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MV Agusta Introduces New Brutale 800

MV Agusta today announced the new Brutale 800 model.  It features a three-cylinder engine displacing 798cc based on the triple found in its 675 models.  With the same bore, the new Brutale 800 receives a substantial increase in stroke resulting in a much broader spread of power in comparison with the 675.

Claimed power increases to 125 bhp (an increase of 12), with torque up to 60 pound-feet (representing a very big jump over the roughly 51 pound-feet found in the 675).  Significantly, the big increase in stroke flattens out the torque curve and brings the torque peak down to 8,600 rpm (from 12,000 rpm on the 675).  This sounds like a real peach of an engine. This same engine should appear in the Rivale we discussed a couple of days ago.

MV is keeping claimed dry weight down to 367 pounds, providing a very impressive power-to-weight ratio.  The price for this typically gorgeous MV is $9,990 Euros (the equivalent of less than $13,000 U.S. dollars) for the base model.

Given the price increases for Japanese sport bikes, and high performance bikes in general, MV Agusta appears to be bringing its prices to a very attractive level given its exclusivity and unparalleled styling.  Here is the full press release from MV Agusta, followed by a link to the full specifications.

The new 800 engine offers increased power, torque and riding dynamics for the naked MV Agusta. The new adjustable suspension and the new advanced electronics package makes the Brutale 800 leader in its segment. Graphics and special colours accentuate the unmistakably lines of MV Agusta.

Brutale three-cylinder means handling, extreme agility, and absolute ease of use. Now with the new engine power and torque comparable to a 1.000cc, and with a weight of only 167 kg, the 800 Brutale offers an unique power to weight ratio. Aside from the new engine, the Brutale 800 offers a new adjustable suspension allowing the riders complete personalisation.

A dependable advanced electronics package unique within this category: MVICS (Motor & Vehicle Integrated Control System), the integrated management system of the vehicle, includes the first Full Ride by Wire with multi-map and integrated traction control. Offering optimised delivery at all engine speeds, maximum engine efficiency in terms of fuel consumption, and of course the opportunity to select different engine characteristics, choosing from the four available maps: three pre-sets, one personalised. Traction control also ensures safety and performance on any road or track surface, allowing the driver to concentrate entirely on riding. The three-cylinder engine, which debuted on the supersport F3 675, forms the basis for the technological progress in its class, thanks to exclusive technical solutions such as the counter-rotating crankshaft, used in MotoGP, but never before seen on a production bike. The frame performance is guaranteed, thanks to MV Agusta’ s unique mixed structure: the front section of steel tube trellis combined with two light aluminium alloy plates, and a sculpted single-arm rear suspension.

Brutale 800 joins Brutale 675 with its increased performance, dynamics and untouchable MV Agusta style. A motorcycle capable of satisfying the most demanding of motorcycle enthusiasts.

The characteristics
In detail, the main features of MV Agusta Brutale 800 are:

  • three-cylinder in-line engine with counter-rotating crankshaft
  • Technology MVICS (Motor & Vehicle Integrated Control System)
  • Traction control adjustable on 8 levels
  • Frame structure mixed steel trellis and aluminium plates for high torsional rigidity
  • Single-sided swingarm with adjustable rear shock absorber
  • Upside down adjustable 43mm front fork
  • Racing radial front callipers

The design
MV Agusta Brutale 800 is distinctive at first glance. A perfect combination of aesthetics, functionality, design and ergonomics. Form and substance. Unique in its kind, this three-cylinder is aligned with the standards of excellence of the Brutale 675, yet remains distinctive with new graphics and further detail enhancements. The overall compactness is visually impressive, with the mechanical components dominating; the three-cylinder engine is almost completely exposed to view, embraced by the distinctive frame and compact exhaust system. The silencer is modelled in such a way as to ensure maximum capacity and efficiency while remaining perfectly integrated. The tailpiece is essential yet elegant. Even the headlight characterises the design, by combining the original elements and stylistic features of the Brutale range. The distinctive three element exhaust pipe remains another key visual component of MV Agusta Brutale.

