2016 MV Agusta Brutale 800

Editor Score: 91.0%
Engine 19.0/20
Suspension/Handling 14.0/15
Transmission/Clutch 9.5/10
Brakes 9.0/10
Instruments/Controls4.5/5
Ergonomics/Comfort 8.0/10
Appearance/Quality 9.5/10
Desirability 9.5/10
Value 8.0/10
Overall Score91/100

“Nasty, brutish and short” is the famous phrase used to describe the life of the typical medieval peasant (or MO editor), but it could almost describe some of MV Agusta’s earlier Brutales. With this latest electronically enhanced iteration, MV has brought the bike all the way into modernity and then some. The goal, according to MV, was to make the new bike more customer-oriented and easier to ride, with a focus on both reduced fuel consumption and a more friendly user interface. To find out, one of us had to go ride it.

2015 EICMA: MV Agusta Brutale 800

Nastywise, consider this from EiC Duke’s review of the 2013 machine: “Those whispers of instability turned into a scream in one instance while riding on a SoCal freeway. To get around a clog of traffic, I accelerated hard from 70 mph while traveling over some Botts dots that divide lanes on our freeways. While enjoying the engine’s instant thrust, the handlebars unexpectedly began wagging in my hands and nearly caused me to pee my pants as I contemplated if the bike would spit me off. While not a full lock-to-lock tankslapper, it gave me such a fright that it made me uneasy every time I dialed up full throttle. I’d factor in the cost of a steering damper if I was considering a Brutale 800.”

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The new bike still doesn’t have a damper, but it does have one degree more rake – 24.5 degrees now, along with 8.5mm more trail (103.5mm now) and 20mm more wheelbase (1400mm/55.1 inches) in a slightly stiffer hybrid frame of MV’s signature steel trellis and aluminum side plates. Those changes turn it into a paragon of stability over the mostly smooth A397 that climbs to Ronda from Marbella on the Costa del Sol. It still steers plenty quick, thanks in part to that inertia-cancelling backward-spinning crankshaft. Now more agile than aggressive, says MV. Seems to be the case.

It’s more of a clenched fist now, says Senior Designer Adrian Morton. The two-piece aluminum subframe is new, along with almost everything else.

It’s more of a clenched fist now, says Senior Designer Adrian Morton. The two-piece aluminum subframe is new, along with almost everything else.

The brutishness of the thing has also been reined in, some of it government-mandated and some of it out of common sense. This is the first MV to meet Euro 4 regulations, and as such it needed to emit 30% less pollution and a whopping 5 fewer decibels. In achieving that, it makes a claimed 116 horsepower instead of the previous 125, but a lot of that hp peak was bulldozed lower to fill in a trench in the midrange; R&D Technical Director Brian Gillen, who was also head of MV’s World Superbike/Supersport squad while he was in charge of the Brutale and various other projects, points out that MV’s racing data reveals its riders are at full throttle only 12% of the time even on the racetrack. It’s acceleration off corners and midrange power that matters.

New cams, 3 liters more exhaust capacity, and a new airbox to complement the new ECU tuning are the big changes for the Euro 4 version of MV’s excellent 800 Triple. Check out the hole between 5500 and 8000 rpm of the old model (blue line) that got filled in.

New cams, 3 liters more exhaust capacity, and a new airbox to complement the new ECU tuning are the big changes for the Euro 4 version of MV’s excellent 800 Triple. Check out the hole between 5500 and 8000 rpm of the old model (blue line) that got filled in.

Power delivery has also been a bit of a sticking point for MV; they finally got off/on-throttle response dialed and smooth enough to satisfy everyone in the last Brutale, Rivale, and almost everyone except Sean Alexander on the Turismo Veloce – only to have to go back and do it all over again to satisfy Euro 4. What we have now, says Gillen, are completely new ECU algorithms from start-up to redline to make the bike easier to ride and smoother-running.

MV says there’s 25% more maximum torque than the ’15 model, and the same 61.2 lb-ft as the Turismo Veloce, but 400 rpm lower; 90% of max torque is happening at only 3800 rpm. Max output is a claimed 116 hp at 11,500 rpm.

MV says there’s 18% more torque in the low-to-middle rev range than the ’15model, and the same 61.2 lb-ft peak torque as the Turismo Veloce, but arriving 400 rpm lower; 90% of max torque is happening at only 3800 rpm. Max output is a claimed 116 hp at 11,500 rpm.

