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- The Italian exception lavishes strong sensations. Really strong !
- 3 cylinders in line, 798 cm3, 140 hp at 12,300 rpm, 87 Nm at 10,100 rpm, 175 hp, € 15,770
- Discovery
- In the saddle
- Engine and transmission
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption & autonomy
- Conclusion
The Italian exception lavishes strong sensations. Really strong !
3 cylinders in line, 798 cm3, 140 hp at 12,300 rpm, 87 Nm at 10,100 rpm, 175 hp, € 15,770
The mid-capacity roadster is the fat of the market in France. Suddenly, mid-displacement roadsters are a dime a dozen, except at Honda who never likes to do things like everyone else. Among the offer, some stand out for their playful character: we think of the Triumph Street Triple 765 RS or the Yamaha MT 09 SP, for example..
Suddenly, this MV Agusta Brutale 800 RR asks a lot of questions. A mid-size roadster, certainly, as the fat market demands. A displacement of 798 cm3 between the Triumph and the Yamaha, with a three-cylinder architecture, like them. On the other hand, we are on a price range worthy of a large-displacement roadster (an Aprilia Tuono V4 1100 RR is cheaper by almost 1000 euros) while the power level, certainly respectable, is halfway between the big ones. roadsters and the means.
In short, does it have the foundation between two chairs? Isn’t it better to save your pennies and buy one of the two roadsters mentioned in the introduction and with the rest, offer flowers to your grandmother? Or is this MV a perfectly coherent motorcycle, which would have the quality of making us discover what the Italian exception is. It is with these absolutely relevant questions (I know, thank you) and an unbearable suspense that I suggest you continue reading this article..
Discovery
She wears it well on her: the Brutale RR is an athlete. Fine, chiseled, all in muscles, she asks only to leap, don’t you think? Between the single-sided arm, the triple exhaust well integrated on the left side, the seat shell, minimalist, with this empty space under the pilot and which further reinforces the feeling of lightness, this machine seems camped on its front axle, ready to bite the bends.
Well, it’s all subjective, but the machine is racy. And indeed, compared to a Street Triple or an MT-09, admittedly well built, the level of precision seems superior. Enough to justify, already, the price difference.
Compared to a standard Brutale, the RR differs by some finishing details (edged on the rims, red frame on the white version), but also by its LED front light. Of course, there are also more than noticeable differences at the engine level, which we detail below and which justify the price difference of almost 2,000 euros..
In the saddle
It’s thin, it’s firm and it’s relatively high, at 830mm. Suffice to say that the 1.70m pilot does not dismount. Nevertheless, the saddle ridges are not too strong and the tank remains thin in its rear part, so it’s fine for adults. Once on the handlebars, we discover a digital dashboard, but which does not have the latest generation color unit seen on the Gran Turismo Lusso 800 SCS. This dashboard is complete but some data is very small, so not easy to read. In any case, you can adjust your level of traction control, engine mapping or even ABS intervention level..
Engine and transmission
There are still big differences with the MV Agusta Brutale 800 already tested on Le Repaire. Because the performance and efficiency of the mechanics are on a whole new level. Indeed, a Brutale 800 develops 110 horsepower at 11,500 rpm and 83 Nm of torque at 7,600 rpm (admittedly, our most learned readers will remember that in the past, a Brutale 800 developed 125 horsepower before having to go back down to 116, in particular for questions of reduction of mechanical noise).
An RR, it plays squarely in another category: here, the three-cylinder 798 cm3 develops 140 horsepower at 12,300 rpm and 87 Nm at 10,100 rpm. We can see in both cases that if the values increase, so do the rotational speeds, in particular in terms of engine torque..
Note also the presence of an up & down shifter, effective in use. It is even a real treat to arrive hard on the brakes and to descend gears on the fly, between backfiring and small bursts of gas from the electronics..
In the city
The turning radius isn’t great, but it’s not impossible either. On the other hand, the sound of the three-cylinder is not necessarily very pleasant at low revs (a kind of low growl, with a lot of mechanical noises). Likewise, the engine has very little inertia in response to the throttle and it can happen to stall when you are not used to it. In short, there is better for the neophyte. However, the three-cylinder is relatively flexible. But the gearbox remains quite firm and the engine heats up quickly in town. We therefore feel that this machine mainly requires large spaces.
