The MV Agusta Enduro Veloce marks the Italian brand’s entrance into the adventure-touring market, competing against bikes like the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. The Enduro Veloce is powered by a 931cc inline-Triple that delivers 124 hp and 75.2 lb-ft of torque. It has 8.3 inches of wheel travel front and rear, 9 inches of ground clearance, a 34.3-inch seat height, and Brembo brakes, as well as a sophisticated electronics suite.

To test the Enduro Veloce, we traveled to the Mediterranean island of Sardinia, where we logged miles on the island’s best routes to get a taste of what the Enduro Veloce has to offer. By the end of the day, we were impressed with the bike’s nimble handling, engine performance, and artistry.

Read our full review of the 2024 MV Agusta Enduro Veloce

2024 MV Agusta Enduro Veloce Specs

• Base Price: $22,998
• Warranty: 4 yrs., unltd. miles
• Website: MVAgusta.com
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 931cc
• Bore x Stroke: 81.0 x 60.2mm
• Horsepower: 124 hp @ 10,000 rpm (factory claim)
• Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Frame: High-tensile steel double cradle
• Wheelbase: 63.4 in.
• Rake/Trail: 27 degrees/4.6 in.
• Seat Height: 33.5/34.3 in.
• Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
• Rear: Single shock, fully adj., 8.3 in. travel
• Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
• Rear: Single 265mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Spoked tubeless, 21 x 2.15 in.
• Rear: Spoked tubeless, 18 x 4.0 in.
• Tires, Front: 90/90-21
• Rear: 150/70-18
• Ground Clearance: 9.1 in.
• Dry Weight: 494 lb (factory claim)
• Fuel Capacity: 5.3 gal.

Gear Up

• Helmet: Arai XD-4
• Jacket: Klim Latitude
• Gloves: Klim Baja S4 Gloves
• Pants: Klim Latitude
• Boots: Spidi XPD X-Trail Outdry

The post 2024 MV Agusta Enduro Veloce Video Review appeared first on Rider Magazine.

If you asked what I thought about MV Agusta around 2010, I’d quickly respond: Beautiful Italian lines and attitudes but priced for the very few.

Then, in 2012, MV introduced the F3 sportbike, offering the inline-Triple platform in relatively affordable 675 and 800 versions. The 675 performed decently for its short time in World Supersport from 2013-2020, taking five 3rd-place finishes and one runner-up. 

The Triples ignited the Varese company’s new focus and opened the door to a broader range of riders – although still only for those with larger bank accounts. The F3s were followed by other models over the years, including the Dragster naked, Turismo Veloce sport-tourer, Superveloce neo-classic sportbike, the Rush hyper naked, and updated Brutale nakeds, among other special editions.

Related: MV Agusta Dragster RR SCS America Review | First Ride

At EICMA 2023, MV unveiled its first-ever adventure tourer – the LXP Orioli. The previous “Lucky Explorer” moniker, an homage to the Cagiva Elefant’s Paris-Dakar campaigns, was retired in favor of a tribute to Italian rally legend Edi Orioli.

Related: MV Agusta Lucky Explorer Project | First Look Review

This signified a transformation within the Italian brand to enter the adventure-touring market, something that made sense given its new relationship that began with Pierer Mobility – the parent company of KTM, Gas Gas, and Husqvarna – which had acquired 25.1% of the brand. This helped MV expand its lineup and launch a new product line in the brand’s historic factory in Schiranna.

The business news continued to grow for MV Agusta, and in March of this year, Pierer Mobility increased its stake to 50.1%, gaining majority control of the brand.

The LXP Orioli is a beautiful machine, but only 500 will be made and each one costs a princely $29,000. This exclusivity changed with the release of the new Enduro Veloce, basically a base version of the LXP Orioli, which joins the MV lineup as the brand’s first full-production motorcycle in the fast-growing adventure touring segment.

The MV Agusta Enduro Veloce continues to celebrate the company’s racing history, specifically honoring the triumphs of the 1940s-era MV Agusta 98. The 98 was famously piloted by Vincenzo Nencioni to win the Golfo di La Spezia off-road race in 1946, followed by another notable win by Carlo Ubbiali at the British Six Days race in 1949.

GEAR UP

• Helmet: Arai XD-4
• Jacket: Klim Latitude
• Gloves: Klim Baja S4 Gloves
• Pants: Klim Latitude
• Boots: Spidi XPD X-Trail Outdry

To test the Enduro Veloce, I traveled to Sardinia, a Mediterranean island that’s a semi-autonomous region of Italy, where I logged 150 miles on mostly paved roads with a brief off-road excursion. Although the launch was mostly street-focused, with Bridgestone A41 (80/20) tubeless tires on its 21/18-inch spoked wheels, the small amount of dirt riding on bikes wrapped with the knobbier AX41 (50/50) tires proved the Enduro Veloce can hang with the latest adventure tourers.

I’d classify the Enduro Veloce as an 80/20 adventure tourer and a direct competitor to the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. But it’s much prettier, mostly due to MV Agusta’s focus on the “horizontal versus vertical” design philosophy, which translates to all bodylines, engine structures, graphics, paint, and every element flowing naturally from front to back and vice versa.

And would you really want to drop this fine-looking piece of Italian motorcycle art that costs nearly $23,000? If it meant exploring some of the world’s best two-track backcountry, I’d say hell yeah, especially because the road sections getting to those gravel roads will be so much fun.

Read all of Rider‘s MV Agusta reviews here.

MV Agusta Enduro Veloce Engine Performance

At the heart of the Enduro Veloce lies a 931cc powerplant that is the brand’s most radical departure from its predecessors. Unlike the 798cc Triples in other models, the Enduro Veloce’s engine is a clean-sheet design by the Varese R&D team, emphasizing lightness, compactness, and efficiency.

