine running and the handlebars in your hands it gives even stronger sensations, however she takes her breath away even before putting the key in the ignition. Thanks to CRC (Castiglioni Research Centre) which designs before building and which in this case has outdone itself. In fact, the challenge was no small one, to revisit an icon of the last 15 years, born from the crazy idea of ​​stripping the F4 and becoming a myth, with the added obligation of "fitting in" the latest regulatory obligations: ABS and the transition to strict Euro 4 standards. The result is something close to a work of art. Everywhere you look it would be hard to ask for better, while overall the new Brutale convinces everyone, absolutely everyone. In front is that flat headlight that develops the concept that set the tone on the first Brutale, bringing it close to perfection from a stylistic and elegance point of view. The upper plate of the fork is in fact diagonal to the legs, to ideally form a single element with the headlight support, equipped with LED daytime light. Moving to the lateral three-quarters you have the point of view where she gives the best of herself. Lean and essential, with the beautiful three-cylinder engine to which the bare minimum is attached. Everything is designed to maintain a commendable aesthetic cleanliness. Pipes, electrical cables and “disturbing” elements are cleverly hidden away from eyes. Like the ABS in the little tail, or the voltage regulator which is almost impossible to find, unless you already know where it is. Apart from the 16,5 liter tank, muscular in shape, there is very little that is bulky. The suspended pigtail and that spectacular hole under the saddle, already seen on the Turismo Veloce, is free from the license plate holder which instead rises from the single-sided swingarm on the left side of the bike. On the other side, the three short exhaust pipes leave the rear wheel in plain sight, with a nice shiny black rim. The Brutale 800 is also the first motorbike to fit the brand new Pirelli Diablo Rosso III as original equipment, which we will have the opportunity to talk about in a dedicated article. A note that is almost a quirk for the Brutale, the Nissin brake and clutch master cylinders are the same as the original 2001 model. A tradition that clashes with the near perfection of the new 800, because if they were cutting edge then, today they are much less “stylish”. Another revised element, but which could have been better, is the LCD instrumentation. Aesthetically it is certainly pleasant, compact and perfectly integrated above the headlight, in use it is not very legible with full light, not very complete (the data on consumption and tank level is completely missing) and finally we still don't like the two buttons on the left block to select and scroll through data.

Engine and performance:

rating:  

Less extreme, but you can't domesticate a wild animal

Let's not hide behind a finger, electronics in the past were MV's Achilles' heel. In an era in which even the big Japanese companies can run into a questionable setup, despite the means available, the small ones like the Schiranna company rely on those who have the know-how (in this it is a shame that the relationship with Mercedes you seem to be cracked now), or they can't help but find it hard to find the right solution. Why There's a lot of electronics here, but fortunately it seems that the path taken is finally the right one. In fact, the new Brutale 800 is equipped with adjustments that modify parameters such as the accelerator response, the torque delivery curve, the engine braking, the 3-cylinder response, the limiter cut and has a Traction Control on 8 levels, as well as a Switchable ABS. The new Brutale has been able to mitigate its character quite a bit, remaining impetuous, as its name suggests. The 798 cc three-cylinder has in fact been tamed in part, with a power that drops to 116 horsepower, leaving about ten on the altar of this choice, but gaining copiously in terms of maximum torque. The 83 Nm represent approximately +25%., moreover already delivered at 7.600 rpm and, even more importantly, 90% of which are available for just 3.800. Not a work of refinement, but a half revolution. Not only are the intake and exhaust lines new, because the pistons and camshafts have also changed. The rotating countershaft, in addition to reducing vibrations (from which it is by no means exempt), serves to reduce inertia to make the Brutale faster. Going back to the numbers, the power delivery is therefore fuller and with a curve shifted downwards by at least 1.000 rpm, which should translate into a more fluid and "softer" ride. We quote this adjective precisely because you could say anything about the new Brutale, except this. She is only so if the comparison is made with her ancestor, because she has a lot of character left, perhaps still too much for some people's taste. We, for example, would have preferred a Normal mapping with full power, but tamer and more rounded in delivery, rather than having to choose between an overly nervous Sport and a Normal which gives up 26 horsepower. Electronics does not leave the field even when talking about transmission, where theEAS 2.0 also works on the way down, as well as going up. Upshifts are obviously done with the throttle wide open and are often accompanied by very tasty pops. The extended ratio guarantees a speed in sixth gear that is around 10% lower, now you travel on the motorway at 130 km/h at less than 6.500 rpm, with the declared consumption figure increasing by as much as 20%.