On motorways and main roads
244 km / h! This is the top speed at which MV presents this Brutale 800 RR and finally, if it will remain difficult to plead your case in court in case of excess, the difference is not so clear cut as that with the Brutale 800 standard, which is already given for 237 km / h. So, to the question of knowing if it deposits, the answer can fall by itself: yes it deposits and dirty, even.
The driving position is a little forward and suddenly, this allows you to bend the spine a little in order to better fight against the elements. Nevertheless, if it obviously has no provision for tourism, the 800 Brutale RR has resources to cut the terminal. At 130 km / h, its three-cylinder turns at around 6000 rpm (the rev counter is not readable with great precision), the engine only gives half of its potential. In terms of stability, it’s a rail.
On departmental
Friend’s tip: choose paved roads like billiards. Because the MV Agusta Brutale 800 RR is firm, very firm, even. But if driving fast is your thing, then this MV is an absolute treat. We discover indeed a winning combination and there, none of the competitors mentioned in the introduction is at the level. Between the front end of the patient which allows inscriptions in surgical curves, the counter-rotating crankshaft which reduces the overall gyroscopic effect, the grip of the Pirelli Supercorsa and the overall quality of the chassis, we are surprised to ride like a sports car, with a lot of confidence and commitment in the front end.
In short, it traces, it deposits. In this type of driving, it is preferable to keep the three-cylinder above the 7000 rpm mark. But between the sound which becomes nice, much deeper, hoarse and heartbreaking at the same time, the agility and the precision of the machine, difficult to remain wise on the handlebars.
And beyond the performances, there is also the emotion. Here, we are also in another category and the MV easily emerges as the winner of a confrontation with its competitors in the same segment..
Part-cycle
It is identical on the Brutale 800 and the RR: Marzocchi inverted fork at the front (diameter 43 mm, travel 125 mm) and Sachs shock absorber at the rear (124 mm of travel), all fully adjustable (manually, without electronics. ). The tires are 120/70 x 17 at the front, 180/55 x 17 at the rear. Classic dimensions for this kind of motorcycle.
Brakes
There too, no difference between the two models: we therefore have 4-piston radial Brembo at the front clamping 320 mm discs, assisted by two-piston Brembo at the rear, clamping a 220 mm disc, the everything under the control of a Bosch 9M Plus ABS control unit. Suffice to say that everything is top: power, dosage, feeling, tutto va bene !
Comfort and duo
We mentioned it: it is firm. Not unlivable, but firm. There you have been warned. On a very gravely Morvandaise departmental, things will quickly turn to the rodeo.
Certainly, the driving position helps to pass the kilometers, without suffering too much from a marked pressure on the forearms. Duo side, we can imagine, it will be spartan.
Consumption & autonomy
The tank holds 16.5 liters and MV Agusta announces an average consumption of 6.7 l / 100. For our part, the consumption turned between 6 and 7 l / 100 at the end of a mixed use.
Conclusion
Nice revelation that this Brutale 800 RR. Admittedly, it is out of class compared to other "roadsters of around 800 cc and three cylinders". But, if I admit that I have never driven a Ferrari but have on the other hand made a lot of milestones in a Nissan GT R, I tell myself that it is the same type of difference that separates it from its competitors. It’s precision, it’s feeling, it’s a sound, it’s emotion: on all these points, the MV Agusta Brutale 800 RR scores points and is above the fray . Of course, you have to be able to appreciate these characteristics, you have to be sufficiently educated and refined to tell yourself that this difference changes everything and then you have to be able to pay the price. Those who take the plunge will discover a machine that is simply exhilarating.
Nevertheless: roadsters that deposit as much, we find. Roadsters that offer such efficiency and such precision in the sensations and feedback on a small road (well paved, precision is important), I’m still looking … For that alone, the MV Agusta Brutale 800 RR is a rare motorcycle and worth a look.
Strong points
- Really punchy engine
- Look and finish
- Lightness
- Efficient electronics
- Sound in the towers
- Chassis precision
- Front axle quality
Weak points
- A little firm everywhere, obviously
- Heat up quickly in town
The technical sheet of the MV Agusta Brutale 800 RR
Test conditions
- Itinerary: 800 km in a week of testing with daily life in Paris and a trip to Champagne
- Motorcycle mileage: 1300 km
- Problem encountered: driving at 80 km / h with that, how to say things without being rude…
The competition: in absolute terms, any big hairy roadster…
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The price is in the norm when we see the competition: Ducati 959, morini.zz
At this price I take a 1000 GEX, or KAWA or R1.