Weighing in at just 125.6 lb, the engine is 10% lighter than other MV Triples, yet it packs a formidable punch with claimed 124 hp at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. The engine’s lightness helps keep the bike’s purported dry weight to 494 lb, though the bike is likely to weigh more than 530 lb when the 5.3-gallon fuel tank is full and oil and coolant are added.

Yes, the Enduro Veloce is considerably heavier than the wet weights of around 480 lb for the KTM 890 Adventure and 490 lb for the Ducati Multistrada V2. At a photo stop, I nearly dropped the bike when my foot slid on some rocks, and it took muscle and a fellow rider (thanks, Costa!) to help arrest my fall. But while riding the MV, it felt nimble and light, even during 1st-gear speeds while turning around on tighter roads.  

The real MV magic, however, begins as soon as the electronic throttle is opened. Approximately 85% of maximum torque is accessible from as low as 3,000 rpm, and it remains linear and potent up to the 7,500-rpm mark, where it gently starts to taper off. But for those looking for that extra oomph, this bike quickly revs to the “soft” 10,200 or “hard” 10,500 rev limit, keeping the exhaust note high and the riding exciting.

During the first few miles, the broad spread of torque allowed me to short-shift and ride lazily, letting the grunty engine do all the work. But the Enduro Veloce has a Dr. Jekyll and Mr. Hyde quality, and soon I began revving the bike nearly to the hard limiter before shifting, awakening the bike’s hooligan side.

One of the most notable features of the Enduro Veloce is its counter-rotating crankshaft. This feature, typically reserved for high-performance racing machines, counteracts the gyroscopic effect of the wheels, enhancing the bike’s agility and responsiveness.

During acceleration, the design notably balances the load on the 21-inch front wheel, which helps retain stability and control, especially when navigating the endless tight switchbacks and uneven asphalt in Sardinia. Despite the large-diameter front wheel, the bike remained remarkably nimble and willing to obey the slightest inputs.

The Enduro Veloce’s auditory experience is as refined as its mechanical performance. I’m a guitar player and love how a musician like Stevie Ray Vaughan can go from clean tones to screaming, deep mid-tones within seconds. The Enduro Veloce’s engine replicates this with a flick of the wrist.

The stock muffler is a big exhaust can, but it produces a symphony that crescendos near the rev limit, turning heads and signaling the raw power within. This exhaust note not only enhanced the riding pleasure but deepened my connection to the machine. The sound was most impressive above 10,000 rpm, creating an explosive pop while shifting. This process was facilitated by the smooth-operating 6-speed transmission, featuring a flawless up/down quickshifter.

The Enduro Veloce delivers commendable fuel efficiency for its class, averaging around 40 mpg under mixed riding conditions. This efficiency translates to a range of more than 200 miles from its 5.3-gallon fuel tank if not riding like a loon, allowing for extensive journeys between refuels.

MV Agusta Enduro Veloce Electronics and Display

All this performance is managed by a sophisticated electronics suite. Wisely, the developers kept everything simple and intuitive to access through the controls and large 7-inch TFT display, providing simple-to-read data with beautiful graphics.

It all begins with riding modes, with inputs calculated from the 6-axis IMU: Urban, Touring, Off-Road, and Custom All-Terrain. The typical Sport mode is noticeably missing, but since everything can be tweaked, I simply made the Custom mode my version of Sport by altering the parameters to my liking. In each riding mode, you can adjust throttle response, engine torque, and engine response (how quickly it revs). There are also two levels of engine braking separate from the riding modes, allowing riders to tailor how the bike slows down when easing off the throttle.

The Enduro Veloce features eight levels of traction control: five for road use, two for off-road, and one for wet. The TC settings be switched on the fly, including deactivation in any mode, and they can be fine-tuned depending on whether you’re rolling on the stock Bridgestone A41 80/20 tires for mainly street riding or the optional AX41 50/50 tires for heavier off-road use.

The Enduro Veloce is also equipped with cornering ABS and rear-wheel lift mitigation (RLM). The ABS system is only switchable and customizable in the Off-Road and Custom modes, and both ABS and RLM can be changed while riding. Level 1 (lower intervention on the front wheel; off on the rear; cornering off; less invasive RLM) was optimal for off-road, allowing me to skid the rear and rely on some front ABS for harder braking. Level 2 offers full intervention. For the Custom mode that I was using as my personal Sport mode, I also used Level 1 ABS and totally shut it off a few times for added fun.

Three other rider aids are cruise control, wheelie control, and launch control. The cruise control performed flawlessly, relieving my throttle hand during longer highway stretches. Launch control seems more appropriate for a sportbike or a hyper naked, but hooligans will be hooligans, and I had fun with it at a few stop signs and on an isolated section of a straight road. Just push the “LC” button, pull in the clutch while in 1st, open the throttle, and when it tells you, release the clutch. This should help achieve the claimed 3.7-second acceleration from 0 to 60 mph, and the soundtrack is pure SBK.

MV Agusta Enduro Veloce Chassis, Suspension, and Brakes

The Enduro Veloce is built around a perimeter frame with a double-cradle design, complemented with a double-sided aluminum swingarm. This construction shifts from the gorgeous single-sided swingarms seen on all other MV models in its current lineup, emphasizing functionality over aesthetics.

Given its price, the absence of electronic suspension on the Enduro Veloce is notable. Yet the fully adjustable Sachs suspension – with a 48mm inverted fork at the front and a rear shock featuring progressive linkage – proved highly capable. I weigh around 185 lb, and the only tweak I made throughout the test was half a turn on the shock’s preload knob. Nothing else was needed.

The suspension and wheel setup combined with the engine character impressed me all day. At first glance of the bike, with its 8.3 inches of suspension travel, 9 inches of ground clearance, and off-road ready wheels, I expected poor cornering stability. But I was wrong. The chassis remained stable throughout the corners, barely diving or squatting, allowing me to hold my line without much input. Thanks to the cornering ABS, I also experimented with some harsh, mid-corner brake jabs in an attempt to upset the chassis. The bike recovered quickly, allowing me to return to my line and finish the turns safely.

