2019 MV Agusta Brutale/Dragster 800 RR launch review

The response is normally quite blunt when you ask someone to take on the famed but brutal curves of the Phillip Island Grand Prix Circuit with standard suspension and road tyres.

However, some bikes have the ability to still make the most of any situation, and that’s where MV Agusta’s Brutale and Dragster platforms of 800 RR naked bikes come to the fore.

We rode the pair – and their derivatives – at Phillip Island on the second and final day of the recent national media launch, and they are not only flexible, stable and forgiving, but also come with large doses of Italian flair.

That’s nothing new, however, and it didn’t really require one of the world’s great race tracks to realise that – more a fast-twitch reinforcement exercise after we spent day one of the launch on public roads.

The updated Brutale and Dragster 800 RRs are now beyond reproach as the most impressive examples of MV Agusta’s middleweight naked fare, not only built to Euro 4-spec but possessing myriad of engine and chassis updates.

The Australian line-up of both 800 RR families is as follows:

Brutale
• 800 RR: $23,490 (plus on-road costs)
• 800 RR America: $26,990 (plus ORC)
• 800 RR Pirelli: $28,990 (plus ORC)
• 800 RC (as in Reparto Corse): $30,880 (plus ORC)
• 800 RR LH (as in Lewis Hamilton): $36,880 (plus ORC)

Dragster
• 800 RR: $26,390 (plus ORC)
• 800 RR Pirelli: $28,390 (plus ORC)
• 800 RC: $30,880 (plus ORC)

All the models come with a three-year factory warranty and three-year roadside assist. For more information, including dealers, click here.

According to MV Agusta technical boss Brian Gillen, making the conversion to Euro 4 was “a massive generational step” with huge drops in noise and exhaust emissions.

“We also took a very strong position during that transition that we didn’t want to lose a single horsepower,” said Gillen during a video hook-up to his base in Italy. “And I can say that we succeeded in that.

“How did we do that? We had to reduce combustion pressure, but we also reduced friction to gain that power back.

“At the same time we set about dramatically improving the connection from the twist grip to the rear wheel.

“These (the Brutale and Dragster) are the best balanced bikes we make at MV Agusta.”

Some of the changes made by the MV engineers on the Euro 4 bikes include new algorithms in the engine control system, a reduction in backlash through the gears, a new cush drive to reduce chain lash, and ‘complete sound mapping’ across the intake, gears and exhaust. There’s certainly a beautiful induction roar.

As one of the pioneers of the ride-by-wire throttle earlier this decade – which opened up access to a plethora of extra electronic aids – MV Agusta has really got this throttle connection caper down to an art form, paving the way for maximum access to the 140hp (103kW)) and 110Nm three-cylinder powerplant.

Those power and torque peaks arrive at 12,300 and 10,000rpm respectively on the 70kg power unit, so the Brutales and Dragsters really enjoy being taken to their limits – and Phillip Island is the ideal place to take advantage of that!

That’s why we were regularly seeing about 260km/h down Gardner Straight, which is impressive for a 798cc mill.

Mind you, I’d still like to try out the new Brutale 1000 Series Oro for size down the Phillip Island main chute! The 998cc machine, which was unveiled at the 2018 EICMA show in Milan using a wealth of design and technology from the 1000 F4 RC sportsbike and the company’s world superbike program, produces a claimed 208hp and 115.5Nm – now the most powerful naked sports bike in the world.

I digress…

“The three-cylinder engine is pretty unique,” continued Gillen. “We first came out with it in 2011 and 2012, and it was really advanced. At that time, the only other (production) engine with a counter-rotating crankshaft was the Yamaha R1.

“The counter-rotating crankshaft is about offsetting inertia coming from the wheels, which makes the bike easier to turn in and also more nimble with change of direction. That has advantages for not only race tracks, but for average road riding as well.”

The Brutale RR and Dragster families have four riding modes: Rain, Normal, Sport and Custom, with ABS and traction control levels independently adjustable in all four modes. ABS and traction control can also be turned off.

The Custom riding mode, as the name suggests, also allows further customisation across the following parameters: gas sensitivity, engine torque, engine brake, engine response and an rpm limiter.

I didn’t really tinker at all, as Sport mode (combined with less intrusive ABS and traction control settings) at Phillip Island was perfectly fine at my pace…

All the electronic functions on the MVs fall under the ‘Motor and Vehicle Integrated Control System’ (MVICS) umbrella.

The triple engine really starts gaining legs from about 3000rpm before building into a chunky mid-range (when the mirrors start to vibrate at around 5000rpm) and a screaming top end.

Another jewel in the MV Agusta three-cylinder crown is the bi-directional quickshifter, which has been fitted as an original equipment item since 2014 – another company first.