Some of us who grew up driving rusty Chevelles are less sensitive to throttle abruptness, and to my wrist, the new Brutale’s throttle response is perfectly fine, smooth even, once it’s entered the zone above 4000 rpm or so, even if that response doesn’t always seem to be 100% linear. In Normal mode, the bike gives 100 hp and level 4 (of 8) traction control – and it fed the power in with excellent smoothness on the way up the mountain to Ronda in the morning while the road was still wet. (I could’ve swapped into Rain mode on the fly, 80 hp and more TC, but I didn’t wanna because there were dry patches, too.) There’s also Custom mode, which lets you dial all the parameters into your liking (and saves them there when you restart the bike).

012816-2016-mv-agusta-brutale-800-_G200705In Sport mode, the Triple delivers the whole 116-hp enchilada and again, to me, still with perfectly acceptable throttle response even if the initial onset of power does become more perceptible. Some kid from France or somewhere in our group, who spent most of the ride balanced beautifully on the Brutale’s back wheel and was a really swift, smooth rider whenever he chose to also use the front, said he felt the power was a bit abrupt for his liking. I suppose what it comes down to is, if you’re a really expert rider on the edge of traction most of the time, you may want to seek a reflash. One man’s ceiling is another man’s floor, as they say, and the young Frenchman seemed to be making ridiculous progress anyway.

I think the average rider will find no fault at all with the Brutale’s fueling, and besides, the design brief was to make the Brutale more user-friendly for non-experts. For them, MV succeeded; packing more torque lower in the rev band makes the bike easier to launch, roll around town upon and navigate tight corners – and the light-pull new hydraulic slipper clutch is nice too. In normal use, Normal feels just as fast as Sport, and is probably where most riders would leave the mode selector parked.

I also don’t think anybody will find fault with the bike’s gross domestic power output; when you get to a dry straight and roll the thing open, you’re greeted with that delicious, exotic war whoop of power that the Italians seem to have patented, along with a pretty good blast of acceleration (enough that the French kid said hoisting the front wheel with a little clutch in third gear was no problem). Except for a few inadvertent wheelies of far less duration, I kept my wheels on the ground.

012816-2016-mv-agusta-brutale-800-_G200601

What I am a harsh critic of is auto shifters that don’t work so hot. If we’re going to argue about whether the throttle’s closed all the way or not before the thing will shift, I’d rather blip the throttle and do it myself, okay? The MV’s autoshifter works extremely well both up and down through the gearbox, in town or in the mountains; all it asks is that you be moving at least 12 mph.

Though I’m a big fan of the well-executed downshift, I have to admit it’s nice when you’re waffling up to a damp downhill corner on an unfamiliar road to just be able to nudge down with your toe and positively know you’re going to get a smooth shift and the exact amount of engine braking you asked for, and the system doesn’t over-dramatize with too big a blip, either, like some stupid car that plays engine noises on the sound system. Just enough to mate the gears perfectly; I even took to downshifting mid-corner just for fun, which also never upset the bike. (Engine braking is one of the things that also adjusts when you switch from Normal to Sport, along with throttle sensitivity and rpm limit.) Upshifting leaned over with the gas on is even better. Again, the Triple’s soundtrack is fantastic above 8,000 rpm or so, where it’s hard to see how we passed Euro 4…

012816-2016-mv-agusta-brutale-800-Vista_tecnica_B3_16@

One of many things that was done to reduce noise was to use smaller teeth in the primary drive and more of them; now there are three teeth mating together where before there were only two. That also reduces driveline lash; the MV has an imperceptible amount, which also adds to its high-quality feel. “Things you can’t see that cost money,” smiles Engineer Gillen.

On the road in the damp, riding in a group, I never gave the brakes a really good squeeze, but they’re big expensive Brembos fed by Kevlar hoses, with more than enough power for street use, and sensitive enough in the damp for nice one-digit modulation. Bosch ABS with Rear Lift Mitigation challenges the idea that using the front brake will throw you over the handlebars.

