Our guests on Episode 70 of the Rider Magazine Insider Podcast are Paul Guillien and Ron West of the Backcountry Discovery Routes organization, which is a nonprofit that creates off-highway routes for dual-sport and adventure motorcycle travel and recreation. The newest Backcountry Discover Route is in Northern California and covers 940 miles off-pavement from Mammoth Lakes to the high desert of the Modoc Plateau at the Oregon border.
The IRM Moto Sahara highway pegs are simple to install and provide comfort for long-haul riding.
The IRM Moto Sahara highway pegs add a new dimension of sleek aesthetics and functionality to the usually dreary task of finding an alternate place to rest your feet on long rides. These pegs are designed to mount to the valve covers on BMW’s 2005-2009 Hexhead R-Series models, such as the R 1200 RT, R 1200 R, and R 1200 GS.
When not in use, these pegs can fold down to give the motor a stock appearance. The rider can deploy the pegs by swinging them outward with his/her boots, exposing a convenient 3-inch perch on which to rest weary feet.
When not in use, the IRM Moto Sahara highway pegs fold down and out of the way.
These pegs boast impressive mechanical engineering, which leads to a very simple installation process. The peg assembly consists of two pieces. A small, cube-shaped placeholder slides into the rear-facing valve cover recess, comes to rest on a ridge therein, and is shaped to allow the spark plug wire plenty of room. The main peg body then fills the hollow space in the valve cover over the ignition coil (where a black plastic protective cover normally lives) and mates with the aforementioned cube-shaped placeholder via four 7/64-inch stainless-steel hex bolts. After applying some blue Loctite to the bolts, they slide through the placeholder and into the main peg body. The bolts are then torqued down evenly in a star pattern with the included hex key, pulling both components together securely. Each peg takes about 10 minutes to install. The peg body components are all CNC machined and black anodized 6061 aluminum alloy. Quality of construction and materials is superb.
I tested the pegs on a scenic 2,500-mile spring tour of Texas, New Mexico, and Arizona aboard my 2008 BMW R 1200 RT test mule and came away impressed. The placement of the pegs is in the ideal position, allowing a neutral sitting position for extended periods of time – just perfect for lengthy highway stints. Actuation is easy since the leading edge of the peg facing the rider is flared outward and easy to catch with boots.
Other peg options for Hexhead RTs are generally much more expensive and cumbersome, involving buying tubular metal crash bars and then mounting conventional highway pegs to those. (Most quality crash bars for Hexhead RTs, for example, are at least two times the cost of these pegs – and that’s just for the bars without highway pegs included!) No other highway peg solution I know of is as neatly integrated into the OEM styling ethos of the BMW Hexhead R-Series as these American-made Saharas are. For $250 MSRP, the long-haul Hexhead rider can’t go wrong with these!
Spidi Tour Evo 2 Motorcycle Suit jacket in Military Green. Other color options are Black and Black/Slate.
The Spidi Tour Evo 2 Motorcycle Suit promises three-season, foul-weather functionality for the discerning on-road tourer or commuter. After riding in it for a few months, including a 3,000-plus mile winter tour of the Southwest U.S., I can report that it delivers!
The jacket’s waterproof/windproof/breathable exterior shell is comprised of rugged Cordura fabric interspersed with 3D and Tactel fabrics. For storage, there are two waterproof chest pockets, two waterproof hand pockets, and two additional front pouches, as well as one enormous pouch on the lower back. The collar is soft neoprene and hosts a snap button whose position can be adjusted via hook-and-loop. All zippers are rubberized for weather protection, and fabric lanyards are included on exterior zippers for easier gloved operation. The matching pants feature the same materials and construction, include two pockets on the thighs, and zip to the jacket.
The Spidi Tour Evo 2 pants are available in black.
The suit’s interior consists of a fixed polyester mesh lining and hook points for armor or Spidi’s optional “Step-In Wear” line of base and mid layers. Both jacket and pants include removable insulated liners, and the jacket liner can be worn by itself.
On the jacket, Spidi’s CE Level 2 “Warrior Lite” armor is standard at the shoulders and elbows, while back and chest armor is optional. I outfitted the basic package with the optional Warrior CE Level 2 back protector and the optional “Thorax Warrior” thoracic protector. The pants are equipped with EN1621-1 Level 2 armor at the hips and knees.
The Spidi Thorax Warrior is an optional piece of protection that can be worn with this suit.