The engine
The new three-cylinder engine 800 has a stroke of 54.3 mm and delivers power and torque of 125 hp at 11,600 revs / min limiter at 13,000 rpm. The maximum torque is also significant touching 81 NM at 8600 rpm., The power and torque curves are strengthened and increased ensuring prompt throttle response and a generous delivery across the entire rev range. This level of performance, associated with a dry weight of 167 kg, put the Brutale 800 at the top of the category “naked” setting the new benchmark.

With F3 675 and Brutale 675 the new Brutale 800 shares most of the components. and fundamental technical choices: first, the counter-rotating crankshaft, previously used only in MotoGP is able to offer the best balance while driving, reducing inertia when changing direction and thus increasing the manoeuvrability of the vehicle.

The shell moulded crankcase employs a “closed deck” with integrated bores and features integrated circuits for both oil and water, with internal pump unit location. This reduces component numbers and offers visual cleanliness to the engine exterior. The final transmission ratio is increased, by virtue of superior performance and through the mounting of a sprocket with two teeth less.

The electronics
Brutale 675 boasts the most advanced electronic management within its category. In its succession the Brutale 800 also excels by applying advanced race technology to mass production. The system MVICS (Motor & Vehicle Integrated Control System) ensures the integrated control of the vehicle and the engine: This allows combining management of the three cylinders with the traction control, to achieve high performance with safety. Technological innovation is epitomised by the use of Full Ride By Wire. The electronic control of the throttle body, which together with the mapping for injection, and ignition optimises the air-fuel mixture at all engine speeds of delivery, maximising available power and torque as a function on request from the rider. Compared to the traditional mechanical throttle, the Full Ride By Wire allows you to untie completely the rotation of the accelerator and throttle openings, leaving the task to electronics to achieve the optimum solution offering improved efficiency and a response exceeding the expectations of the rider. Brutale 800 system uses a multimap, with three preset modes and one fully customisable so you can choose the most appropriate delivery to meet specific conditions. The integration of MVICS includes traction control on eight levels, adjustable in seconds and visible on the digital dashboard intervening throttle, ignition advance and injection.

The frame
Handling, traction, ease of use and performance: The objectives of the project were achieved by focusing on the chassis with a mixed structure. An unmistakable trademark of MV Agusta, consisting of the front section steel tube trellis and two aluminium alloy plates, fulcrum point for the long singlesided swingarm, designed to ensure the most efficient transmission of power to the asphalt.

The suspensions
Improved performance through increased levels of control and variability: The MV Agusta Brutale 800 is fitted with an upside down fork and shock absorber with hydraulic response customisable. The upside down fork 43 mm in diameter, characterised by the excellent fluidity, with an excursion of 125 mm and is adjustable in compression, rebound and spring preload. The rear shock absorber provides 119 mm stroke, adjustable in compression, rebound and spring preload.

Brutale 800, therefore, adds to the versatility of the Brutale 675 with increased suspension regulation that further enhance riding dynamics.

The brakes
Brutale 800 offers a braking system of the highest quality utilising a pair of front 320 mm diameter discs, with Brembo four-piston (32 mm diameter) radial callipers and also at the rear a high performance twin-piston (34 mm diameter) Brembo calliper, matched to a 220 mm disc.

Colours and Prices
The new Brutale 800 is available in 4 colour combinations:

  • Ruby Metallic Red/Silver
  • White/Mamba Red
  • Matt metallic Grey/Pearl White
  • White/Blue Pearl “ITALIA”

From 9.990€*, also available in EAS version 10.390€*.
Brutale 800 “ITALIA” is available only in EAS version 10.990€*.

*Every country could have a price variation due to local import duties and taxes.



  1. peugotiste says:

    13.3 : 1 Compr.ratio ? Wonder how much will the starter last. Just hope that it’s located in an accesible location, as, at this price, these beasts are to be RIDDEN, not showcased.

    Consider the price 20% higher, due to the travel costs included to-and-fro
    rare dealers (servicing etc..).

    But it’s an MV. And it’s a benchmark raiser.

    Made in Italy too.

  2. bipedal says:

    Never before seen counter rotating crank? Remember the Yamaha XS1100 from the late 70’s?
    I am sure there are some more out there including some dirt bikes that have a counter rotating crank as well….

