MV Agusta Dragster RR 2024 Review

Made in Italy, MV Agusta motorcycles are built in smaller quantities than most, with the ‘Motorcycle Art’ maxim at the forefront. The brand is renowned for its impressive rideable art, brazenly showing the rest of the world how to walk the tightrope of function and form. The Dragster 800 was introduced in 2014 as a variant of the Brutale 800, before claiming its own model range in 2015 with the addition of the Dragster 800 RR.

An ultra-modern street fighter, the MV Agusta Dragster RR’s extravagant manner could be considered pretentious. Eye catching features such as the stacked exhaust pipes, singled sided swinging arm, alloy spoked wheels with the rear wheel spokes off-set to the right, and trellis frame are guaranteed attention grabbers. But is it a case of ‘fur coat, no knickers’? On the contrary. The 798cc powerplant is in fact the true showstopper, and it is equipped with a plethora of electronic aids to keep its manners in check.

It might lack the outright ferocity that the Brutale 1000 is known for, but the Dragster RR is an alluring package that will satisfy many discerning riders wanting a touch of luxury.

From $34,595 plus on roads the Dragster RR slots into the upper half of the current MV range – above the Brutale 800 RR ($30,495 plus orc) and below the Brutale 1000 RR ($59,295 plus orc). Bang for buck, the Dragster RR’s price tag makes it a much more accessible option than the Brutale 1000 RR, with similar appeal.

Comparable models from other manufacturers are the Triumph Street Triple RS, from around $20,000 plus orc, and the Yamaha MT-09 ($16,400 on road). Both bikes have similar performance specs to the Dragster RR with less extravagance, and definitely represent better value for money.

But the MV Agusta Dragster RR is in a class of its own, evoking passion, lust and adoration, and this is not easy to financially quantify.

At the heart of the Dragster RR is a high performance 798cc inline 3-cylinder 4-stroke engine which acts as a stressed member of the frame. A Mikuni Ride-by-wire throttle system irons out any seams in the power delivery, and the counter rotating crankshaft encourages smooth acceleration. Ion-sensing technology helps control detonation and misfire, while cooling is managed by separated liquid and oil radiators.

The frame is a tubular steel trellis, with aluminium plates clamping the rear engine mounts, and an aluminium single-sided swingarm. Front suspension is in the form of 43mm Marzocchi forks with DLC treatment, adjustable rebound/compression and preload, and 125mm travel. The rear suspension consists of a fully adjustable Sachs single shock absorber with 130mm travel, and the manually adjustable steering damper (8 settings) is easily accessed between the handlebars and key ignition.

Front stopping power consists of dual 320mm steel discs with Brembo radial four-piston callipers (32mm pistons), while the rear gets a single 220mm rear steel disc with a Brembo two-piston caliper (34mm piston) with Bosch ABS. The Dragster RR rolls on a set of cast aluminium alloy spoked wheels, with spokes off-set to the right side on the rear wheel.

Highly intuitive rider aids convince the Dragster RR too be as mild-mannered or misbehaved as you want it to be. For example, you can choose between four standard engine maps (rain, road, sport, race), and you can individually adjust parameters such as throttle response, engine braking, max engine torque, rpm limiter, traction control and wheelie control.

The 8-level traction control utilises an inertial platform (IMU), reading the spatial positioning of the motorbike and managing traction based on the lean angle. The SCS (Smart Clutch System) is a Rekluse style clutch that automatically disengages when you stop and re-engages when you take off again. Impressively, it only adds a few hundred grams to the overall weight. It is paired with six-speed cassette-type unit assisted by the EAS 3.0 quick up-and-down shift electronic control system. Additional features include launch control, wheelie control, cruise control, Mobisat antitheft system and the MV Ride app which allows you to adjust the Dragster RR’s engine, suspension, and braking parameters (among others things) via your smartphone, as well as recording your trip.

Naked and aggressive, the 2023 Dragster RR is a street fighter through and through. With a relatively short wheelbase and 24° steering rake, the Dragster RR feels as feisty as it looks. Handling is precise, and it feels reassuring through high-speed sweeping corners.

The steep steering is elemental in the Dragster’s impressive low-speed agility, but the compromise is occasional twitchiness at high speed, particularly when the road is bumpy. The addition of a manual steering damper addresses this, as well as the extensive suspension adjustment on offer. The suspension feels quite harsh, especially in the initial part of the stroke, but it does seem to make use of its available travel when hitting large bumps, this suggests that the harshness is caused by firm internal settings rather than incorrect spring rates. In fairness to the RR, it would most likely improve with some more ride time to bed the suspension in and or a few tweaks on the compression/rebound clickers.

