MV AGUSTA Brutale 800 RR: strong emotions [ROAD TEST]

MV Agusta Brutale RR

– Emotion. You are right, it is an overused word, you now find it in all sauces, on all occasions. So much so that it becomes obvious. Yet you look at the Brutale and to describe what you feel you can't think of another. Lewis Hamilton, America, Reparto Corse, Pirelli, whatever version you see it (just to mention the latest ones, which are in the price list), you are fascinated, speechless. Then you get in, start it and say hello. You open the throttle, you are overwhelmed by his hoarse, aggressive voice and hello again. And then there's the guide, a concentration of infinite... emotions. Still.

Now it has changed a lot, even if you can't see it: it happened revised the engine, in hardware and management software; there cycling ha new quotas and new fork. Let's see the technical details. The profiles of the camshafts have changed, there are new valves, the gearbox has been modified to improve the clutches, making them softer and quicker; the primary, the countershaft, the clutch (hydraulically controlled, making it possible to reduce the overall dimensions of the engine by 20 mm) and the crankcase covers have also been revised. The latter are more protective in the event of a fall, but not only that, together with numerous other components they have also been designed to limit mechanical noise, which has always been a weak point of this engine but which now, with the new interventions, has been reduced by as much as 51%. The Euro 4 regulation requires it, but it's not a disappointment: the sound of the exhaust and intake is one thing - in fact that for us is a song - a slightly reassuring mechanical noise is another. A great deal of work has been done to comply with the aforementioned standards and always offer high performance: power, 140 CV at 12.300 rpm; couple, 87 Nm at 10.100 rpm. This is also why the electronics change, the integrated system has been revised MVICS extension: finer ride by wire management logic (and new throttle grip); traction control system (eight levels) safer and less invasive; refined the system EAS 2.0 assisted shifting up and down (new activation sensor). Let's remember that MV Agusta was the first to introduce this technology in a production motorcycle. The four engine management maps remain, one of which can be customized in five parameters: accelerator curve, maximum torque, engine braking, engine response, rev limiter. Bosch, for its part, continues to update the ABS, the 9 PLUS, with increasingly precise logic, small and light hardware and with the Rear Lift-up Mitigation function, which controls the lifting of the rear wheel in the event of braking too determined.

Aesthetics and finishes:

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Only 5 stars? We also add praise!

On the report card the Brutale deserves praise in the aesthetics rating, and there is very little to comment on, let's let the images do the talking. There is no doubt that the line is super spot on, and this is confirmed by the fact that it is splendid in all ways, whatever the colour. So no one complains if there are no aesthetic innovations, apart from the adoption of new design wheels, black with contrasting milling (even lighter), and a steering damper, also new, still installed under the dashboard.

On the subject of finishes, then, the brutal takes center stage. They are details, but essential to define the beauty of this naked, even if she looks at herself from afar. In fact, it is not only the shapes that make the difference, but also the subtle and perfect fit of the elements, of the saddles, of the tail, of the tank, of the engine in the frame, of the special light units. And then there are the paintings, masterpieces protected by a thick layer of transparent varnish; two liveries, very refined and two-tone, always on a metallic black base: a pearly red combined with the black chassis; the other pearly white, red frame. Last note, the immobilizer is now standard, which recognizes the transponder in the key and reduces the risk of theft. Let's keep all this in mind when we go to read the price list.

Engine and performance:

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The three-cylinder has a thrilling character

You immediately fall in love with the 800 cc three-cylinder, which in this context represents perfection. It has the right volume and architecture, capable of combining compactness and extreme performance. The power, 140 HP, can be said to be excessive (although for a motorcyclist it is never too much), but it is above all the midrange delivery that is thrilling. It's not over. Added to all this is a unique character: the three-cylinder responds to the accelerator with anger, accompanied by a dizzying intake sound - it has always been a prerogative of all MVs, thanks to the particular shape of the air-box - and from that touch of right vibrations on the saddle due to the odd architecture. Which in this case, instead of annoying, underline the charm of a racing car by adding further grit, which in any case is not lacking. Now the three-cylinder 800, while maintaining its rough character, has improved in the city, at low revs. And it wakes up early: already at 3.000 rpm it starts to push hard, and then starts with such a furious progression as to make it impossible to read the rev counter, the bars on the LCD dashboard move like the carriages of a train (the numbers, then, can only be read when stationary, you have to remember them when moving).