The cut and styling of the suit lives up to its European pedigree, namely understated yet sophisticated, with subdued branding throughout. Reflective material is present on the front, sleeves, and rear of the jacket, as well as the side of the pant legs.
Venting, too, is plentiful. The jacket features large vents along the front and rear biceps and laterally around the torso, and when open, a bright green fabric emerges as a visual cue to zip up if storm clouds are ahead. The pants have vents running about 10.5 inches down each thigh. Adjustment points are numerous. The pants even include a set of removable suspenders.
I’ve used this suit during commuting, pleasure riding, and a 3,000-plus mile tour of the American Southwest, where we encountered temps ranging from 28 to 84 degrees. With its insulating layers and a plethora of Spidi’s optional base layers to choose from, the Tour Evo 2 is the perfect suit for winter applications. However, above 82 degrees, even with the vents wide open and the insulation liners removed, most riders will be reaching for dedicated summer mesh gear.
With this hot-weather limitation in mind, the Tour Evo 2 is one of the most versatile motorcycling suits on the market today. It survived many a full day’s riding in torrential winter downpours without letting in a drop of water or the slightest draft of wind. The Cordura material and all snaps, adjustment straps, and zippers are wearing like iron, and I have no doubt that at least 5-10 years of hard use can be expected in daily commuting duty.
Cons are few: The jacket’s main zipper terminates a full 2.5 inches above the bottom of the jacket, and while some distance is warranted (so the jacket can “split” as the rider sits), this seemed excessive and made zipping up difficult. The pants feature a right-thigh storage pouch that’s sealed with hook-and-loop, but the abrasive hook half faces the rider’s thigh so that the back side of the rider’s hand gets scraped when reaching into the pouch.
Overall, the Spidi Tour Evo 2 Motorcycle Suit is one of the finer European-style riding suits available today, and it should definitely be on the serious foul-weather rider’s short list. Available in sizes M-4XL, the jacket is priced at $749.90, and the pants are priced at $599.90.
The Indian Scout lineup has been redesigned for model year 2025, ushering in a new generation of Indian Motorcycle’s best-selling platform. The lineup includes five distinct models, all featuring the new SpeedPlus 1250 V-Twin, a new tubular-steel frame, and other changes.
We got the chance to test all five models and came away impressed. Take a ride with us in the video below as we review the trimmed-down Scout Bobber, the traditional Scout Classic, the light-touring Super Scout, the spirited Sport Scout, and the top-of-the-line 101 Scout. Read our full review here.
Arai XD-5 helmet in the Discovery Blue graphic. (Action photos by Align Media)
My how time flies! It’s been 30 years since Arai launched its DS (dual-sport) helmet, which had a chinbar like a dirtbike helmet, a clear faceshield, and the round shell Arai is known for. When the first Arai XD arrived in 2004, it had the sun-blocking peak visor that has since been a signature feature of the dual-sport/adventure helmet.
New features on the Arai XD-5 include a more aerodynamic peak and a rear spoiler.
Arai’s XD-4 made its debut in 2012, and it has been a popular choice among ADV riders ever since. With a steadfast adherence to its “glancing off” philosophy, whereby the spherical shape of its helmets helps redirect impact energy, as well as its “priority for protection” prime directive, Arai does not release new helmets often nor does it chase fads. It’s been a long wait, but the new XD-5 is finally here.
The Arai XD-5 has a PB-cLc2 fiberglass shell with a super-fiber belt along the forehead.
The XD-5 begins with a Peripherally Belted Complex Laminate Construction (PB-cLc2) fiberglass shell, which has a super-fiber belt along the forehead to reinforce the area above the eyeport. The XD-5’s shell flares out an extra 5mm around the opening to make the helmet easier to slide on and off.
The Arai XD-5 has a new toolless shield/peak attachment and removal system.
The XD-5 has the latest version of Arai’s variable-axis faceshield system and the Pinlock-ready VAS-A, which maximizes surface area to improve its ability to glance off objects. Above the forehead is a new logo vent that was adapted from the Contour-X and enhances ventilation in a critical area. Also, the XD-5’s chin vent is twice as large as the XD-4’s, bringing much more air to the rider’s face. All vents on the XD-5 are adjustable, but the faceshield no longer has integrated vents.
The Arai XD-5 in the off-road configuration (peak on, faceshield off for use with goggles).
