MV Agusta’s arrival in the world of nakedbikes came about from the stripping down of their F4 750 superbike in 2003. Three years later it grew to a 910cc nakedbike as the F4 grew to 1000cc. Soon enough it became the ball-tearing 1090 Brutale it is today.

While many manufacturers have dumbed down their nakedbikes from their donor superbike machines with easier power and more gentle chassis, MV Agusta, like all the Europeans, have continually pushed the boundaries of engine and handling performance to deliver hard-edged, stripped down superbikes.

While the four-cylinder Brutale has always been as such, the adoption of the three-cylinder engine in the Brutale was seen as a move towards a friendlier engine and chassis package for the road. Whilst this is true of the Brutale 800, it is still an exciting and dynamic machine to ride with just a little bit less of everything from the big bike to make it more useable and less intimidating.

Then there’s the Brutale Dragster. Built off the Brutale 800 platform, the Dragster differs primarily in its styling which makes it look like it is going fast standing still. The ride position is uncompromising and the 200-section rear tyre execute a look of a power cruiser more than a nakedbike. The pillion seat serves more purpose as a mudguard while the riding position is more comfortable the smaller you are. But who cares when it looks this good?!

Image: Tim Munro.

The engine, like the rest of the three-cylinder 800 MVs, is closely based on the F3 675 supersport machine released in 2012. A 8.4mm longer stroke, drop in redline, increase in compression ratio and heavy duty clutch are the big differences between the different power-plants.

The strength of the triple is its low to midrange power and no place is this highlighted more than a twisty strecth of road. It pulls strong and predictably through each gear with the quick-shifter making little work of the upshifts through the six-speed box. The 800 is blindingly fast on the road, and on the track it’ll loose out to a 1000 and easily hold its own against a 600.

Running Brembo Monobloc brakes with Bosch 9M abs system, 43mm Marzocchi forks and Sachs rear shock, the componentry is top notch. The handling is on the slower side in comparison to the Brutale and no doubt as a result of the imposing 200-section rear tyre that you normally see on a superbike. It is predictable and precise with none of the flight and speed of the four-cylinder nakedbikes. It’s still exciting to ride it just won’t take as much bravado to ride fast like the big bikes.

Sure the Dragster is uncompromising in comfort, but it delivers big on style and its performance will leave any bigger, brawny nakedbikes in its wake when the corners come. But if you want more performance, there is always the RR that won’t disappoint.

Image: Tim Munro.

Like most machines with an RR model designation, the Dragster RR is an up-spec model. As such it gets some bling, better chassis components and a more powerful engine. The RR’s performance improvements have come from a second bank of fuel injectors placed closer to the airbox. These secondary injectors send a shower of fuel in to the combustion chamber so there is a more potent bang at higher rpm.

At the other end a redesigned exhaust system gets the gases out better. It doesn’t sound like much for an engine change between models but it has boosted power by 9kW and torque by 5Nm taking performance a lot closer to that of the F3 800 sportsbike.

The changes to the inlet and exhaust tract have made for a much more noticeably potent powerplant in every situation. The strong pull of the Dragster becomes gut wrenching on the RR and particularly most impressive at high-speed. Delivery is flat and linear through the rev range and you find yourself fighting the rev limiter in every gear a lot quicker. 800cc nakedbikes shouldn’t be this fast.

Like all the 800s in the MV range, a quick-shifter is standard fitment. It works along with the MVICS (Motor and Vehicle Integrated Control System) that gives you four engine maps: Sport, Normal, Rain and Custom.

Image: Tim Munro.

The custom mode allows the parameters of traction control, torque response, engine response, throttle sensitivity, rev limiter to be changed to your liking. In the Sport and Custom engine maps the quick-shifter works on up and down shifts, but only on up shifts in the other modes. The adjustability of the electronics can transform the RR from a rip-snorting beast to a mild mannered roadbike simply.

The chassis difference is a diamond like coating on the fork stanchion for a more slick operation in the stroke and a anodized treatment on the fork leg. The wheels are lighter spoked aluminium instead of the cast aluminium on the base model.

While the chassis changes aren’t too different between the base model and RR, the improved actuation of the forks and lighter wheels have a desirable affect on the handling dynamic. Combined with a difference in set-up, the RR is sharper in its handling which it needs to be as that engine makes each and every corner appear a lot quicker!

If you want more practicality out of a nakedbike, you need not look any further than the Brutale, or the Brutale RR which packs more of everything like the Dragster RR. But if you want a head turner and are prepared to give away a little in handling nimbleness and comfort, the Dragster will do the trick. Or if you want a bit more of everything, particularly excitement, you can’t go past the Dragster RR. That’s a choice that’ll be hard to make!

Specifications

Engine type: Liquid-cooled, DOHC, four valve per-cylinder inline triple
Capacity: 798cc
Bore x stroke: 79 x 54.3mm
Compression ratio: 13.3:1
Claimed power: 92kW @ 11,600rpm (RR: 103kW @ 13,100rpm)
Claimed torque: 81Nm @ 8600rpm (RR: 86Nm @ 10,100rpm)
Dry weight: 167kg (RR: 168kg)
Seat height: 811mm
Wheelbase: 1380mm
Fuel tank capacity: 16.6L
Colours: White, Matt Grey (RR: Red/White, Red/Black)
Price: $20,499 (RR: $22,999)
Detailed specs: www.mvagusta.com.au