  3. Superlight says:

    Appearance is subjective. My eyes say the F3 is worlds better than the Daytona and the same on the Brutale vs Street Triple – much better component integration on the MVs. And why would anyone use Samco hoses on a Naked unless they wanted to call attention to all that piping?

  4. Artem says:

    Ugly, but probably fast as all MVs racing bikes.

    • Hefner says:

      If it’s anything like the 675 Brutale, Sport Rider magazine seems to think its electronics are a mess, and its suspension unbalanced (my interpretation of their wording). So ugly and not as fast as a comparable Triumph then…

      But to be honest, I don’t find it that ugly. It has some nice lines in the tail section, and the engine/frame/swingarm are sexy (why no left-side shots?)… They start failing with the radiator shrouds, then the fail continues to the integrated turn signals on the tank (ruined a pretty tank there) and finishes off with the fly screen.

      My take:
      – The whole point of the naked concept is brutalized by putting bodywork on a bike to hide the hoses. Put some Samco hoses on the thing and ditch the shroud.
      – Ditch the ridiculous inserts on the front of the tank, and continue the nice lines that are on the back half.
      – The instrument cluster should have been more integrated with the headlight, at least from the front perspective of the bike. Go look at a Buell S1 or M2 to see what I mean.

      All of these *could* be fixed by the aftermarket, or someone with enough shop skills and motvation.

  5. Superlight says:

    Superhawk69, I’ll take your comments on. I bought an F3 instead of a 675R and would do so again. All of us are different in our buying needs. For me, I wanted a new platform (rather than something 6 years old)and a great look – sorry, Triumph, you lose on both counts. The things where the F3 loses out to the Triumph I’m going to fix, so it was an easy decision. I must admit, however, if I had wanted a bike that required no reworks the 675R is the better buy.

  6. Provalogna says:

    It really makes no sense at all, none! How could people with the most beautiful artistic talent (Italians) make such ugliness? Strange, very strange…

  7. Claudio says:

    The bike is so fast, it does not need mirrors.

  8. Provalogna says:

    How many times did I stare at a Monster S4 on the floor at Munroe Motors, trying so hard to fall in love with it. I could never get past the gross, awful, utilitarian plumbing.

    Never saw the Streetfighter 848 in person, but by memory, looking at images, I thought they improved the plummbing cosmetics vs. the liquid cooled Monsters. I’ll have to take another look.

    • Gutterslob says:

      Plumbing on all liquid cooled naked Ducs is as ugly as they ever were. New one’s are actually worse, since they now bolt on plastic (or carbon if you pay for it) bits to hide some of it, so instead of the old “animal with intestines hanging” look, they now spot the trendy new “animal with intestines PLUS bowel bits” look.

      KTM, MV, Aprillia, heck, even Triumph…. all do a much better job than Ducati in that regard.

    • Dave says:

      I’m sure that’s somewhat intentional. Part of the allure of a naked bike is seeing the mechanics of it all. We’ve seen Japanese cruisers that conceal their radiators and plumbing very well so we know it can be done.

  9. Superhawk69 says:

    I am so happy with my 2012 675 Street Triple and it’s performance and it’s Japanese like quality, that I won’t be going to a Brutale anytime soon, even if it’s an 800. That is exciting however and should this bike prove to be as good as the Street Triple, I’ll buy a used one in 2-3 years and see what’s what.

    Just ready the comparison of the 675 Daytona and the new 675 MV… not even close….

  10. skybullet says:

    I think ergos limit sales volume as much as the small dealer network. MV should offer a Versys/GS style chassis with this engine. A lot of riders are spending MV prices for bikes so cost is not the barrier. The under 40 crowd is much more price sensitive than the typical BMW or Ducati rider.
    MV’s are so appealing, but so impractical for the riders who can afford them.

  11. Norm G. says:

    so would a fully faired version of this be called the F3.5…?

  12. Bob says:

    Great looking piece of machinery. I have no idea where a dealer is though!

  13. Superlight says:

    Mike, Benelli tried the radiator-under-the-seat approach with their Tre model if I remember correctly. It had is own appearance problems, however – radiator fans under the tail section. Somehow you have to get the cooling air in and then out again. Honda tried side radiators on the RC-51 twin, but then you got to see what looked like furnace filters in the side view.