On the XD-4, removing the peak visor and faceshield required the removal of four plastic screws, two on each side. The XD-5 simplifies the process with a new toolless visor/shield attachment system, which makes it easy to switch between three configurations: adventure (visor on, shield on); off-road (visor on, shield off for use with goggles); and road (visor off, shield on). The peak visor, which is rounder in front and has less overall surface area, can also be adjusted up or down on the fly.
The Arai XD-5 in the adventure configuration (peak on, faceshield on).
Inside the helmet is a one-piece, multi-density EPS liner and a removable, washable comfort liner with adjustable pads at the cheeks, temples, and rear of the head. The cheek pads, which have an emergency-release design, have a new hook-and-loop fastener piece to facilitate easier installation of headset speakers in the ear pocket. There’s also a wire pocket in the neck roll.
The Arai XD-5 in the road configuration (peak off, faceshield on).
For everyday use, the factors that matter most are comfort, weight, and ease of use. My initial test of the XD-5 was two full days of street and off-road riding. As with other Arai helmets I’ve worn, comfort was good right away with no hot spots. The XD-5 has an intermediate oval interior head shape, which suits my noggin just fine, and the helmet is secured with a tried-and-true double D-ring chin strap.
The Arai XD-5 is more aerodynamic than the XD-4.
At 3 lb, 13 ounces for the size Medium I tested, the XD-5 isn’t the lightest ADV helmet on the market, but its average weight didn’t cause any fatigue. What was immediately noticeable was how much more aerodynamic the XD-5 feels thanks to its smaller, reshaped visor peak and new rear spoiler. There is much less buffeting, and the helmet slices through the air more cleanly when looking left or right at speed.
Thad Wolff gives the Arai XD-5 a thumbs up.
Overall, an already impressive premium ADV helmet has been made even better. The Arai XD-5 is available in XS-XXL in solid colors for $839.95-$859.95 and graphics for $949.95.
Since Husqvarna’s motorcycle division was acquired by KTM in 2013, the brand has produced some interesting-looking streetbikes with KTM components under the model names of Vitpilen (“white arrow” in Swedish) and Svartpilen (“black arrow”), both in 401 and 701 sizes. For 2024, the Husqvarna 801 Svartpilen naked bike upgrades the lineup with a 799cc parallel-Twin, a new frame, performance components, and new rider aids and technology.
The 401 and 701 models have used KTM engines, and that remains the case with the Svartpilen 801, which is powered by the liquid-cooled 799cc parallel-Twin LC8c with DOHC also found in the KTM 790 Duke and 790 Adventure. It has a bore of 88mm, a stroke of 65.6mm, and a compression ratio of 12.5:1, and Husqvarna claims the engine weighs only 114.6 lb without oil, contributing to the bike’s dry weight of just 399 lb. Also included are throttle-by-wire, a PASC slipper clutch, and an Easy Shift quickshifter, which can be deactivated.
The tubular chromium-molybdenum steel frame uses the engine as a stressed member to reduce weight and allow a lower seat height (32.2 in.), and the subframe is cast from aluminum with integrated air intakes located under the seat. Wheelbase is just 54.6 inches.
The WP APEX 43mm inverted fork offers 5.5 inches of travel and is adjustable for compression and rebound via easy-access five-step click dials located on top of the fork tube. In the rear, a WP APEX shock absorber provides 5.9 inches of travel and is adjustable for rebound and preload.
Braking is provided by J.Juan. Up front are dual 300mm discs paired with 4-piston, radially-mounted calipers, and in the rear is a 240mm disc with a 2-piston floating caliper. Bosch ABS comes as standard. The bike rides on 17-inch cast alloy wheels wrapped in Pirelli MT60 RS tires in 120/70-17 front and 180/55-17 rear sizes.
All these components are fitted into a scrambler-styled package with slim bodywork. A key design feature of the Svartpilen is the “split” that separates the frame and subframe, contributing to the bike’s unique appearance. Another interesting design feature is a light ring around the headlight, and all lighting is LED. The two-piece seat is narrow in the front to provide easy ground access, and the 3.7-gallon fuel tank has a stylized cover.
Standard equipment on the Husqvarna Svartpilen 801 includes the Easy Shift quickshifter, Bosch cornering ABS with Supermoto ABS Mode, cornering traction control, and three ride modes (Street, Sport, and Rain). Optional rider aids include a user-customizable Dynamic mode, an anti-wheelie mode with five levels, motor slip regulation, and cruise control.
Instrumentation includes a 5-inch TFT display, which automatically adapts to changes in environmental light. The TFT’s configuration can be rearranged for rider preference, and all ride modes and ABS settings are visible on the screen. The display also connects to the Ride Husqvarna Motorcycles app to access turn-by-turn navigation and phone and music functions. A USB-C charging port is also included.