When I tested the bike with AX41 rubber for the off-road section, the long-travel suspension provided a plush feel. I didn’t adjust the suspension due to the short time I spent riding the dirt-ready Enduro Veloce, but the suspension in its stock settings felt ideal for lighter off-road use, allowing the bike to rebound quickly.

The Enduro Veloce is equipped with top-shelf Brembo Stylema radial monoblock front calipers, which clamp onto 320mm discs. The front lever feel is distinctly Brembo – accurate and responsive. This becomes evident when applying trail-braking techniques. The front lever provides substantial feedback and only a slightly bumpy feel when testing the true capabilities of the cornering ABS.

MV Agusta Enduro Veloce Ergonomics

Thanks to the design of its dual-height seat (33.5/34.3 inches), I was able to comfortably flatfoot at stops, which enhanced control and confidence, especially in slow traffic. While the seat provided reasonable comfort for most of the day, it became uncomfortable toward the end of the ride.

The handlebar, which initially appeared high, offered all-day comfort for my 6-foot frame. The MX-style bar is also adjustable to accommodate more aggressive off-road stances, which is helpful for either taller riders or those standing up for most of the day.

The footpegs are well-positioned for my 34-inch inseam and height, contributing to an ideal rider triangle and relaxed riding posture. The pegs also arrive with rubber inserts that dampen vibrations at highway speeds, enhancing comfort over long distances. These inserts can be quickly removed to switch to grippier cleated pegs for better control while off-roading.

And although I wore a peaked Arai XD-4 helmet, I didn’t experience major head buffeting – just some minor shakes at the top of 6th gear. The fairing and two-piece windscreen that’s split in the middle (but is not adjustable) optimize the airflow around the body.

MV Agusta Enduro Veloce: Other Highlights

In keeping with MV Agusta’s motto of creating “motorcycle art,” the Enduro Veloce has distinctive LED headlights. LEDs are also used for the turnsignals, taillight, and backlighting for the handlebar controls, a feature that would be handy during night rides.

Other convenience features include a keyless ignition system and the ability to connect mobile devices to the bike through the MV Agusta My Ride App, enabling navigation, communication functions, and sharing and tracking of ride data.

Remember the days of riding European motorcycles and worrying about frequent valve checks? MV Agusta fixed that issue, and the Enduro Veloce’s maintenance scheduling is streamlined. You won’t have to worry about valve checks until 18,600 miles. MV recommends oil changes every 4,600 miles and spark plug and air filter replacements every 9,300 miles.

MV Agusta Enduro Veloce: The Final Tally

The MV Agusta Enduro Veloce marks a bold entry into the adventure-touring market, blending MV’s rich racing pedigree with modern technological ADV advancements. Its form follows function, delivering both style and performance on twisty mountain roads and rugged trails.

From the 931cc Triple’s thrilling power delivery to the sophisticated electronics suite and agile chassis, this motorcycle is designed to enhance the riding experience. The counter-rotating crankshaft and carefully tuned suspension system ensure the bike remains nimble and responsive, irrespective of the terrain, and its comfort and features make it a versatile machine. It is a great choice for riders who want a blend of style, performance, and exclusivity – the hallmarks of MV Agusta’s legacy.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 MV Agusta Enduro Veloce Specs

• Base Price: $22,998
• Warranty: 4 yrs., unltd. miles
• Website: MVAgusta.com
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 931cc
• Bore x Stroke: 81.0 x 60.2mm
• Horsepower: 124 hp @ 10,000 rpm (factory claim)
• Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Frame: High-tensile steel double cradle
• Wheelbase: 63.4 in.
• Rake/Trail: 27 degrees/4.6 in.
• Seat Height: 33.5/34.3 in.
• Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
• Rear: Single shock, fully adj., 8.3 in. travel
• Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
• Rear: Single 265mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Spoked tubeless, 21 x 2.15 in.
• Rear: Spoked tubeless, 18 x 4.0 in.
• Tires, Front: 90/90-21
• Rear: 150/70-18
• Ground Clearance: 9.1 in.
• Dry Weight: 494 lb (factory claim)
• Fuel Capacity: 5.3 gal.

The post 2024 MV Agusta Enduro Veloce Review | First Ride appeared first on Rider Magazine.

Following on the heels of the luxury LXP Orioli limited-edition ADV, the 2024 MV Agusta Enduro Veloce joins the Italian brand’s lineup to compete in the ever-growing adventure bike segment. It features off-road-ready specs, technological conveniences, and Italian styling. 

Related: 21 Cool New Motorcycles at AIMExpo 2024 

The MV Agusta Enduro Veloce pays tribute to MV Agusta’s racing history, namely the 98 ridden by Vincenzo Nencioni to victory in the “Golfo di La Spezia” off-road regularity race in 1946 and another MV Agusta victory three years later by Carlo Ubbiali in the British Six Days race. 

The motorcycle is powered by a 931cc inline-Triple with DOHC and a counter-rotating crankshaft. The engine, which is designed and built at MV Agusta’s factory in Italy, produces a claimed 124 hp and 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. MV Agusta claims that riders can harness up to 85% of the maximum torque at 3,000 rpm. Max speed is a claimed 143 mph, and the bike features an exhaust system that sounds closer to a superbike than a typical adventure bike.  

Related: MV Agusta Dragster RR SCS America Review | First Ride 

The MV Agusta Enduro Veloce’s perimeter frame has a closed double-cradle design with a double-sided aluminum swingarm. Fully adjustable Sachs suspension includes a 48mm inverted fork and a rear shock with progressive linkage. Wheel travel front and rear is 8.3 inches, and ground clearance is 9 inches. 

