MV Agusta Brutale 800

Why would I buy the MV Agusta Brutale 800

For the sweet handling and the drama

Why would I avoid the MV Agusta Brutale 800

It’s too stiff and physically demanding to be used as an everyday ride

I would be lying if I said I wasn’t intimidated. The MV Agusta Brutale 800 does that to you. Its mere presence causes a stir much akin to Monica Bellucci walking into a room unannounced. Even as I rode it, I could feel people´s eyes upon me all around. The expressions varied from curiosity, amazement to pure envy. I would be lying if I said I didn’t enjoy every moment of it. 

The Brutale 800 was the first MV Agusta we rode in India back in 2015, although it never went on sale. Earlier this year, Kinetic rolled out the new BS-IV compliant Brutale 800. It would have seemed like an impossible task to improve on the looks of the old Brutale, but MV Agusta has somehow managed it. The bodywork has been revised to make it more streamlined and aerodynamic, while the fuel tank, exhaust pipes, headlamp and the tail lamp have been redesigned for more aggression. It has also gained a revised frame and aluminium subframe to save weight, although it is seven kilograms heavier than before. Why put that hollow space below the seat, you ask? Well, it adds a lightweight appeal to the motorcycle.

Because you have taken a look at the motorcycle before getting on it, you know it is going to be fast. But nothing mentally prepares you for the way the Brutale snaps your head back. There are faster accelerating motorcycles around, but none of them pull off the line as dramatically as the Brutale. It behaves differently at different rev bands - docile between 2,000 to 5,000rpm, lively between 5,000 and 8,000rpm and quite a handful from thereon. But all of this goes through the window when you get cocky with the throttle. 

Whack open the throttle, and you can feel a shiver through pegs and fuel tank as the Brutale 800 prepares to lunge forward. And then it goes off like a Gatling gun being put on a full blast tailed by a thunderous roar from the exhaust. The first gear goes up to 95kmph, and you hit 200kmph before you run out of revs in the fourth. While its inline three engine still displaces 798cc, the Brutale 800 has been detuned to produce 109bhp down from 125bhp, a result of the stringent emission. However, the torque has gone up from 79Nm to 82Nm. The six-speed transmission gets a bi-directional quickshifter. For seamless upshifts, it is best if you use the quickshifter at high revs with a constant throttle.

Once aboard, you sit crouched over the tank thanks to the wide handlebar and the rear set footpegs. The handlebar is in a class of its own when it comes to returning feedback, and offers good leverage to tip the bike into corners. The front Marzocchi forks are stiffly sprung and respond to every minute undulation on the road. The front end feels light and easily flickable, and holds its line even through minor mid-corner potholes. 

The trade-off is that the Brutale tires you out in no time. The crouched riding position and the stiff rear suspension make it uncomfortable to be perched on the bike for too long. However, the upside is that you get to take another look at the Brutale every time you stop to stretch your back. The suspension is adjustable for compression, rebound and preload, playing around with which should offer a more forgiving ride. 

Braking is another impressive aspect of the Brutale. The four-piston, double floating Brembo front brake offers a good initial bite, feedback and progression. The rear brake either does little to arrest the speed or activates the ABS. The super sticky Pirelli Diablo Rosso III refused to break traction with the tarmac, and the traction control didn’t have any work to do even in its most intrusive mode.

The Brutale can be ridden in four modes – Rain, Normal, Sport and Custom. The modes alter the traction control and ABS levels, rpm limit, throttle response, torque output and engine braking. Although the first three modes come with preset settings, you can alter their traction control (eight levels) and ABS settings (three levels). The Custom map allows all the settings to be customised. The modes can be changed on-the-fly through the right switchgear, while TC and ABS levels can be adjusted through the left switchgear. 

While the first two modes are quite forgiving, the throttle responds to every microscopic twitch of your wrist in the Sport mode and feels jerky in low revs. Even in a corner, the bike can get unsettled very easily if your throttle inputs aren’t completely fluid. The Normal mode feels most appropriate for Indian roads, and Sport works best when confined to the race track. 

A middleweight streetfighter is supposed to be a motorcycle fit for everyday use, something that doubles up for commutes and the occasional weekend ride. As such, the Brutale 800 can never end up on the shortlist of a person seeking practicality and value for money. But then, it is an MV Agusta. That curvy body, sonorous exhaust, attention to detail, sweet handling and that brute of an engine makes the Brutale 800 a very special motorcycle. And I haven’t even spoken about the ‘passion’ and ‘soul’, for they are over-abused clichés when it comes to these motorcycles. It is pricey, ridiculously stiff, absurdly uncomfortable, and yet I am head-over-heels (much like its riding position) in love with the Brutale 800.

The Italians have always commanded a premium over their Japanese and British counterparts, which is a price you pay for exclusivity. The Brutale 800 is an expensive proposition at Rs 19.46 lakhs. Its direct rivals, the Triumph Street Triple RS and the Aprilia Shiver 900 undercut it by a big margin, with price tags of Rs 13.17 lakhs and Rs 16.12 lakhs, respectively. The new Ducati Monster 821 isn’t available in India as of now. Those who don’t mind more powerful motorcycles can also look at the BMW R 1200 R (Rs 18.98 lakhs) and the Kawasaki Z1000 (Rs 19.37 lakhs). All prices are on-road, Mumbai. 

Photography by Kapil Angane

1. Arai Quantum-J helmet – 

A sports-touring helmet in the Arai street models range, the Qunatum-J is an aerodynamic, comfortable and silent helmet for riders with a round headshape. Price - Rs 45,000.

2. Joe Rocket Alter Ego 3.0 jacket – 

An extremely versatile all-weather jacket. In this guise, it is being used as a ventilated mesh jacket, though it ships with two more liners - waterproof and thermal. Price – Rs 20,000.

3. Ixon Moto HP gloves – 

High quality full gauntlet leather gloves suited for city riding, touring and track use. Offers good ventilation and a high level of protection. Expensive though. Price - Rs 9,500

4. Café Racer Moto Kevlar Jeans: These Kevlar lined denims offer adequate breathability and are comfortable even on long rides. Price: Rs 4,500

5. Sidi B2 boots – 

All-round street and sportbike riding shoes also suitable for track days. Not ventilated, which can make it uncomfortable for everyday use. Price - Rs 17,000