The 2024 Husqvarna Svartpilen 801 has an MSRP of $10,899, and bikes will begin to arrive at dealers in April.
The Z500’s ergonomics allow for both upright riding when wanted and a somewhat tucked-in stance for sportier riding.
The 2024 Kawasaki Z500 is upgraded from the Z400 with a larger-displacement engine, sharper styling, new technology, a new seat shape, and more upgrades. The naked bike is now powered by a 451cc parallel-Twin with a claimed max 51 hp and 31.7 lb-ft of torque. It has a trellis frame and features a short-wheelbase/long-swingarm configuration, and it’s light weight at 366 lb for the standard and 370 lb for the SE version.
We got the chance to test the Kawasaki Z500 in and around San Diego and came away impressed with the bike’s nimble handling, extra torque, and comfortable ergonomics. Watch the video below to see the 2024 Kawasaki Z500 in action, and read our full review here.
The Indian Scout gets a major revamp for the 2025 model year. Five models are available, including the Scout Bobber pictured here, with prices starting at $12,999. Photos courtesy Indian Motorcycle.
The Scout is incredibly important to Indian Motorcycle. It’s the brand’s top‑selling platform, with more than 110,000 sold since its 2015 debut. It comprises more than 40% of Indian’s total sales volume and more than 50% of its international sales. And, crucially, it’s the entry point for Indian, with 93% of Scout customers being new to the brand.
So when Indian decided to give the Scout a full make‑over treatment, it wanted to avoid screwing up a successful formula. No surprise, then, that evolution of the Scout was a better approach than revolution.
The Scout’s principal designer, Michael Song, sweating the details over a digital sketch.
“We needed to make sure we didn’t mess it up,” explained Ben Lindaman, product director for the Scout platform. “People love it, so that’s what made the development process challenging.”
That said, the Scout’s new frame goes far beyond evolution. The former cast‑aluminum frame was cast aside for a tubular‑steel design, similar to what was done to the Chief platform in 2021. Chassis geometry remains similar, with a 29‑degree rake, 4.8 inches of trail, and wheels spread 61.5 inches apart.
Ben Lindaman, product director for the Scout platform, peruses the clay model used in development. Lindaman was the project manager for the first‑generation Scout.
The Scout’s new frame, while seemingly backward in technology, provides a much cleaner chassis design than the bulkier aluminum structure that looked blocky and awkward in the area behind the front wheel. Surprisingly, Indian says the weight of the steel frame is similar to the former aluminum one.
Ola Stenegard, Indian’s director of industrial design, explained the guiding principles of the Scout redesign: timeless; keep it simple and clean; customizing is key.
Stenegard noted how the “S” line from the steering neck to the frame’s downtubes was patterned after the original Scout, which debuted in 1920, as well as even earlier Indians. And by using a steel frame, the modification process for custom builders was simplified: “Customizing is the cornerstone of what we’re doing,” he said.
Most of what you need to know about the 101 Scout is found in its front end sourced from Indian’s FTR but with revised tuning. The dual‑disc Brembo brakes are in a different league from the other Scouts.
Some of the best design work is invisible. The subframe area below the seat remains aluminum, but it’s a new casting that now encloses most of the Scout’s electronics and supports the modular electrical system. This enables shorter wiring and prevents components from being scattered around the motorcycle, resulting in a cleaner overall appearance.
The subframe casting also ties together the chassis behind the engine for optimum rigidity, and it’s now common among all Scout models. So instead of model‑specific seat pans and bracketry, all Scout seats and fenders can be used across the platform, simplifying things for customers, dealers, and the aftermarket.
The inspiration for the new 101 Scout was the legendary 101 Scout from the 1920s.
Less revolutionary is the Scout’s rolling stock, with wheels, brakes, and suspension largely carried over from previous Scouts. Indian says the Scout’s 25.6‑inch seat height is the lowest in its class. Tank‑empty weights range from 522 lb (Bobber) to 571 lb (Super Scout).
All five models are equipped with antilock brakes, full LED lighting, and self‑canceling turnsignals. Versions with analog gauges now include fuel level and fuel economy readouts.
The Limited +Tech trim level includes Indian’s touchscreen TFT instrumentation. It’s equipped with Indian’s Ride Command system and offers configurable gauges, ride stats, turn‑by‑turn navigation, and optional Ride Command+ connected services.