    • Hefner says:

      Beat me to it. Comments are listed in reverse order, so I read them backwards and didn’t see your response.

      Any idea if the Benelli kept the under-seat radiator in competition form?

  14. RK says:

    Stunningly beautiful bike.

  15. Mr.Mike says:

    Everything looks super-awesome until you get to the big blob of plastic around the radiator. This is a common problem with most water cooled “naked” bikes and I don’t really have a solution.

    • Mr.Mike says:

      On second thought I wonder if anyone’s looked into moving the radiator to under the seat and routing airflow there. It would clean up the front of the bike and keep the hot air pulled from the engine from flowing back over it and past the rider.

      • Hefner says:

        Benelli Tornado. A great concept of a bike that was not executed very well, and ran afoul of changing Superbike regs.

        I’m not sure if the SBK version kept the radiator placement… The RC51 side moutned radiators were ditched cor competition because they couldn’t handle the heat output of a race tuned engine.

    • Gutterslob says:

      Yeah, it does look a bit excessive, doesn’t it? What I don’t like on most liq-cooled nakeds is assorted tubing/piping, though MV seem to have done a decent job here. Way more decent than Ducati did with their Streetfighter.

    • Dave says:

      Show chrome shrouds. If you can’t hide it, feature it.

    • blackcayman says:

      The black radiator and oil cooler look great! The bike looks Great

  16. Bud says:

    This bike is tailor made for me. Where’d I put that $13,000?

  17. Superlight says:

    The rarity of MVs is a chicken-egg problem. Heretofore they were so expensive that dealers didn’t see a market big enough to warrant carrying the brand. Things have changed, though, with the newer bikes much more competitive, price-wise, with other Euro offerings. I see MV in about the same position Ducati was in a decade or so ago – known to a fiercely loyal but small group of enthusiasts. These latest bikes should change that situation over time so more dealers will sell MVs.

    I bought my first Ducati back in 1982 when the brand had just about disappeared in the US. I don’t regret that decision or buying my new MV F3.

  18. Gutterslob says:

    Always liked the looks of the Brutale. I actually think it’s aged and evolved much better than the F4 design. Problem is, I’m afraid to own an MV. Wouldn’t have anywhere to send it (where I live) if I needed to do anything more than basic oil-changes.

    • stinkywheels says:

      I live in Wyoming where every bike except Harley is a long trip to a dealer. Friend has a Brutale with exhaust and race ECU. Fouled it’s spark plugs and had to dismantle half the bike AFTER making sure it wasn’t fuel or fuses. Better have a lot of patience or money it’s a 700 mile round trip to our nearest dealer.

      • Dave says:

        Your situation makes the strongest argument for buying a Honda. Maybe not as sexy but reliable as a lawnmower.

  19. Provalogna says:

    I’d like this model if its 800 triple motor is much less “busy” in sound and vibration compared to Triumph’s 675 triple.

  20. Nocklhiem Verstadt says:

    Highly expensive and not so reliable. Go for it if you have the money and the patience.

  21. JB says:

    So, they basically did what I have been wanting Triumph to do for almost 7 years now… Stroked the 675 to ~800cc’s… If Triumph would do that (make a stroker 800 engine), and then stick it in a baby Sprint chassis, I’d be ALL OVER it!!! And quite a few others… Been saying this for ages. DO IT TRIUMPH!!!

    • stinkywheels says:

      Only Tigers get that kind of attention. Whatta shame.

      • JB says:

        True, the Tiger engines are stroker 675’s, but they are annoyingly DETUNED. I should have been more specific in that Triumph should do the same as MV did by keeping it a PERFORMANCE engine, not some watered-down “for the torque” slow thing like in the Tiger, LOL! But yeah, it is a shame… I’m pretty sure the light sport-touring market is/would take off, but they are busy jumping on the BMW bandwagon, releasing a $19k Trophy instead… *sigh*

        • blackcayman says:

          +1 and could we have a sporty ST on this too!

        • Dave says:

          95% of Triumph Tiger owners will ride that engine right in the spot Triumph set it up to be. The aftermarket might be of some help but I think that remaining 5% won’t be enough to entice them into the R&D.