MV-AGUSTA DRAGSTER 800 RR (2018 - on) Review

What we said in 2018: MV claims the 2018 Dragster RR has increased torsional rigidity from its new engine mounts, although the chassis was stiff on the original 2014 model begin with – not so much its fully-adjustable suspension, which is actually soft when you bounce it at a standstill, but the trellis frame itself, giving the Dragster a harsh, unyielding feel at anything below brain-out speeds.

Bars constantly wag in your hands at speed – they never get out of control, but you’re always waiting for the big ‘slap’ to happen, which is unnerving, to say the least. Braking power is superb, but old generation Pirelli Diablo II tyres (with a chunky 200-section rear) lack the grip of more modern rubber.

Pillion peg hangers swivel neatly out of the way under the seat when you don’t need them, but that’s where they’re likely to stay most of the time. Just look at that tiny rear seat – it’s a perch for the dedicated, but life up front for the rider is more relaxed.

The Dragster 800 RR might look tiny, with no real overhang past the wheels, but the canted-forward riding position is surprisingly roomy, even for tall riders, so won’t squash your knees, but wrists take a fair bit of weight and wind protection is as limited as you’d expect on a bike so exposed.

⏱️ Join @Neevesy33 for #60secondswith the MV Agusta Dragster 800 RR. pic.twitter.com/wQ0tLR6JE9

— Motor Cycle News (@MCNnews) September 1, 2019

What we said in 2021: As before the Dragster still has a tough, racebike-like feel, but the 2021 model is more supple over bumps thanks to revised fork and shock internals and a new progressive rear suspension link.

It’s never on the brink of a tank slapper like the old bike and you’ll need a racetrack to get anywhere near the limits of its chassis, especially to feel its more rigid frame plates. Brembos are a riot of feel and power, too. The MV is surprisingly comfy over distance thanks to its perfect bar position, generous legroom and comfier new seat. The new clock surround offers decent wind protection.

What we said in 2018: Tweaked to meet Euro 4 in 2018 the quieter, more frugal Dragster’s 798cc three-cylinder motor makes the same power and torque as the 2014 model, thanks to a new countershaft, primary drive, intake cams, valves, gearbox, exhaust and engine cover.

It’s undeniably quick, but by far the best thing about this raucous engine is the racket it makes. It might sound like a bag of spanners at tickover, but up the ante and the triple’s raw, mechanical, 40-a-day soundtrack is pure Steve McQueen-Le Mans. It also has one of the crispest, most explosive-sounding autoblippers around – so good you’ll be constantly changing down, just for the hell of it.

Ever since the launch of the 2012 MV Agusta F3 675, MV Agusta has never quite managed to get its three-cylinder motor to deliver its power consistently, especially at low speed, but thanks to new ride-by-wire mapping it’s the smoothest it’s ever been, but it’s still not perfect in any of its four riding modes.

With the motor screaming for mercy fuelling is perfect and the throttle is no longer snatchy, but it still lacks the kind of satisfying, creamy low speed response you want at normal speeds. It’s still over sensitive and sometimes tricky to keep a constant throttle around town, especially if your right hand is jolted by a bump.

What we said in 2021: Now Euro5 friendly the 2021 model still makes 138bhp, which is the perfect amount of power for a naked sportsbike. The counter-rotating crank motor gets a handful of mods in a bid to reduce friction and increase reliability, like sintered valve guides, DLC-coated tappets and new bearings for the big and small ends and counter shaft.

The exhaust collector is new, as are its stacked, slash cut cans. All this adds up to a Dragster that accelerates like an early noughties’ superbike with a soundtrack that howls, growls and gloriously twists your senses, even short shifting through the gears.

It was never slow, but the Dragster’s power delivery was always inconsistent at low speed, but fuelling woes are now a thing of the past thanks to new mapping. The throttle is now smoother and more predictable for the 99.9% of the times you’re not riding flat out and the snap, crackle and popping new third-generation shifter delivers crisper gear changes.

Making getaways smoother still is the SCS model’s automatic clutch that turns the MV into a geared twist and go, so you don’t need to use the clutch to stop or pull away. We averaged 45mpg during our test.

It’s no secret MV have had their reliability issues over the years, but things have improved greatly thanks to changes in the Varese factory and improved dealer and spares back up. The Dragster 800 RR comes with a three-year warranty and two years roadside assistance.

We've only got the one MV Agusta Dragster 800 RR owners' review on the site, and it scores 4 stars out of 5. The dropped star is attributed to it being difficult to ride at low speeds.

There’s no getting away from the fact the Dragster 800 RR isn’t cheap. It’s more expensive than direct rivals like the hooligan-esque KTM 890 Duke R, the more refined Triumph Street Triple RS and the top-spec Yamaha MT-09 SP and more in line with a high spec, big-cubed super naked like the £13,100 BMW S1000R.

That said, the Dragster has been caught up slightly by other middleweights on the market. A Ducati Monster SP costs £13,995 and is way down on power and exclusivity.

What we said in 2018: You’ve got to give it to MV: they know how to design and finish a beautiful motorcycle.

Delicate tweaks to this latest model serve to make the sultry Dragster 800 RR look more striking than ever: adjustable clip-ons, ali front mudguard brackets, aluminium tank pad, a new seat unit, number plate holder, LED indicators and a natty little steering damper that looks like the innards of a Swiss watch…and doesn’t actually work (there’s no discernible difference between hard and soft).

But when colour displays are the norm on machines with this kind of price tag, its LCD dash and dim warning lights look cheap and dated.

What we said in 2021: Loud, brash and dressed to impress, think of the Dragster as a two-wheeled Lamborghini in spirit. It isn’t a bike for the shrinking violet. It’s also very expensive and doesn’t have the best-of-the-best suspension and brakes, but everything works perfectly and build quality, paint finishes and attention to detail are everything you’d expect from an exotic MV Agusta.

You can spend hours drinking in the detail, from its spoked wheels and fancy fasteners to the clear clutch cover and new cornering LED headlight, but best of all it’s now simply a lovely and far less awkward bike to spend time with.

A new e-Novia inertial measurement unit takes care of new lean-sensitive rider aids, but traction control and ABS will stay well in the background most of the time thanks to the grip of Pirelli’s Diablo Rosso IIIs.

The system is now clever enough to allow wheelies with the TC activated. It’s also out with the old black and white LCD, which dated the old Dragster in with a more contemporary Bluetooth-enabled 5.5in colour TFT, although it’s still hard to see the dull indicator lights. New switchgear now contains a menu function joystick and button for launch control and it still has a basic cruise control system.