The seat height is 34.3 inches and can be lowered to 33.5 inches. Brembo Stylema 4-piston calipers gripping dual 320mm discs provide braking up front, and in the rear is a Brembo 2-piston caliper paired with a 265mm disc. The bike rides on 21-inch front and 18-inch rear tubeless spoked wheels wrapped in Bridgestone Battlax AX41 tires. 

The Enduro Veloce is equipped with quite a list of electronics for rider safety and convenience. The bike includes four ride modes (Urban, Touring, Off-Road, and Custom All-Terrain). Traction control comes with eight levels of intervention (five for road use, two for off-road use, and one for wet conditions), and it can be deactivated completely. It’s also possible to adapt the electronic response of the ECU based on whether the rider chooses to equip the standard Bridgestone Battlax A41 tires or swap them for the more off-road-oriented Bridgestone Battlax AX41 Adventurecross tires. 

Engine braking provides two levels of intervention, and the bike is equipped with launch control, wheelie control, cruise control, and cornering ABS with two settings and rear wheel lift-up mitigation. Also included is the Electronically Assisted Shift quickshifter for up- and down-shifting. The bike comes with full LED lighting, keyless ignition, LED backlighting for the handlebar controls, and a 7-inch TFT display with Bluetooth and wi-fi connectivity. 

As can be expected of MV Agusta, style and aesthetic are given due consideration on the Enduro Veloce. MV Agusta has created the Enduro Veloce’s design at the brand’s style center and has put the bike through extensive riding tests and software simulations. For example, the front fender was designed to ensure aerodynamic efficiency, and the lines of the front end were designed to direct airflow to the radiator for cooling. 

MV Agusta offers a range of accessories for the Enduro Veloce, including aluminum side cases, protection bars, a reinforced aluminum skid plate, additional lights, a Termignoni titanium exhaust, and more. 

The 2024 MV Agusta Enduro Veloce will be available in Ago Red and Ago Silver, but pricing has not yet been announced. Visit the MV Agusta website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2024 MV Agusta Enduro Veloce Preview appeared first on Rider Magazine.

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The post 21 Cool New Motorcycles at AIMExpo 2024 appeared first on Rider Magazine.

To celebrate the 50th anniversary of the MV Agusta 750S, the Italian manufacturer’s first model to sport a red, white, and blue paint scheme as a nod to the U.S. market, MV Agusta has launched the limited-edition Dragster RR SCS America. Only 300 units will be built, and all are slated for North America – priced at $28,247 to honor the 247th anniversary of American independence.

Decked out with a stars-and-stripes logo on the tank, a mix of Ago Red and Mica America Blue paint with white accents, and “America Special Edition” stitched in white on the red seat, it’s one of the most patriotic-looking motorcycles we’ve ever seen. Each bike comes with a Special Parts Kit that includes a transparent clutch cover, a dedicated motorcycle cover, and a certificate of authenticity.

At the heart of the Dragster RR SCS is a liquid-cooled 798cc inline-Triple with a 13.3:1 compression ratio and DOHC with 4 valves per cylinder and DLC-coated tappets. It churns out a claimed 140 hp at 12,300 rpm and 64.2 lb-ft of torque at 10,250 rpm. The SCS in the model name stands for “Smart Clutch System” and refers to the bike’s hydraulically actuated SCS 3.0 Radius CX semi-automatic clutch, made in collaboration with Rekluse.

Unique features include a carbon fiber cover on the rear wheel, a trio of slash-cut exhaust tips finished in black, fold-away passenger footpegs, and folding bar-end mirrors. MV Agusta claims that 75% of the bike’s components are made in Italy, including the Marzocchi fork, Brembo brakes, and Pirelli tires.

We got a first ride on the America at a press launch in Los Angeles, and the bike has a thrilling engine, agile handling (thanks in part to a counter-rotating crankshaft that reduces gyroscopic effect), and useful and user-friendly electronic rider aids. We used the MV Ride app to create a customized ride mode and to record our trip. For more details, read our first ride review.

2023 MV Agusta Dragster RR SCS America Specifications

• Base Price: $28,247
• Website: MVAgusta.com
• Warranty: 3 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 798cc
• Bore x Stroke: 79 x 54.3mm
• Horsepower: 140 @ 12,300 rpm (factory claim)
• Torque: 64.2 lb-ft @ 10,250 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated semi-automatic wet clutch
• Final Drive: Chain
• Wheelbase: 55.1 in.
• Rake/Trail: NA/4.1 in.
• Seat Height: 33.3 in.
• Dry Weight: 386 lb (factory claim)
• Fuel Capacity: 4.36 gal.

The post 2023 MV Agusta RR SCS America Review | Video appeared first on Rider Magazine.

Some memories are indelible. Etched clearly in my mind is a moment that happened 25 years ago when I went to the Guggenheim Museum in New York City for the Art of the Motorcycle exhibit. As I walked through the lobby and approached the exhibit, front and center on a mirrored pedestal was an MV Agusta F4, a stunning red and silver machine designed by Massimo Tamburini. Its quartet of underseat exhausts looked like God’s own pipe organ.

A decade later I joined the staff at Rider, and over the years that followed, I never got a chance to ride an MV Agusta. The brand always seemed to be on shaky ground, with ownership changing hands several times. The bikes were exotic and produced in small numbers, so opportunities to test them were few and far between.

My chance finally came when MV Agusta hosted a press launch in Los Angeles for the Dragster RR SCS America Edition, a limited-production model designed for the U.S. market.

MV Agusta and ’Merica!

Fifty years ago, MV Agusta released the 750S, the Italian company’s first model to sport a red, white, and blue paint scheme as a nod to the American market. Recent decades have seen several limited-edition “America” models – a Brutale 750 in 2004, a Brutale 1090 RR in 2012, a Brutale 800 RR in 2017, and a Dragster 800 RR in 2018.