The "problem" is not so much understanding what speed you are traveling at, but the fact that in a matter of seconds you are catapulted to an impressive pace, and at that point it is better to concentrate on driving rather than statistics. Then what are they for? On the road the rev counter is useless, you don't have to worry about the speed, the torque is never lacking. The best thing, and also the tastiest, is to reel off one gear after another, both in progression and downshifting, taking advantage of the very fast and sensual electronic gearbox. Sensual because it is a real pleasure to change at medium speeds and open the throttle, even more than what is needed, it is done like this, for the sake of hearing that exceptional sound. And the same pleasure is found when downshifting: three taps on the gear lever, three taps of the gas (automatic, without clutch) and three gears that fly away.

Ride and handling:

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It seems nervous, but when you understand it it offers a real sports bike feeling

The secret of the Brutale has not yet been discovered. As soon as you get on it and cover the first few metres, you think you are no longer capable of riding a motorbike. She seems nervous, very nervous, you have a hard time imagining yourself confident in the curves, going downhill, opening up, thinking about jumping between them, her verve scares you. Then a strange thing happens. As you travel kilometres, the front end becomes more and more solid, more and more precise, and after just two hairpin bends you feel it is yours, special, glued to the asphalt. The more you push the more he stays there, becoming even more confident, and he maintains this precious gift even at high speeds, the most critical ones for naked bikes.
He suggests a theory that explains this phenomenon Brian Gillen, MV Agusta technical director: “The point is that the Brutale requires a very light action on the handlebars, and if you get off a motorbike that is still agile, but which requires more strength to ride, at the beginning you risk exaggerating with the controls, you're too abrupt. Then, and as you can see it happens very quickly, you correct yourself and feel at ease, indeed, you find it very stable. What it is, finally. La Brutale has always been like this, stable but agile, very agile, and today to make it more usable, even on bumpy roads, we have revised the frame. We made it more rigid by changing the anchoring point of the engine and we have slightly modified the chassis dimensions, open the steering head, retouched the trail and the wheelbase. As she became a little more “calm”, but has not lost its agility. ”.

The Brutale was created for sports riding and therefore the comfort is that of a racing motorbike, you cannot expect a gentle companion for walks, you have to adapt. The riding position is therefore an attack one, you sit with your torso forward, inserted in the middle, slim but welcoming, with the footrests rightly set back and your arms rather extended and open, given that the handlebars are very wide. The suspension, of course, is well supported. “This is because – explains Gillen – most of MV customers go to the track, even with the Brutale, and we want to maintain the feeling of a sports bike”. On bumpy roads, therefore, you don't really travel on velvet and the Brutale suffers from sudden dips, like a manhole cover drowned in the asphalt or a deep ditch taken at speed, the effects of which are amplified by the tenacity of the rear suspension; It's best to be careful when cornering.

The braking is at the level of expectations, of a race replica, and a finger on the lever is enough to already exhibit a strong deceleration. However, the beauty lies in the global action, the braking: "automatic" climbing with the electronic gearbox (in this case in down mode); hands firmly on the handlebars as there is no need to use the clutch; decisive pinch aiming for the rope taking advantage of the solidity of the front end; entry into the crease still stapled relying on the equally solid shoulders of the Pirelli Diablo Rosso III, from the front known precisely for its effectiveness in this difficult situation. Here is another situation in which you can fully enjoy the potential of this bike, not only in acceleration.

Price and consumption:

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The price is premium, but everything is worth it

The Brutale is a premium range motorbike: the cost is 15.770 € ex dealer. The difference with most of its competitors is notable, roughly around 5.000 euros, but it is not correct to make the comparison by evaluating what it offers in terms of technology and equipment and how much it costs, since the RR boasts quality components, workmanship and refined construction solutions that they require more time to create and therefore affect the cost. Furthermore, there is also the economy of scale to consider, the Brutale is an elite product, and this too has a value.

Last note, consumption. The company declares a mileage per liter of almost 15 kilometres, which we can confirm with the appropriate variables (route, driving style). However, it is a fact that will most likely be difficult to maintain, given that the verve of the Brutale, engine and chassis, hardly stimulates Franciscan riding. Not bad, a few more liters will be added to the distributor, but we would really like to see who will complain about it.

PROS AND CONS
We like it:
Aesthetics, driving and engine
We do not like it:
Comfort on rough terrain, price

MV AGUSTA Brutale 800 RR: the Motorionline Report Card

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Photographs by Roberto Cassago
Gianluca Cuttitta collaborated

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