MV Agusta Rivale 800 review Motorcycle Trader New Zealand

5 Апр 2015 | Author: | Комментарии к записи MV Agusta Rivale 800 review Motorcycle Trader New Zealand отключены
MV Agusta 800 S America

Test: MV Agusta Rivale 800

no such thing as a bad-looking MV but even by the high standards of the the Rivale is indeed outright eye

The Rivale is powered by the same version of MV Agusta’s three-cylinder F3 found on the macro-motor versions of the and F3, but it’s been subtly to deliver a completely different than when fitted to of its longstroke siblings in MV’s 2014 model range. Euro 12,690 in Italy, just 2000 examples for production in 2014, the Rivale is a product that’s still competitively priced, though model directly in its firing is its Brutale 800 sister retailing at 11,080, including the optional EAS which is standard on the Rivale. Is the new ‘crossover’ bike — the Italian for a street supermotard — really 1500 better than its sports sibling? Let’s

You need only ride the for ten minutes to realise that MV has taken a substantial step with this model, is by some way the best MV Agusta yet built. There are several for this, but the two key factors are the revised tune that’s resulted in a torquier, even-more-punchy package, and the different RBW mapping strategy almost totally resolved the issues with inconsistent and a snatchy pickup from a throttle.

Engine first, and the Rivale version of the 800 engine the same 125hp/92kW at 12,000rpm as the 800, with the same torque of 84Nm/8.6kgm produced at it has a completely different and much torque curve, with already available at 7000rpm, and the again at 11,000rpm. This thanks to a revised header design, altered mapping for the ECU, and a different inlet leading both into and out of the airbox necessitated by the closed-up, aggressive styling, says platform director, Brian

We had certain target values we want to fall short of in of engine performance, even we had to work hard at meeting he says. We achieved the 125hp target quite easily, getting the spread of torque was difficult. But we made it.

The result is a engine that will you to enter a turn one or even two higher than you really to, yet by rolling the throttle on hard deliver smooth, syrupy out of the bend. It means you can spend kilometres of twisting, turning holding the MV motor in fourth just rolling back the to slow for a bend, then it on hard for the exit.

You can accelerate open from as low as 2000rpm any trace of transmission snatch — there isn’t a lot of grunt the tacho readout hits the mark, and that meaty comes on strong — then with the 12,000rpm rev-limiter all in the gear, noticing as you do so that an extra kick in power 10,000rpm and 12,000rpm, so it really to rev the motor out if you want to go places in a Yet it has such an improbably well-rounded for a high-revving triple that you can at 8500rpm where peak is delivered, and just ride the curve from 6000rpm — revelling as you do so in the crisp action of the EAS powershifter, now fitted as stock, and on MV has definitely improved the action — now jerky than before. But is a bike that will in different ways according to mood — it’s truly a for all seasons, a chameleon of a street that is incredibly easy to in the bottom two gears, although want to make sure you your right foot the rear brake pedal the lack of crank inertia the front wheel doesn’t come down as quickly as you want.

But for once it’s not so much the performance that the Rivale of the MV triple motor delivers matters so much as the way that it so, and here MV’s engineers and have taken a big step in producing a quite different to the three-cylinder engine’s RBW riding The ‘rain’ map I started out with on roads does its job, with TC on setting eight can change it via the rather fiddly switches on the handlebar, but it’s to do while riding the bike).

But in the mode I used for most of my as well as in the heaps more ‘sport’ mode, the pickup a closed throttle is much fluid and less jerky, and ironically on such an aggressively motorcycle, the whole character of the is much more rounded and We realised we had a problem with the system that we had to address, Gillen.

So we sat down with and went back to basics, a completely new set of algorithms to change the way the ECU and interprets the information coming in. really proud of where we are and we feel we made a big step in delivering a new ride-by-wire strategy the customer will like. they have, and the good is the new map can be retro-fitted by MV dealers to existing of whatever model.

Indeed, MV is on allowing its customers to constantly from uprated maps by them directly to their ECU via a smartphone app.