012816-2016-mv-agusta-brutale-800-_G201046

Things had dried up for the most part on the way back down the mountain with a few wet areas left in the shade, and I furtively sniffed toward the Brutale’s performance edge like an aging badger. Gillen, who’s a refugee of Buffalo, NY, says they raised the center of gravity of the bike a bit, and gave the rear suspension more negative travel, to promote increased weight transfer and therefore increased mechanical grip via the bike’s all-new Pirelli Diablo Rosso 3’s – trickle-down knowledge from racing.

These are things I didn’t personally feel qualified to truly evaluate on the damp and chilly road to Ronda, not that anything to do with the bike held me back in the least. I love its magnificent engine wail, perfect auto-shift gearbox, and what felt like a perfectly well-controlled, solid chassis at my pace.

Every MV I’ve ridden does seem to have a certain dynamic, an expensive, solid feel. Maybe it’s psychological, because there’s nothing all that special about the bike’s 43mm Marzocchi fork and Sachs shock except for MV’s tuning. Back in Marbella at the bottom of the mountain, I realized I’d forgotten to make the switch from Normal to Sport; probably the missing 16 hp was what let the French kid leave me in the dust. Yes, that must’ve been it…

A bit more trail via slightly less-steep rake, a bit more wheelbase, a bit higher CofG all contribute to a very planted, trustworthy Brutale.

A bit more trail via slightly less-steep rake, a bit more wheelbase, a bit higher CofG all contribute to a very planted, trustworthy Brutale.

Not bad, but not as comfortable as some, and not so low to the ground either, at a claimed 32.7 inches.

Not bad, but not as comfortable as some, and not so low to the ground either, at a claimed 32.7 inches.

Besides, if you want the last nth of performance, you’re probably more an F3 kind of guy than a Brutale 800 one. MV says the competition really consists of the top-line Ducati Monster 821 Stripe, which is about 10% less money and also rated at 116 hp, but lacking a few of the options the MV has, and the exclusivity. Then, also according to MV, there’s the Triumph Street Triple R and maybe the Yamaha FZ-09. Around town mixed use is the real terrain for these, the upright ergonomics and handlebars make them all great companions. The Brutale is a little thick between the ankles compared to some, and its narrow-at-the-front seat feels like it might not be the most comfortable over the long run. Neither probably is a Lamborghini.

If handlebar vibration is your bugaboo, there’s also a bit of that coming through the tapered aluminum bar at 6,000 rpm and 75 mph or so, but not enough to complain about. The need to suffer for your Italian fetish is almost extinct, but the Brutale carries a vestigial trace of PITA. The humped passenger pad looks pretty sadistic.

The view from Varese.

The view from Varese.

Let’s face it, MVs have a certain amount of snob appeal, and if you’d asked me what’s the other “Super Premium” motorcycle brand in the world, I don’t know if Harley-Davidson would’ve leapt off my tongue first. But Giovanni Castiglioni and his crew definitely have a point when they lump themselves in. (Maybe it’s just flattery, designed to get H-D to buy and sell them again to pay for a new pool or something?) Who else but H-D can charge that kind of premium for a bike that’s not really functionally superior enough to ones costing considerably less except in the eyes of the faithful? H-D does do excellent paint and trim, and so does MV, along with many little engineering marvels that slowly reveal themselves in the privacy of one’s ten-car subterranean beachfront garage. And maybe also some things that will cause you to tear your hair out that only an owner gets to discover. Along with Euro 4 comes mandatory OBD, should any actual mechanical malady develop. There is DLC coating on the starter clutch now for reduced friction, which we surmise may have been causing trouble before?

Sweaty details: This little alloy plate that protects the right blinker from exhaust blast, with just the right lip to keep soot from collecting on the lens, took many hours to design.

Sweaty details: This little alloy plate that protects the right blinker from exhaust blast, with just the right lip to keep soot from collecting on the lens, took many hours to design.

Anyway, Gillen points out that MV had a very good last year when it sold 9000 bikes (the Brutale is its biggest seller, with more than 30,000 sold since 2000). Meanwhile H-D outdoes MV’s annual production in two weeks.

Buffalo, NY’s own MV Agusta R&D Technical Director Brian Gillen is on the left, with President and CEO Giovanni Castiglioni, who it probably doesn’t suck to be. There’s an MX track out back of the factory in Varese they both like to unwind upon.