Next in line, announced on July 4, 2023, is the Dragster RR SCS America, priced at a cool $28,247 to honor the 247th anniversary of American independence. With a stars-and-stripes logo on the tank, a mix of Ago Red and Mica America Blue paint with white accents, and “America Special Edition” stitched in white on the red seat, it’s the second most patriotic-looking motorcycle I’ve ever seen (it would be the most patriotic motorcycle I’ve ever seen had the American-made Buell Freedom Edition Hammerhead 1190 not been announced just days before the MV).

Only 300 Dragster RR SCS Americas will be made, each with a serialized number laser-etched on the triple clamp, and all are slated for sale in the good ol’ U.S. of A. Each bike comes with a Special Parts Kit that includes a transparent clutch cover, a dedicated motorcycle cover, and a certificate of authenticity.

Related: 2020 MV Agusta Brutale 800 Rosso | Road Test Review

Not Your Daddy’s Clutch

The SCS in the model name stands for “Smart Clutch System” and refers to the bike’s hydraulically actuated SCS 3.0 Radius CX semi-automatic clutch, made in collaboration with Rekluse. It’s a slick system. Just hold in the clutch lever when starting the bike, and then ignore it the rest of the ride. The up/down quickshifter assists with smooth, fast gear changes, and the clutch automatically disengages when coming to a stop.

One of the SCS clutch’s coolest features is launch mode. At a stop, pull in the clutch lever, pin the throttle, and wait for the light to turn green. When it does, dump the clutch and you’ll be treated to the bike’s fastest possible launch time: 0-100 kph (62.1 mph) in 3.55 seconds. Works like a charm too. Lining up next to Rennie Scaysbrook, the road test editor at Cycle News who holds the motorcycle record at Pikes Peak and is way faster than me, the SCS launch mode let me get the drop on him a couple of times.

For those who want to use the clutch lever, it’s still fully functional. For trackdays or personal preference, the SCS function can also be disabled. And unlike Honda’s Dual Clutch Transmission, which adds more than 20 lb of weight compared to a conventional transmission, the MV’s SCS clutch is only 1.3 ounces heavier than a regular clutch.

Horses of Courses

GEAR UP

• Helmet: Scorpion EXO-R1 Air
• Jacket: Scorpion Optima
• Gloves: Scorpion SGS MK II
• Pants: Scorpion Covert Ultra Jeans
• Boots: Fly Racing M21 Riding Shoes

At the heart of the MV Agusta Dragster RR is a thrilling mill: a liquid-cooled 798cc inline-Triple with a 13.3:1 compression ratio and DOHC with 4 valves per cylinder and DLC-coated tappets. It churns out a claimed 140 hp at 12,300 rpm and 64.2 lb-ft of torque at 10,250 rpm.

Motorcyclists are a greedy lot, and we always want more power. MV offers an accessory Akrapovič titanium exhaust with a dedicated ECU that bumps up peak power to 148 hp at 12,800 rpm while shaving off nearly 18 lb of weight (claimed dry weight for the stock bike is 386 lb). As appealing as the Akrapovič exhaust is, it’s a shame it requires the removal of the elegant triple-tipped stock exhaust.

The Dragster’s Triple sounds like a diesel at idle, but spin up the revs and it wails in a way that only an odd number of cylinders can, mashing up the rumble of a Twin and the scream of a Four. Response from the throttle-by-wire system is direct and snatch-free, and there are three standard ride modes: Sport, Race, and Rain. Pairing a smartphone with the MV Ride app allows a rider to create a custom map. Adjustable parameters include gas sensitivity (throttle response), max engine torque, engine braking, engine response, rpm limiter, quickshifter, traction control, and wheelie control. Choose your own adventure.

The MV Ride app also allows a rider to record a trip, which will show a map of the route taken and provide statistics such as average speed, max speed, max throttle, and max roll (lean) angle. Our test ride on public roads, for example, covered 60.2 miles at an average speed of 18.6 mph (we spent a lot of time in L.A. traffic and idling between photo passes). My max speed was 74.5 mph, and my deepest lean angle was 47 degrees. Rennie was certainly faster and leaned over more.

Made in Italy

MV Agusta is a storied Italian manufacturer that was founded in 1945 by Count Domenico Agusta. The brand has an impressive record on the racetrack, having won 270 Grand Prix races, 38 World Riders’ Championships, and 37 World Constructors’ Championships, many of those wins and championships courtesy of legends like John Surtees, Mike Hailwood, Giacomo Agostini, and Phil Read.

Following the death of Count Agusta in 1971, the company went through a roller coaster of highs and lows. It was acquired by the Castiglioni family in 1992, sold to Malaysian car maker Proton in 2004, sold to an Italian holding company for 1 euro in 2005, acquired by Harley-Davidson in 2008, and sold back to the Castiglioni family for 1 euro in 2010. Mercedes-AMG acquired a 25% stake in 2014, which was sold in 2017 when a Russian investment fund headed by the Sardarov family acquired a 49% stake, and the Sardarovs acquired 100% of the company in 2019. The brand is currently enjoying another high point. In late 2022, Pierer Mobility, the Austrian company that owns KTM, Husqvarna, and GasGas, acquired a 25.1% stake, with assurances to provide marketing, distribution, purchasing, and supply-chain support.

Related: KTM to Distribute MV Agusta Motorcycles in North America

Although the brand’s fortunes have fluctuated, the support from Pierer Mobility puts it on a much more solid footing. MV Agusta motorcycles are built in small quantities, with an emphasis on the company’s “Motorcycle Art” motto. They are still built on the shores of Lake Varese in Italy, and MV claims that 75% of the parts on its motorcycles are manufactured in Italy.

