MV Agusta 800 Dragster in the PS driving report

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MV Agusta 800 Dragster in the PS driving report
MV Agusta

MV Agusta 800 Dragster in the PS driving report

MV Agusta 800 Dragster in the PS driving report

MV Agusta 800 Dragster in the PS driving report

MV Agusta 800 Dragster in the PS driving report

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MV Agusta 800 Dragster in the PS driving report
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MV Agusta Brutale 800 Dragster

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MV Agusta Brutale 800 Dragster in the PS driving report

Can she look more than casual?

Content of

Crisp, short rear end, wide rear wheel slippers, minimalist splash guard – the MV Agusta Brutale 800 Dragster makes it cool. But it can look more than casual?

Burnout, wheelie, bold black lines on the asphalt – the presentation video of the brand new M.V Agusta Brutale 800 Dragster shows how the Italian manufacturer likes to see its latest creation: as an ultra-evil macho bike. The mutation of the more discreet base machine Brutale 800 into a villain was surprisingly simple.

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MV Agusta 800 Dragster in the PS driving report

MV Agusta Brutale 800 Dragster in the PS driving report
Can she look more than casual?

From 6000 rpm all hell breaks loose

The MV Agusta Brutale 800 Dragster remained unchanged on the engine and its peripherals, the engines and the attachments are absolutely identical. On the chassis side, the Italians only increased the spring base (“preload”) of the mono-shock, otherwise the spring elements correspond exactly to those of the basic bike. The ABS is new for both Brutale variants, and the electronics technicians have freshly programmed the engine mapping.

That was also urgently needed, because the throttle response and power delivery gave rise to massive criticism in previous tests: too toxic, too unpredictable, too difficult to control. And now? Press the starter button and go! In fact, the engine of the MV Agusta Brutale 800 Dragster behaves much more civilized, especially in driving mode “N” (“Normal”) gently accelerates and pushes evenly and with breathtaking punch through the rev range. From about 6000 rpm all hell breaks loose and catapults man and machine into the cosmos – absolute madness!

Exemplary behavior is different

Strangely enough, the conventional MV Agusta Brutale 800 is less civilized in direct comparison, even reminiscent of previous behavior. Although she no longer bites so sneakily, exemplary behavior is different. The differences between the two actually congruent engines remain a mystery during the short time of the presentation, MV should check this peculiarity again. One thing is already clear today: Customers can have every new mapping for their machine installed at the dealer free of charge.

The differences in seating position are also clear. The drag bike stretches its pilot further over the tank towards the front wheel. Responsible for this is the handlebar, which is mounted a little further forward and is also a full 60 millimeters narrower than the handlebar of the normal Brutale (695 by 755 mm). Nice feature: The handlebars of the MV Agusta Brutale 800 Dragster can be tilted 40 mm (corresponds to seven degrees) forwards or backwards. In contrast, the short bench with a deep recess fixes the dragster driver in a fixed position. Overall, it looks pretty cool on its vehicle, but due to the unfavorable posture, it requires increased physical effort when robbing bends.

Of course, the wide rear tire also contributes to this. In addition, the MV Agusta 800 Dragster stands up noticeably on bumps in the slope. Amazing: Despite supposedly identical damping settings, the dragster glides over rough asphalt faults much more sensitively than the conventional Brutale. Should this really only be due to the different degrees of pretensioning of the springs? Unfortunately, this question also has to remain open for the time being.

On the other hand, there is clarity with the (deactivatable) ABS. The latest Bosch system reliably catches brutals and dragsters. That the system has been sharply tuned is made clear by the tendency to stoppage when braking hard. But even though the bikes lift their rear wheel cheekily, they don’t tend to roll over, at least on a level stretch. Even with the MV Agusta Brutale 800 Dragster, this shows a certain friendliness – despite its martial appearance.

MV Agusta 800 Dragster in the PS driving report

Naked bike


MV Agusta Brutale 800 Dragster in the driving report

A brutal without a tail

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Technical specifications


MV Agusta

The ABS and the new engine mapping add value to the Brutale offshoot.

MV Agusta Brutale 800 Dragster

drive
Three-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 11,600 / min *, 81 Nm at 8600 / min *, 798 cm³, bore / stroke: 79.0 / 54.3 mm, compression: 13.3 : 1, ignition / injection system, 47 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain

landing gear
Steel tubular space frame, steering head angle: 66.0 degrees, caster: 95 mm, wheelbase: 1380 mm, inner fork tube Ø: 43 mm, spring travel from / h .: 125/125 mm

Wheels and brakes:
Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/50 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with two-piston fixed caliper at the rear , SECTION

Weight:
(full tank) 186 kg *,
Tank capacity: 16.6 liters of super

Base price:
13,390 euros (plus ancillary costs) *

* Manufacturer information

PS judgment


MV Agusta

MV Agusta Brutale 800 Dragster

The MV Agusta Brutale 800 Dragster not only dominates the show, but also convinces with decent driving characteristics. In addition, the ABS and the new engine mapping enhance the Brutale offshoot. On the other hand, the sitting position, which is casual but impairs sporting ambitions, takes getting used to. The powerful, captivating drive is still the hammer.

The F3 models

As part of the dragster presentation, we tested the F3 models with revised engine mappings and recently also with ABS on the racetrack. In the normal mode of the two-way adjustable and disconnectable system, the electronics regulate a little early in the event of heavy anchoring. Race mode is more suitable for very fast laps, in which we did not regulate the anti-lock device.

In this setting, however, both the F3 675 and the 800 boldly lift their rear wheel during extreme braking attacks. Throttle response and power delivery, on the other hand, fit perfectly for the race. Unfortunately, we could not test how the mapping behaves in public areas. MV has noticeably improved traction control. However, this still does not offer the fine control behavior and the transparency of top systems from other manufacturers.

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