Buffalo, NY’s own MV Agusta R&D Technical Director Brian Gillen is on the left, with President and CEO Giovanni Castiglioni, who it probably doesn’t suck to be. There’s an MX track out back of the factory in Varese they both like to unwind upon.

Unlike H-D, Senor Castiglioni says he has no ambition for MV to chase volume or lower prices by producing abroad. They do want to boost production, but also to keep it in-house and the brand exclusive. As a matter of fact, the Brutale is the first of three new nakeds on tap for 2016, along with three new sportbikes. And MV is beginning to market itself more aggressively through agreements it’s made with Mercedes-AMG to display bikes in AMG showrooms, and through limited-edition bikes, some of which it’s designed with Formula 1 star Lewis Hamilton. It’s a perfect fit for those aspiring to the MV lifestyle, Castiglioni thinks.

This F3 Solar Beam is one of the bikes designed in collaboration with Lewis Hamilton and AMG, more to come, along with more Limited Editions. MV buyers love their special editions.

This F3 Solar Beam is one of the bikes designed in collaboration with Lewis Hamilton and AMG, more to come, along with more Limited Editions. MV buyers love their special editions.

It’s a nice lifestyle to visit, and only a fool wouldn’t want to live there. My flight out from Malaga was booked for 0645, which meant I needed to be on the road by 0430. When I stumbled into the dark hotel lobby of Villa Padierna thinking I’d need to rouse some poor sap to find me a taxi, the perky beauty behind the desk knew my name and asked if I’d like some coffee. I’d have been happy with a Styrofoam cup of instant, but within three minutes an 18-year-old waiter in full uniform appeared bearing coffee, fresh-squeezed OJ and a warm basket of baked goods on an actual silver tray; deed Senor want café Americano or café con leche? Just as I bit into a flaky warm chocolate croissant, a big BMW sedan swept up to the front door. A uniformed doorman placed my ratty Ogio bag (from the ’98 Yamaha R1 launch) gently into the trunk, the driver opened my door and everyone wished me a smiling Buenos Dias and safe travels in the middle of the night. Nobody expects a tip. You could get used to being a rich guy, except that there never seem to be any to-go cups. Back home, it’s a drag to not have a bidet.

A lot of the things your one-percenters do with their money leaves me more amused than angry, but buying yourself a shiny new MV Agusta is a thing I could actually get behind. And that’s not just the Air France champagne talking.

012816-2016-mv-agusta-brutale-800-IMG_5281

2016 MV Agusta Brutale 800 Specifications
Price $13,498
Engine 798cc liquid-cooled DOHC inline three-cylinder, 4 valves/cyl.; 12.3:1 compression ratio
Bore x stroke 79 x 54.3mm (3.1 in. x 2.1 in.)
Engine management Integrated ignition – injection system MVICS (Motor & Vehicle Integrated Control System) with three injectors.
ECU Eldor EM2.0, throttle body full Ride by Wire Mikuni.
Electronics Torque control with four maps, Traction Control with eight levels of intervention.
Clutch Hydraulically actuated wet-clutch, multi-disc with back torque limiting device; primary drive 19/36
Transmission Six-speed, cassette style; MV EAS 2.0 (Electronically Assisted Shift up & down)
Maximum speed 237 kph (147.2 mph)
Emissions Certified to Euro 4
Type ALS Steel tubular trellis Aluminum alloy
Rake/trail 24.5 degrees/ 103.5mm (4.07 in)
Wheelbase 1400mm (55.1 in.)
Front Suspension 43mm Marzocchi inverted telescopic fork, fully adjustable; 125mm (4.92 in.) travel
Rear Suspension Sachs fully adjustable linkage-mounted single shock absorber; 
124mm (4.88 in.) travel
Front brake Dual floating 320mm discs, Brembo radial-type 4-piston calipers; Bosch 9 Plus ABS with RLM
 (Rear wheel Lift Mitigation)
Rear brake 220mm disc; 2-piston Brembo caliper, ABS
Front Wheel Aluminum alloy 3.50 x 17 inch
Rear Wheel 5.50 x 17 inch
Front Tire 120/70 – ZR 17 M/C (58 W)
Rear Tire 180/55 – ZR 17 M/C (73 W)
Seat height 830mm (32.7 in.)
Dry weight, claimed 175 kg (385.8 lb.)
Fuel capacity 16.5 L (4.36 US gal.)
Colors White, Black, Red

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  • DickRuble

    The view from Varese? Ptooey.. The only thing super premium about HD and MV is the price/quality ratio. And, ask any high school student, when quality trends to zero, the ratio trends indeed to super premium. MV Agusta has lost every single time in the highly regarded MO comparison tests. Bet you a double espresso the new ZX-10R will trounce any MV anywhere.