MV Agusta: Rideable Art

On the road or at a bike night, the Dragster RR SCS America won’t be confused with another motorcycle. Its color palette, its sharply edged and creased surfaces, and its unique details give the America the exclusive look its price tag commands. The most eye-catching feature is the carbon fiber cover on the rear wheel, which has teardrop-shaped cut-outs and the “RR” logo. A trio of slash-cut exhaust tips are finished in black, though they’d pop more in silver against the black of the rear tire and wheel cover.

The Dragster also has one of the most unique tailsections of any motorcycle. Beneath the rider’s portion of the seat is negative space, and below the passenger seat is what looks like the open mouth of a bird, with the lower edge framed in red LED lighting. Under the tailsection are passenger pegs that can be discreetly tucked away or folded down for use.

As a naked sportbike, the Dragster has an upright handlebar with bar-end mirrors that can be folded back – a useful feature when we were lane-splitting through rush-hour traffic on Sunset Boulevard. Front and center is a 5.5-inch TFT display with bright, crisp, easy-to-read graphics, and navigating through the bike’s menus and settings was intuitive.

Got Curves?

After escaping the traffic, we headed into the Malibu hills on roads familiar to every L.A.-based sport rider and SoCal motojournalist: Topanga, Saddle Peak, Piuma, and Mulholland. They are tight, technical roads, and the MV Agusta’s light weight, compact dimensions, counter-rotating crankshaft (which reduces gyroscopic effect), and premium components made it an ideal canyon carver. The fully adjustable suspension, with an inverted 43mm Marzocchi fork and a Sachs shock, is tuned for speed over comfort, but it kept the chassis in check, and the adjustable steering damper diffused any twitchiness.

Pirelli Diablo Rosso IV sport tires are grippy and lend themselves to fast, confident transitions. Good braking power and feel come courtesy of Brembo M4.32 radial calipers squeezing 320mm floating discs up front and a Brembo 2-piston caliper squeezing a 220mm disc out back, with Continental cornering ABS getting your back. A 6-axis IMU informs other electronics as well, including eight-level lean-sensitive traction control, front-lift control, and rear wheel lift-up mitigation.

Happy Birthday, America

Every MV Agusta is a special motorcycle. They have Italian flair, they are fast and fleet, and they are unique. The F4 I saw in the Guggenheim 25 years ago commanded admiration, respect, and envy. And now that I’ve ridden an MV Agusta, I know they are much more than visual art. They are visceral art too, which triggers a deeper level of desire. The Dragster RR SCS America is an exceptional motorcycle that celebrates American exceptionalism. Buon compleanno, America!

2023 MV Agusta Dragster RR SCS America Specs

• Base Price: $28,247
• Website: MVAgusta.com
• Warranty: 3 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 798cc
• Bore x Stroke: 79 x 54.3mm
• Horsepower: 140 @ 12,300 rpm (factory claim)
• Torque: 64.2 lb-ft @ 10,250 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated semi-automatic wet clutch
• Final Drive: Chain
• Wheelbase: 55.1 in.
• Rake/Trail: NA/4.1 in.
• Seat Height: 33.3 in.
• Dry Weight: 386 lb (factory claim)
• Fuel Capacity: 4.36 gal.

The post 2023 MV Agusta Dragster RR SCS America | First Ride Review appeared first on Rider Magazine.

KTM AG announced a collaboration with MV Agusta to start distributing MV Agusta motorcycles in the North American region. The motorcycles will be available at select KTM dealers as well as existing and new MV Agusta stores. For more information, read the press release below from KTM North America.

KTM AG, a subsidiary of Pierer Mobility AG, and MV Agusta have signed a commercial agreement for the distribution of the iconic Schiranna motorcycles in the U.S., Canada, and Mexico.

Related Story: 2020 MV Agusta Brutale 800 Rosso | Road Test Review

The deal, extending over several years, focuses on the distribution, promotion, and customer service of the MV Agusta range of motorcycles by KTM AG’s North American subsidiary. The strength of the brand and the exclusivity of its motorcycles, a symbol of Italy’s design and engineering excellence, and KTM AG’s extensive and solid commercial organization will support the growth of MV Agusta in the North American region.

The agreement is part of MV Agusta’s strategic plan, which envisions significant growth in the coming years. The KTM AG group will create a dedicated U.S.-based legal entity that will be in charge of all MV Agusta operations in North America. Going forward, MV Agusta motorcycles will be distributed through both select KTM AG dealers as well as existing and new MV Agusta stores.

Timur Sardarov, CEO at MV Agusta Motor, said he was “thrilled” by the agreement between the two European motorcycle manufacturers.

“I am confident that KTM’s extensive and professional sales organization paired with the strong appeal of our brand in the region will bring great benefits to both companies,” Sardarov said. “Thanks to our cooperation, we will create synergies that will enable us to accelerate our growth strategy in North America.”

Hubert Trunkenpolz, member of the Executive Board at KTM AG, echoed the excitement about starting a new partnership with “such a historic motorcycle brand.”

“Our brands are going from strength to strength everywhere in the world, particularly in North America where we will exceed 100,000-unit sales in 2022 with the KTM, Husqvarna and GASGAS motorcycle brands,” Trunkenpolz said. “Taking on the distribution of the MV Agusta brand will complement our extensive premium motorcycle range. With the addition of the most iconic Italian luxury motorcycle brand to our KTM North America operations, we are able to ensure support to all North American motorcycle enthusiasts as well as bringing exciting new business opportunities to existing and new dealers.”

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The Cagiva Elefant put Italy’s Edi Orioli on the top step of the Paris-Dakar Rally in 1990 and 1994. To capitalize on that success, the Italian marque adopted the Lucky Explorer moniker for the rally replica production model. More than three decades after Cagiva’s first Dakar win, the MV Agusta Lucky Explorer Project revives the iconic name with two adventure bike variants, the 5.5 and 9.5.