The throttle action has a hint of snappiness, but I find it easy to manage, especially as the clutch is called on so seldom. I wasn’t initially sold on the SCS 3.0 system but the more I ride the Dragster RR, the more I like it. Rolling up to a set of traffic lights, gearing down, then stopping without pulling the clutch in takes some getting used to, and taking off without the clutch feels equally weird, but it’s not long before I’m singing its praises. It works harmoniously with the top-notch up and down quick shifter. Together, they are a winning combination that will see you enthusiastically whipping through gears with minimal fatigue, while keeping the invigorating 789cc triple on the howl. On the subject, the three stacked exhaust pipes put out an impressive amount of noise for a stock system, as well as adding to the aesthetic appeal of the Dragster RR.

Acceleration is exciting (0-100 km/h in 3.45s , and 0-200 km/h 9.90s are the claims) and there’s plenty of punchy torque upwards of 5,000rpm all the way through to redline. Low-rpm manners are mild enough and overall power delivery is very linear, with tractable power always available, making this 798cc triple an easy engine to love. 5.9l litres per 100 km is the estimated fuel consumption, which will vary depending on engine map selection and riding conditions.

The 845mm seat height isn’t too tall for my 5”3’ frame, and I give extra thanks to the narrow mid-section for making it even more manageable. Considering its minimalistic design, and a hint of protrusion from the seat rails through the upholstery, the seat is surprisingly comfortable. I doubt I’d be saying this after a 500km day in the saddle though. The handlebars are a funky touch, as are the rear-view mirrors which are mounted from the bar ends. Though easily adjustable, I struggled to locate an ideal viewing position for the mirrors. They also add a lot of width, often needing to be tucked in when filtering through traffic.

The TFT display is clearly lit and easy to view. Navigating the abundant menu options is simple enough, but I did find the screen quite busy at times. This made it difficult to focus on the basics, such as the fuel guage, but on flip side you get the novelty of knowing your lean angle and g-force figures.

If you’re able to convince a pillion to hop on to the uninviting seat/pad on offer I commend you, and I commend MV on the splendid retractable pillion footpegs that are tucked away neatly under the seat unit. They swing out when needed, then swing back in place nicely with a satisfying click.

The Dragster RR might not be the most practical commuter, but the Smart Clutch System and quick shifter make light work of stop start traffic conditions. Unapologetically flamboyant with its aggressive stance, eye catching details and unique exhaust tone, the Dragster RR will turn plenty of necks to rubber as you cruise the inner city cafe strips. But we all know the real fun begins when you head for the hills and twist the throttle wide open. The MV Agusta Dragster RR offers a great deal of exhilaration with very little intimidation. 

ENGINE
Type: Three cylinder, 4 stroke, 12 valve DOHC
Capacity: 798cc
Bore x stroke: 79mm x 54.3mm
Compression ratio: 13:34:1
Fuel system: Electronic

PERFORMANCE
Claimed maximum power: 140hp @ 12,300rpm
Claimed maximum torque: 87Nm @ 10,250rpm

TRANSMISSION
Clutch: Multi-disc wet clutch with hydraulic actuation and back torque limiting device
Quick shifter: MV EAS 3.0 (Electronically Assisted Shift up & down)
Type: Cassette style, six speed, constant mesh
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: ALS Steel tubular trellis with Aluminium rear swing arm pivot plates
Swing arm: Single sided aluminium alloy
Front suspension: 43mm Marzocchi upside down telescopic hydraulic fork in DLC, 125mm travel
Rear suspension: Progressive Sachs, single shock absorber with rebound and compression damping and spring preload adjustment, 130mm travel
Front brakes: Brembo radial-type 32mm caliper with 4 pistons, Dual floating 320mm steel braking discs and flange
Rear brakes: Brembo 2 piston 34mm caliper with single steel 220m disc
Front tyre: 120/70 - ZR 17 M/C
Rear tyre: 200/55 - ZR 17 M/C

DIMENSIONS AND CAPACITIES
Rake: 24°
Claimed dry weight: 175kg
Seat height: 845mm
Min. Ground clearance: 135mm
Wheelbase: 1400mm
Overall length: 2035mm
Overall width: 935mm
Fuel capacity: 16.5 litres

OTHER STUFF
Price: $35,195 ride away
Colours: Fire Red/Intense Black, Metallic Pearl Yellow/Intense Black
Warranty: 4 years
Service Interval: 1,000kn then every 7,500km thereafter