    • Born to Ride

      The ZX-10 would undoubtedly trounce the F4 anywhere at any time. But does the Z1000 trounce the B800? Not on Power to weight, Not on brakes, Not on suspension, Not on handling, and certainly NOT on aesthetic. There is no way I’d opt to save 1500$ for that Kawi over this Brutale. The excellent quickshifter alone is worth that.

      Saving 3500$ against the GXS-S though… Thats a hard call.

      • DickRuble

        The closer competitor from Kawasaki would be the Z800, though it’s an I4. For an apple to apple comparison, one should consider the B800 against the FZ-09. When you charge a $5000 (60%) premium, your product should trounce the competition. We’ll see how MV stacks up.

        • Old MOron

          Yes, bring on the shootout! But I have a feeling the FZ-09 wouldn’t fare too well. It barely squeaked one out against other competition. Still, $5K is a lot of money!

          http://www.motorcycle.com/shoot-outs/less-shootout-four-cylinders-7999-three-cylinders-8190-two-cylinders-8699-video

          “In the end it was the FZ that came out on top but only by the skin of its under-suspended teeth. It’s saving grace being its weight-to-power ratio – objective scores in the ScoreCard that gave it a minimal advantage over the other two. Subjectively, I had the FZ tied with the Gixxus, while Burns scored the Suzuki the highest. Troy did give his subjective win to the FZ but only by a quarter point over the Shiver.”

          • DickRuble

            I don’t know how they come up with their conclusions. The summaries for each bike were clearly to the advantage of the FZ-09.

          • Old MOron

            Makes sense to me. As another MOron pointed out, http://www.motorcycle.com/shoot-outs/2016-adventure-bikes-spec-for-spec#comment-2467358808 readers choose their own favorites among the shootout participants. Our MOronic editors emphasize the distinctions when they write about the individual bikes in order to help us do that.

            But when they write their summary conclusions, it’s big picture time. From that perspective the distinctions are smaller.

          • Ducati Kid

            Dick,

            To the FZ-09 add a Cast Aluminum Swingarm with quality Front and Rear Suspension – Done!

            Reason?

            That Cast Swingarm (superior to welding) joins the existing Cast Aluminum Frame affording Iwata a Cast Aluminum Motorcycle -no one has that – Globally!

            2016 Manufacturing demands technology that SELLS!

        • Shlomi

          How you can even compare the FZ-09 with its low budget suspension to MV ? The only thing the FZ has is its low price tag. In every other category the MV would smash it. Yes I heard tones of people saying they can bring the FZ suspension to a decent state with $2K-$3K, but then it pretty much loose its value proposition as you never going to recover this money back.

        • Born to Ride

          FZ-09 is a hideous, ill-suspended, mediocre braking, wonky geometry having, budget bike with its only saving grace being that it hucks FANTASTIC wheelies. Not even remotely in the same class as MV. Lets at least compare nice Japanese bikes to this work of art.

          • DickRuble

            Rah rah rah… we’ll see… I think the fz-09 looks pretty good and from carefully reading JB’s prose I picked a few clues that the B800 is not quite as perfect as you seem to believe.

      • BDan75

        In the real world, though, I doubt many pay MSRP for a Z1000 (mine–admittedly an out-of-season buy–was $9,500, all fees save tax/tag included). Kinda like nobody pays $13,150 for an S1000R.

    • john burns

      It’s funny, because your name actually came up. Castiglioni asked, ‘is thees Deeck Ruble really as knowledgeable as he seems to be,’ and I of course said yes he is. I think they were toying with the idea of inviting “influencer commenters” to future events, as they want to engage more heavily in social media. I’ll tell him you’re not interested. Pity…

      • DickRuble

        I can’t be bought..