Though they fly under the same banner, the Lucky Explorer variants are very different machines. For the 5.5 trim, MV Agusta partnered with China’s QJ Motors to develop the mid-size adventure bike with performance and safety in mind. The 554cc parallel-Twin engine pumps out a claimed 46.9 horsepower at 7,500 rpm and 37.6 lb-ft at 5,500 rpm, but the liquid-cooled, DOHC unit suits a broad range of riders with smooth power delivery and an accessible torque band.

The Lucky Explorer 5.5 also caters to newer riders with a 484-pound dry weight. The adjustable 43mm KYB inverted fork and fully adjustable KYB rear shock provide 5.3 inches of travel, 8.3 inches of ground clearance, and a 33.8-inch seat height. The 19-inch front and 17-inch rear wheels allow novice off-roaders to venture onto the trail while the Brembo braking system optimizes safety in all conditions. Despite the 5.5’s mid-size designation, MV equips the new ADV with a 5-inch TFT display and a 5.3-gallon tank.

The Schirrana, Italy, brand takes a different tack with the full-size Lucky Explorer 9.5. Instead of collaborating with QJ Motors, MV Agusta goes it alone, developing a new 931cc inline-Triple for power and performance. The new cylinder heads, intake/exhaust valves, forged aluminum alloy pistons, and 12.5:1 compression ratio result in 123 peak horsepower at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm (claimed). A 120-degree counter-rotating crankshaft reduces inertial energy and MV Agusta offers a Rekluse automatic clutch and electro-actuated gearbox as options.

The firm crams all that performance and tech into a closed double-cradle steel frame that balances all-day on-road comfort with the optimal stiffness for spirited off-road riding. The Sachs electronic suspension system consists of a 50mm inverted fork and progressive rear shock. The setup yields 8.7 inches of travel at the front, 8.3 inches of travel at the rear, and 9.1 inches of ground clearance. The adjustable seat measures 33.5 and 34.3 inches from level ground.

The 21-inch front and 18-inch rear wheels suit the Lucky Explorer 9.5 for extended trips on the toughest terrain. Twin Brembo Stylema 4-piston calipers and 320mm discs deliver superbike-worthy stopping power while the 2-piston Brembo binder and 265mm rotor prioritizes finesse.

Of course, the 9.5 features a full electronics suite with a Bluetooth and Wi-Fi-enabled 7-inch TFT display. Traction control, cruise control, and launch control come standard while cornering ABS and rear wheel lift mitigation come by way of Continental’s MK100 ABS system.

Aside from the different equipment and capabilities, both the Lucky Explorer 5.5 and 9.5 hark back to the Dakar-winning Cagiva Elefant with rally-inspired liveries. The 5.5 retains the white/red/gold color combo but adopts digital graphics for a modern touch. On the other hand, the 9.5 blazes a new trail with a silver/red/gold paint scheme and refined brushstroke accents.

MV Agusta not yet announced an MSRP or when the Lucky Explorer Project models will hit showrooms.

For more information or to find an MV Agusta dealer near you, visit mvagusta.com.

The post 2022 MV Agusta Lucky Explorer Project | First Look Review appeared first on Rider Magazine.

We ride the 2020 MV Agusta Brutale 800 Rosso! MV Agusta’s middleweight upright sportbike is packed to the gills with style and performance.

The MV Agusta Brutale 800 Rosso is the base-model offering within the Brutale 800 range and despite its positioning, you’re still getting an extremely competent, decisively sporty and wickedly fun motorcycle.

What makes the Brutale 800 Rosso exciting is the 798cc triple-cylinder engine that features a counter-rotating crankshaft, designed to help improve the 800’s handling. The Rosso features a lower state-of-tune compared to the other Brutale 800 RR and 800 RR SCS and put down 100 horsepower and 54 lb-ft of torque on the Jett Tuning dyno. This engine is perky, fun and exhilarating.

The MV Agusta Brutale 800 Rosso is just as sporty as it looks, and the steel-trellis frame, along with the Marzocchi and Sachs suspension, all work together to make a sweet handling machine.

A full suite of electronics is standard, including adjustable traction control, ABS, and multiple ride modes. The electronic package works well. However, the LCD instrument panel is dated and has a complicated user interface.

Road Test Editor Nic de Sena spent some time with the 2020 MV Agusta Brutale 800 and shared his thoughts in this video.

Want the full specs and dyno chart? Check out our comprehensive review of the 2020 MV Agusta Brutale 800 Rosso!

For more information about this and other MV Agusta motorcycles, visit MV Agusta.

The post 2020 MV Agusta Brutale 800 Rosso | Video Review appeared first on Rider Magazine.

Society owes a sizable debt to the boot-shaped nation of Italy. As if delicious food, modern fashion and hot-blooded passion weren’t contributions enough, Italy has bestowed upon the world a disproportionate number of lust-worthy motorcycles. Perhaps it’s the Mediterranean climate or a well-fostered love of competition, but when you’re talking about a brand that regards itself as the curators of “motorcycle art,” nothing says Italian sportbike quite like a 2020 MV Agusta Brutale 800 Rosso.

Part of a three-bike middleweight Brutale 800 lineup that includes the RR and RR SCS, the Rosso is the affordable option but still drains $14,500 from your bank account. If I know one thing about art, it’s that it can get a little pricey, although wheelieing around on your MV is a lot more fun than letting your Bernini or Caravaggio collect dust. And what do you get for all that dough? A raucously fun naked machine with attitude and styling to spare.

There is no doubt that MV Agusta leans into the visual drama. It shouldn’t come as a surprise, as the original Brutale design was the brainchild of famed motorcycle designer Massimo Tamburini. His trademarks shine true, starting with a fierce predatory stance, drawing our eyes back through the steel-trellis frame to the triple-stacked exhaust pipes and, of course, a single-sided swingarm. And check out that sculpted sliver of daylight between the seat and the subframe. Bellissimo!