Easily, it’s the best example of the craft I’ve used – and I’ve sampled some fairly impressive setups from companies like BMW Motorrad and Aprilia. On the road or race track, the changes are seamless and beautifully smooth, even on a partial throttle.

That’s why the bikes are so nice to ride fast or slow – and it kind of mitigates the heavy-ish hydraulic clutch.

Like all MVs, the Brutale and Dragsters have a ‘cassette’ style gearbox, which can be removed independently of the engine to allow internal ratios to be changed in a flash. Add in all that power and torque and this donk would make a superb Moto2 powerplant!

So what are the main differences between the Brutale and Dragster models? Mostly aesthetics, with the wire wheels on the Dragsters the biggest departure point. And they look trick – no other way to describe it.

The Dragsters also have 200-section rear Pirelli hoops, compared to 180-section tyres on the Dragsters – except the Pirelli version of the Brutale which has the 200-section… Make sense?

RELATED: MV Agusta Brutale 800 RR Pirelli review

Gillen openly admits the six-inch rim and 200-section tyre are more about form over function, and there’s no doubt that the Dragsters (and the Pirelli edition Brutale) lose out a little in flickabiity and maneuverability compared to the Brutale 800 RRs because of it – and that’s felt in all riding situations.

I definitely had the most fun on the 180-section Brutales, and the higher handlebar on the Brutale was also to my liking.

Understandably, updates to the chassis in 2019 aren’t as pronounced as the Euro 4 engine mods, but the Brutales and Dragsters do have new steering dampers. The tubular steel trellis frame remains the backbone of the whole handling operation, complete with alloy side plates.

All the models have Brembo brakes, Marzocchi forks and Sachs shock absorbers, with unsprung weight reduced on the front in 2019 thanks to lighter forks – another boon for quicker steering and more responsive braking.

After the flurry and excitement of Phillip Island, it was relatively easy to forget there was also a day one on the launch… That amounted to a road ride between Melbourne and San Remo, criss-crossing a number of great roads en route.

To almost universal applause, those seats are way more comfortable than what they look – and when your bum is plonked in one spot for ages that’s a good thing.

Otherwise, the road ride really amounted to a less frenetic version of day two, with that powertrain the standout – there’s not a middleweight production three-cylinder engine like it.

And that grunty disposition transfers seamlessly to bikes like the Turismo Veloce sportstourer. It’s a powerful engine, but it’s also very adaptable.

The only underwhelming parts of the equation for me are the dash, which is functional but the information is just way too small, and the blinker switch can be a bit fiddly to access.

MV Agusta’s a company which prides itself – and is relentless – on pushing the technology boundaries, but is acutely aware that being the first to market doesn‘t necessarily guarantee success.

However, hitherto it’s managed to straddle that fine line with aplomb, and the Euro 4 Brutale 800 RRs and Dragster 800 RRs are fine examples of magnificent engineering.

Which model to buy? There’s certainly not a lack of options, but I’d be happy with either the Brutale 800 RR or Dragster 800 RR – and if it came down to one the Brutale has its nose in front courtesy of its slightly better handling and user-friendliness.

But if I was posing the Dragster would win the day…

ENGINE
Type: Liquid-cooled, 12-valve in-line three-cylinder
Capacity: 798cc
Bore x stroke: 79mm x 54.3mm
Compression ratio: 13.3:1
Fuel system: Eldor Electronic fuel injection

PERFORMANCE
Claimed maximum power: 140hp (103kW) at 12,300rpm
Claimed maximum torque: 87Nm at 10,100rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi-disc slipper clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel tubular trellis
Front suspension: 43mm upside-down Marzocchi forks, fully adjustable, 125mm travel
Rear suspension: Sachs monoshock, fully adjustable, 124mm travel
Front brakes: Dual 320mm discs with four-piston Brembo radial monobloc calipers, Bosch ABS
Rear brake: 220mm disc with Brembo twin-piston caliper, Bosch ABS
Wheels: Aluminium-alloy, front 3.50 x 17, rear 6.00 x 17
Tyres: Pirelli – 120/70-17 front, 180/55-17 rear (Brutale 800 RR Pirelli and Dragster 800 RRs: 200/55-17 rear)

DIMENSIONS AND CAPACITIES
Trail: 103.5mm
Wheelbase: 1400mm
Seat height: 830mm
Ground clearance: 135mm
Claimed dry weight: 175
Fuel capacity: 16.5 litres

OTHER STUFF
Price: from $23,490 (Dragster: from $26,390)
Colors: Pirelli Red or Pirelli Blue
Bike supplied by: MV Agusta Australia
Warranty: Three years unlimited kilometres plus three years roadside assistance