There’s no such thing as a MV Agusta, but even by the high of the marque the Rivale is indeed eye candy that looks to rumble even at a standstill. aboard will entail on tiptoe for shorter riders, the 881mm-high seat is a fair bit than the Brutale’s 810mm

But the footrests are lower and not too far back, for a comfortable stance that’s quite upright, thanks to the flat-spread handlebar — this’ll be a bike for riding in town. before cranking the engine life and savouring the muted of the glorious-sounding triple motor those exquisite stacked exiting behind your heel, I had to pinch myself to what I was riding. That’s you sit 100mm further forward on the Brutale, so you end up with your seemingly hanging over the mudguard, which combined the flat ‘bars reminded me of so much as a first generation Monster.

At first I thought the seat sloped too steeply risking crushing my crown on the back of the tank. But once way, I realised that, your feet on both your knees tuck against its flanks, so you feel at one the bike.

This is an extremely thought-out riding position, much reduced weight on arms and wrists, meaning less tiring to ride for distances — it also means the is much more of an all-rounder you might expect. I made long runs to the south of on the Rivale in the past year, Andrea Vespucci, one of the MV test as we chatted during a stop for

You can cruise at 130kph all day and it’s not so it makes a surprisingly good bike. But at those speeds the is only 140km with the fuel tank, so you have to quite often. Ducati came to the same conclusion the Hypermotard, hence the creation of the weekend tourer.

It’ll be interesting to see if MV Agusta the same route with the

MV’s engineers have responded to all the criticism of their dash on their other The all-new LCD dash fitted to the is a big improvement, better ordered and more legible, with the tacho, riding mode a choice of four, with a map you can tailor yourself), the now very-visible readout, the TC setting (out of and the coolant temperature all infinitely to pick out than before, as as a tiny clock that to have been squeezed in as an But there’s no fuel gauge, and is asking for trouble on a bike such a small gas tank — after around 110km a DTE appears on the dash, and a warning comes on at the bottom of the display.

The problem is that, like all the of that row of … lights, is so dim you most likely won’t see it — as it’s all too easy to cover miles with your signals flashing, because you see the warning lights in bright Needs attention.

The ‘bar-end are both neat-looking and practical, their minimalist presence in with the stripped-out nature of the while giving excellent vision at the expense of being – but it’s easy to fold in when negotiating a tight The way Morton has incorporated the sidelights and signals into the handguards is neat, ditto the rear mount with the trafficators on the corners. This apparently all EU requirements, and is just one of the many elements in a design bristling innovation.

To begin with, the roads we riding on were too damp to test the Rivale’s handling but as the day on it finally dried up, and that’s I could start to revel in the streetfighter qualities of the new MV’s package. Sitting that further forward gives more direct steering, with the extra leverage that wide handlebar.

And in to calm everything down a MV’s engineers have more conservative with the geometry, adding an extra of rake over anything in its model range for the fully-adjustable Marzocchi forks, as well as substantial extra trail. me, this doesn’t make the in any way unduly heavy, but instead it a beautifully balanced handling that’s quick-steering yet never – even when working the cast aluminium Brembo four-piston brake calipers the twin 320mm front to stop hard and fast the benefit of a slipper clutch.

it means you have even reason to blip the throttle on and glory in the mechanical aria of triple motor. With the sitting that much forward, you might expect the wheel to lift and start the tarmac when you lean on the but that didn’t happen to me, without working the rear first to offset the weight

One thing in particular about the chassis setup stands and that’s the unexpectedly high quality from the Marzocchi and Sachs shock. These are set up to a much higher degree of travel than is usual on a — 150mm up front, and 130mm at the — but it’s controlled rather spongy, yet is so compliant you’ll go for rough patches in the road just to be able to nod in approval to at how well the Rivale rides it.

The suspension is really outstanding, and with that extra the front end doesn’t collapse when you brake hard — the settings for the Marzocchi fork’s damping and spring preload excellently chosen. So too were the TC on the damp roads in the morning — not a of a rear wheel slide, I frightened myself once the front wheel on a damp which a combination of the MV’s handling and that wide helped save.

Exactly 20 ago a bike like the Rivale was in what is now the MV Agusta factory in and began production in the Ducati 300km further south in That bike was the Cagiva which later reached as the Ducati Monster, and helped the company several times

Now the third generation Ducati is about to make its debut on the stage — but the fact is that been pre-empted by the arrival of the MV Rivale, which in terms of and handing, as well as the beautiful of its design, is in every way a modern but with the extra performance and personality of its three-cylinder engine And yes, the Rivale did indeed up to its looks.

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MV Agusta 800 S America
MV Agusta 800 S America

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