Devilish good looks cast quite the spell, driving any sane enthusiast to dedicate an entire evening to lovingly polishing its deep-paint finishes — candlelit garage and smooth jazz not required but encouraged. The single blemish lies in the primitive LCD instrument panel that a bike of this caliber should never have. To make up for it, our test unit was embellished every bit-and-bob of “Italian chrome” (carbon fiber) in the accessory stable.

Fling a leg over the 32.7-inch seat, and the accommodations are as spartan as you might expect on a naked bike, with a waist narrower than a supermodel strutting a Milano catwalk. A wide handlebar, mirrors that don’t vibrate furiously, a reasonably plush saddle and an agreeable knee-bend round out the rest of the digs. The Brutale wants to be ridden, and its commanding cockpit is the perfect place to dole out orders.

Beneath the beauty is a beast of a 798cc in-line triple. Friends, this is what a sporting engine should be. Cranking out a healthy 100 horsepower at 11,000 rpm and 54 lb-ft of torque at 7,800 rpm on the Jett Tuning dyno, the Brutale 800 features a lower state of tune than its sportier RR and RR SCS brothers. But 100 horsepower and 434 pounds soaking wet give the Rosso a power-to-weight ratio that’s right in the sweet spot.

Geared nice and low, there is always enough pep to casually float the front wheel and roar out of a canyon corner without ever feeling overwhelmed. Clicking through the 6-speed gearbox is made that much easier with an up/down quickshifter that performs best with a heaping serving of throttle in the mix, letting you hear that joyous three-shooter exhaust note.

The triple-cylinder lump spools urgently, and save for a tad bit of roughness right above idle, it’s impressively smooth. What’s more is the near-perfect tractable torque line that’s as flat as Lake Varese on a calm day. When all your sporty riding is tied up in a bow, the Rosso is happy to plod home at mellow speeds with an air of sophistication and grace.

We can see some of MV’s racing pedigree bubble through in the triple-cylinder engine’s counter-rotating crankshaft, which is commonplace among MotoGP engine designs but is a rarity in production motorcycles. What does a counter-rotating crankshaft do? By making it spin in the opposite direction the Brutale’s forward-rotating cast-aluminum 17-inch wheels, engineers can reduce the negative gyroscopic impact they have on a motorcycle’s handling. Less gyroscopic effect makes a bike easier to turn-in, and the Brutale has a light, low-effort steering response.

Engineering magic aside, the Brutale 800’s short wheelbase and steep rake make for a ridiculously good time in the canyons. Toss it on the side of its sensibly sticky Pirelli Diablo Rosso III tires and wail through a choice bit of road with utter confidence in that steel-trellis chassis. Whether you’re attacking some high-speed sweepers and putting your faith in the front end or relying on the Rosso’s agility to tic-tac-toe your way through slow, tight sections of road, the Brutale lives its best life on a clear afternoon and winding mountain passes. My Italian might be limited to corny catchphrases, but I understand everything that the Rosso is telling me.

Teamwork makes the dream work, and the fully adjustable Marzocchi fork and Sachs shock pair up better than an ’80s buddy-comedy duo. Sure, the Brutale 1000 boasts gilded Öhlins suspenders that earns more brownie points at the coffee shop, but what we have here works well. Sprung and damped on the sporting end of the spectrum, the Rosso’s setup doesn’t sacrifice too much comfort in the name of performance.

With all that chassis confidence underneath you, knocking the 3-level ABS and 8-level TC settings down isn’t something one should fret about; I openly encourage it. However, working the mushy rubber buttons on the left switchgear to navigate the menu is trickier than solving a Rubik’s cube. We hope updates to the 2021 Brutale, which includes a TFT display, solve the problem. MV has forgone a fancy IMU on this model, and the systems keep things on an even keel. Four throttle response maps are available (Normal, Sport, Rain and Custom), and on dry Southern California roads I rarely strayed from the perky Sport mode.

Then there are the Brembo 4-piston binders and 320mm rotors, always available to get you stopped in a hurry when necessary. Feel at the axial master cylinder could be improved, as I prefer a little more attack and initial bite on my sporting machines but opting for higher-performance brake pads will most likely nip that in the bud. A 2-piston Brembo and 220mm rotor are great for tightening up a line or trawling through traffic in the rear.

Once parked in the garage and you’ve dolled it up to a high shine, it’s clear that the MV Agusta Brutale 800 Rosso lives within a special corner of the motorcycling world. It’s unapologetically Italian, even down to the price. As a machine, it has the performance to trade blows with other top-dollar middleweights and swap paint in the canyons but falls short when compared to the standard tech available on comparable bikes like the KTM 890 Duke R or Triumph Street Triple 765 RS.

However, MV Agusta is the unrivaled master of motorcycle pageantry — the brand’s meticulous attention to detail and eye-popping styling surpasses the mind and speaks directly to the heart. And it’s those qualities that kept me thumbing the Rosso’s key until the next ride. 

Gear:
Helmet: Scorpion EXO-R1 Air
Gloves: Racer Guide
Jacket: Fly Racing Strata
Pants: Fly Racing Resistance
Boots: Sidi SDS Meta

2020 MV Agusta Brutale 800 Rosso Specs:

Base Price: $14,500
Priced as Tested: $19,444 (carbon fiber accessories)
Website: mvagusta.com
Engine Type: Liquid-cooled, DOHC in-line triple, 4 valves per cyl.
Displacement: 798cc
Bore x Stroke: 79.0 x 54.3mm
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Wheelbase: 55.1 in.
Rake/Trail: 24 degrees / 4.1 in.
Seat Height: 32.7 in.
Wet Weight: 434 lbs.
Fuel Capacity: 4.4 gals.
Fuel Consumption: 35

The post 2020 MV Agusta Brutale 800 Rosso | Road Test Review appeared first on Rider Magazine.