Ride and handling:

rating:  

It gains a pinch of comfort, it remains a game for lovers of strong sensations

There hasn't been a revolution on the chassis, because conceptually it remains true to itself, but the odds have changed. The first is that ofwheelbase, increased by 20 mm and now by 1.400 rounds. Also trail and steering head angle have more "human" measurements, to ensure a less extreme riding position and a slightly more classic ride. Slightly indeed, because as soon as you get on the saddle the front wheel is there, practically under your feet, due to the fork still very "standing" and an extremely short bike. The skilful work of Schiranna's technicians has allowed us to remain at only 175 kg dry, despite the presence of ABS and the transition to the Euro 4 standard. The suspensions include a fork with 43 mm Marzocchi stanchions and a Sachs mono at the rear, in both cases fully adjustable. Brakes are up to par, with large 4-piston Brembo calipers gripping two 320 mm discs. A ABS Plus Bosch of the latest generation assists the braking system, also managing the lifting of the rear wheel with RLM. In driving the changes are almost aligned with those we have described for the engine. A more comfortable and less demanding bike to take to the limit, but which remains very light and mean, precise and rigid as you would like when you drive fast, certainly not the best when you have to endure a journey on the motorway at a constant speed. This is exactly the wrong context in which to lead it. In fact, here all its limitations emerge, with the vibrations of the engine, the obvious absence of any aerodynamic protection, but we also end up noticing the gaps in the instrumentation and even the irregularity of the delivery, which makes it difficult to maintain a constant speed. All things that vanish when the road gets twisty and when you push hard, here instead you love it for its compactness and lightness which makes it seem one with the body, you put it wherever you want and without even struggling too much. This is also thanks to the original equipment tyres, the new Pirelli Diablo Rosso III, which don't struggle to work very well even when temperatures drop to around 10-15 degrees and which don't make you regret having taken the motorbike when you encounter wet asphalt.

Price and consumption:

rating:  

It aims to be upper premium, maintains an attractive price in light of the contents

For a masterpiece like this, in which there are also "trinkets" such as an electronic gearbox that acts both up and down and very advanced electronics, the 12.680 euros requested are far from too much. The desire to make MV a brand above all others, including those defined as premium, is pursued with top finishes, looks and components and we must confirm that there are very few negative notes. The new Brutale 800 looks like the best ever. It perhaps goes more unnoticed than its first predecessor which had amazed so much with a totally new concept, but this one maintains its style, bringing it to maturity. The colors in which it is available are the classic three: red, white and a total black which gives it even more grit. On the consumption front, as far as it may be of interest with a motorbike which certainly doesn't take long journeys, the figure has clearly improved. A declared minus 20% that keeps its promises even in daily use.
PROS AND CONS
We like it:
Spectacular lines, very refined finishes, performance and fun driving

We do not like it:
It remains a little too brutal and grumpy, the instrumentation is incomplete and difficult to read

MV Agusta Brutale 800: the Motorionline Report Card

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Test clothing:
Jacket: Spidi Evorider Tex
Gloves: Spidi STR-4 Coupe
Trousers: Spidi Ronin Pants
Boots: Dainese TRQ-Tour Gore-tex Boots
Helmet: X-Lite X-1003 Ultra Carbon