MV Agusta Brutale 800 RR test: adorable gaRce…

Two new 2015 models come to top the 3-cylinder series at MV Agusta: the Brutale 800 RR and its Dragster 800 RR version. Site participated in their press presentation in Italy and in “ full ”. Here is the test of the roadsteRRrr…

Technical point Brutale 800 RR

Engine

MV Agusta has worked well on its 798 cc Tre Pistoni: still as compact and light (52 kg on the manufacturer’s scale), the engine of the Brutale 800 RR develops 15 horsepower more than the standard version and 8 less – only – than the one installed in the "maxi" Supersport F3 800 (read our).

The torque is also on the rise: from 81 Nm reached from 8600 rpm on the Brutale 800 "short", it goes to 86 Nm (1500 rpm higher) on the "Double R". Several modifications are at the origin of these substantial increases…

According to Italian engineers, the engine of the Brutale 800 RR – which it shares with its twin Dragster 800 RR – is not based on that of the F3, but on that of the base Brutale 800. However, we note that the "RR" shares with the sport the double ration of injectors per cylinder (six in all, against three on the standard roadster).

"The relay between the two injectors is progressive", insists Brian Gillen, chief engineer at MV Agusta. In fact, Site can confirm that the transition is perfectly insensitive … The Nm and the horses, on the other hand, are indeed present !

The airbox has been redesigned but does not encroach on the 16.6 liters of the original tank which, on the outside, does not change in appearance despite the adoption of double injectors and larger intake bodies: 50 mm against 48 previously.

The reprogramming of the Eldor EM2.0 ECU and the Mikuni ride-by-wire as well as the modification of the exhaust have also improved the performance of the Tre Pistoni. Its reliability would be enhanced thanks to the innovative hydraulic distribution chain tensioner…

Electronic

The second generation electronic platform (MVICS 2.0 or "Motor & Vehicle Integrated Control System") always integrates the four engine modes (Sport, Normal, Rain and Custom) controlled via the starter button once the engine is started and even when the motorcycle rolled.

Combined with EAS 2.0 (Electronic Assisted Shift), it allows the rider not only to upshift gears on the fly, but also to lower them! Already experienced on the BMW R1200RT, the "downshifter" is particularly appreciable on the road where one often juggles between two reports.

The effectiveness of the EAS 2.0 remains to be dismantled on a circuit where the driver must sometimes enter all six gears at once or almost. "Jules Cluzel drops all six gears in less than a second", assures us Mister Gillen. We just ask to test his bike !

Like the standard models, the Brutale 800 RR receives as standard a traction control configurable on nine levels: from zero where the system is off, to eight where it is the most alert, acting on the throttle opening, the advance at ignition and injection.

ABS is not left out since the Bosch 9 Plus system includes on the "Double RR" the RLM (Rear wheel Lift-up Mitigation) function which "limits the risk of the rear wheel taking off during braking". In fact, MNC stayed on its two wheels despite a few heavy brakes. !

Note in passing the adoption of a new LED brake light which "pursues two objectives: to increase the visibility of the motorcycle – therefore to increase the passive safety of the rider – while improving his style ", foresees MV.

Cycle part

"We have not forgotten the cycle part", underline the Italians during the press conference. If the chassis and the single-sided arm are renewed as is, the suspensions are not those mounted on the base Brutale…

The Marzocchi fork of the Brutale 800 RR is entirely made of aluminum, allowing "a gain of 1.2 kg which partially compensates for the weight gain due to the new injectors, in particular", estimates MV Agusta (168 kg dry for the RR, 167 kg for the standard).

The new fork benefits from a gold anodized finish on the outside, and on the inside from a DLC (Diamond Like Carbon) surface treatment which limits friction and improves the reactions of the spring and hydraulics. – easily adjustable via the screws at the top of the sleeves.

A steering damper is supplied as standard. It is particularly elegant because it is attached to the frame via two small arms instead of one generally … and that it is designed in-house by the prestigious CRC (Castiglioni Research Center) department. !

The Sachs mono-shock absorber which fulfills – to a certain point – the difficult mission of galloping each of the 140 horsepower on the road receives new valves and new flaps. As on the fork, preload, stress and rebound are adjustable.

The braking system is renewed identically: a pair of 320 mm discs at the front bitten by Brembo 4-piston radial calipers (32 mm) and a rear 220 mm disc clamped by a Brembo 2-piston caliper ( 34 mm).

The 10-spoke rims (not a hundred mile euro, eh!) Of the basic version are exchanged by the RR for 5-spoke look "vortex". Material and sizes do not vary however (see the technical sheet). The shoe either: Pirelli Diablo Rosso II.

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