        • Old MOron

          Hey, if this “influencer commenter” gig included a suit from Don Castiglioni’s tailor, I’ll bet you’d be a lot more persuasive.

          http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2016/01/012816-2016-mv-agusta-brutale-800-IMG_5248-633×518.jpg

          • DickRuble

            Funny you mention it, I was going to comment about the clashing styles of the two executives.. Brooks Brothers to the left, Armani to the right.

          • Ian Parkes

            I haven’t seen lapels that wide on American suits for years.

          • DickRuble

            Very observant. You must be tailor or working in retail. I just learned it’s called a wide peak lapel.

  • john phyyt

    Thank you, John, for an excellent report: I have a much more thorough understanding of this particular bike and the associated lifestyle. I really like the styling ; BUT. that exhaust ,the under-slung collector, really disturbs me. ( A Lipoma on the Madonna) I would love to retain the triple outlet look but without this monstrosity.

    • Born to Ride

      They make a really sweet slip on that deletes the collector and retains a simple looking triple exit exhaust. I think it drops like 8 lbs too, but its rather loud for my taste.

  • Old MOron

    In 2002 you wrote “Think Outside the Boxer,” a review that steered me in the direction of my 2004 R1150R. That’s probably my favorite bike that I’ve owned – not that I’ve owned a ton of bikes, but still.

    Then you said a lot of very nice things about the S1000R. Since I live close to a BMW dealer, I took advantage of a demo day. But my demo ride was a mixed experience. On the up side, the ride was fantastic. I really, really liked the bike – more than I thought I would, more than I was prepared to like it. On the down side, that I convinced myself not to buy it has been a nagging disappointment – especially since the dealer made a good overture in the waning days of 2015.

    Now you’ve set my sights on the new Brutale. It won’t work, I tell you (and myself). I don’t aspire to the MV lifestyle.

    But it looks great on you.

    • john burns

      what could one short little, thin ride hurt, monsieur?

      • Old MOron

        John, do you remember this lady? I’d guess she might say “monsier” while sipping a French wine. For an Italian vintage, she would use “signore”. Similarly for motorcycles. Or have you abandoned your aspirations already?

        http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2014/11/112814-healdsburg-victoriawilsonbeauty-633×474.jpg

        • john burns

          She would probably share a glass with you if you showed up at Soda Rock winery on an MV.

          • Old MOron

            Even with an MV, I’d still not be “20 years younger, taller, better-looking, more intelligent and sophisticated.”

    • DickRuble

      Would you consider the Turismo Veloce?.. That’s one segment where MV have little competition (other than the FJ-09) and pricing is not too far out there. Maybe Sean A can do a comparison of the two.

      • Old MOron

        That’s the problem. Naked, standard bikes ARE my cup of tea. Ahem, but I could be swayed to a light sport-touring job.
        Elsewhere on this page I’ve read that the Brutale has long service intervals, 18,000 miles. That sounds great! That would be a persuasive feature if true.

        • DickRuble

          FZ-09 – first valve adjustment at 24k miles.

          Monster – about 8K miles for the older models.

          According to some user sites, for MVs the far costlier aspect is daily maintenance.

  • Alexander Pityuk

    Allow me to retort. Brutale is indeed quite expensive relatively, but not so in absolute. It’s not even close to owning a Lamborghini, if we compare it to a car. I think that super premium in moto world is something like Reeve’s bikes, or H2R, or something. And MV is just a solid premium with low production numbers and over inflated ambition. With MV you do feel special, but in more of a sado-masochistic kind of way (low reliability, high depreciation, non-existent dealer network etc.), you don’t necessarily get much more of a bike, that from BMW or Ducati.

    • Born to Ride

      I would be one of the lucky ones that lives very close to an excellent Ducati/MV dealer here in southern Cal. I am strongly considering an MV for my next purchase because when you look at say a Brutale 800RR next to a M821 Stripe on the showroom floor, the fit and finish and curb appeal is FAR beyond what the Duc offers. Then point out that it weighs 30lbs less and has 30 more horsepower and to me the choice is no contest. And that is coming from a Ducati owner.

      Depreciation is something that you have to deal with on everything that doesnt say H-D on the tank. In my experience, MV is no worse than Ducati or Aprilia in this regard.

      • DickRuble

        “2005 MV Agusta F4 1000s 5k miles – $7450” — this ad has been around for 8 months in my area.

        • Born to Ride

          A 2005 Mille or 999 would probably sell for less to be honest. What’s you’re point? Or has hell frozen over and you are actually agreeing with someone on this forum?

          • DickRuble

            Point is you can pick up a great looking bike (the original F4 is one of the best looking bikes) with plenty of performance and low mileage for less than a low spec 600.

            Pretty frozen out here ..

          • Born to Ride

            I almost bought a Brutale 910R for 7 grand last year. It was absolutely gorgeous, and a steal. Shoulda-coulda-woulda.

          • DickRuble

            Point is you can pick up a great looking bike (the original F4 is one of the best looking bikes) with plenty of performance and low mileage for less than a low spec 600.

            Pretty frozen out here ..

  • Born to Ride

    Will be test riding this as soon as they get one in at my local dealership. One unsung trait of the current iteration of these MV triples is increased valve maintenance intervals. 18000 miles between adjustments is what I’m told by the service department. And its only 5 hours shop time. I was told to expect ~600$ for the service on the Turismo Veloce. The Triumph dealer Quoted me 640$ for the valve job on my ST, so not exactly the terrible maintenance costs people assume comes with this brand.

    • john burns

      I hope you’re right. Nobody mentioned longer service intervals and I failed to inquire this time.

      • Old MOron

        I while ago, I remarked that service intervals/requirements would be something worth reporting. I’m not a commenter-infuencer like Dick Ruble, but at least a few people agreed with me. http://www.motorcycle.com/shoot-outs/2014-ultimate-streetfighter-finale-video#comment-1417816657

        • john burns

          let me see if i can find out. Usually that’s a thing they’re sure to bring up.

          • john burns

            Engineer Gillen writes: “first valve adjustment is at 26,000 km

            1000 km first check

            15000 km first service and oil change”

            my calculator says 26k is 16,120 miles. Not sure if every 16k after the first one?

          • DickRuble

            15000 km first service and oil change …. surely not the first oil change, correct? Any idea what “first service” means?

      • Born to Ride

        Maybe the top ends are different from the Turismo Veloce? I just checked Dirty Sean’s review and it confirmed what the guys at the Italian wet dream shop told me. 18000 miles.

  • Erik

    I like my 2014 brutale 800 a lot. Here are some easy MV customer segment analysis that you can make: we place a higher emphasis on style and looks than price to performance ratio(we’ll pay more than a fz-09 for better looks and performance), we don’t freak out about valve adjustment schedules(if you can afford the bike, then maintenance is not a deal breaker), a bike that gets around a track marginally faster is less important than a bike that has more character and soul, and for exclusivity we don’t want to be riding the same bike that young squids are doing burnouts in the parking lot with

  • spiff

    Question for JB. What are your thoughts comparing this to a Superduke. Yes, brute force is to be considered, but beyond that? I have a new bike wish list: Superduke, Superduke GT, Brutale, Veloce Turismo, and an anticipated water cooled Guzzi. If I go big bore it will be KTM, mid bore MV, and want to see what Guzzi will do. When will KTM give us an 800?

    • spiff

      I forgot the spoiler, the new MT-10.

      • john burns

        I think Troy’s KTM factory tour mentioned they’re working on an 800 Twin. I like the MV a lot but the SuperDuke is a lot more powerful and a bit more comfortable–also quite a bit more $$..

        • spiff

          I won’t complain about power, but my initial attraction to the Superduke is comfort.

  • Craig Hoffman

    For all the exotic coolness that this bike provides its owner, the asking price actually seems pretty darn reasonable.

    I did not note the author before greedily diving into the article. The last paragraph told me that this was indeed a John Burns production. Scrolled to the top and sure enough JB wrote it. Burns never fails to crack me up.

    • john burns

      bwahahahaa, thanks Mr. H. I fear I did get a little carried away by the rich-guy imagery induced by the setting. $13,498 really isn’t that much for a shiny new MV Agusta is it?

  • JMDonald

    The MV Agusta. A bike one can aspire to own. Just the name Brutale is enough to complete one’s being. Something in your heart wants to know.

  • TheMarvelous1310 .

    12-14 grand seems to be the sweet spot for motorcycles. Just enough to escape the quality or performance issues with lesser models, not enough to break the bank or be unobtainable. It’s a good neighborhood to live in, and I bet the MV shines.

  • Sentinel

    It’s time to migrate from Adobe Flash to HTML 5 here.