To further expand customer choice, the Scout is available with different trim levels. The Limited package adds cruise control, traction control, selectable ride modes (Sport, Standard, and Tour), and a USB charging port for an extra $700.
More features are included in the $1,700 Limited +Tech trim level, which adds keyless ignition and Indian’s 4‑inch round touchscreen TFT instrumentation. Thus equipped, riders can access navigation and additional ride info, plus it can be configured to view alternate layouts. It’s standard on the Super Scout and 101 Scout.
Indian Scout SpeedPlus 1250: Engine & Tonic
The Scout’s liquid‑cooled 60‑degree V‑Twin received a comprehensive overhaul. At first glance, the SpeedPlus 1250 appears to be just a simple overbore, punching out the cylinders from 99mm to 104mm and retaining its 73.6mm stroke to displace 1,250cc (76.3ci), up from the previous 1,133cc.
Meet the SpeedPlus, the 1,250cc V‑Twin providing the motivational force behind every new Scout. Pictured here is the 101 Scout, which is said to produce 111 hp and is highlighted by special badging. The louvers on the heat shielding over the headers are a tasteful touch.
However, there are myriad internal changes for the SpeedPlus – Indian says it’s at least 70% new. A fresh cylinder‑head design ups the compression ratio and contains bigger valves operated by new camshaft profiles. At the bottom end, the crankshaft is 5.8 lb lighter, contributing to the motor’s significant 10‑lb weight loss. Importantly for servicing access, the valve covers can now be removed without splitting the frame, and checking oil levels is made simpler with a new sight‑glass window.
The left side of the engine shows a tight induction area, and Indian engineers admit there’s top‑end power on the table for anyone who dares to open it up. Just below the seamless fuel tank is the power button to activate the keyless ignition module.
The old 2‑into‑2 exhaust system has been ditched in favor of a single large muffler. It looks bulkier, but it’s designed to be much easier to replace with aftermarket systems. The bike’s catalytic converters are contained in the junction prior to the muffler, so a simple swap to a slip‑on exhaust retains clean emissions even if noise might exceed regulations.
Behind this cover is the Scout’s new slip/assist clutch, which reduces lever effort and allows the clutch to slip in the event of high‑rpm downshifts.
Horsepower has been boosted from 100 to 105 hp. More important to regular riding duties is the engine’s 14% torque bump, jumping from 72 to 82 lb‑ft. Torque reaches its peak at 6,300 rpm, while peak ponies arrive at 7,250 revs, long before the 8,500‑rpm rev limiter kicks in. The 101 Scout has special electronic tuning that nudges its peak output to 111 hp, a tune that other Scouts can get via a dealer reflash for $219.99.
The Scout’s new 2‑into‑1 exhaust system is a sure sign you’re looking at a 2025 model.
Transmission duties are handled by a new slip/assist clutch that reduces lever effort and prevents rear‑wheel hopping during sloppy downshifts. The engine’s drive sprocket has its tooth count reduced by one, yielding slightly shorter overall gearing for punchier acceleration.
Advanced fluid dynamic testing allowed Indian to design a radiator 22% smaller to fit neatly between the frame rails yet retain the bike’s cooling capabilities.
Indian Scout Test Rides
Now it’s time for the fun part of motorcycle journalism – riding the new bikes! We set off on the Bobber, Classic, and Super Scouts for a trip through San Francisco and then south to oceanside Santa Cruz for an overnighter.
The next day, we took a return journey along twisty roads on the Sport Scout before a stop at the famous motorcycle hangout Alice’s Restaurant. After a quick lunch, we mounted up on the headliner of the platform, the 101 Scout, and tore up some more twisty roads before jumping on the freeway for our return to San Fran.
Indian Scout Bobber: The Rebel
The Bobber looks imposing with its fat front tire, low handlebar, and blacked‑out trim, so it’s easy to see why it has been the Scout’s best‑selling model. Its appearance is augmented by short‑cropped fenders for an aggressive look, and its headlight is capped with a minimalistic nacelle.
The Bobber cuts a dashing profile in the cut and thrust of the city. The low handlebar puts a rider in a gunfighter forward stance that will suit some but not all. Bar risers, available from Indian on other models, will bolt right on.
Our test bike was equipped with the Limited +Tech package, so no key was needed to fire it up. The 60‑degree V‑Twin sounds deep and authoritative, but it lacks the loping cadence of narrower vee angle motors like Indian’s Chief and most Harleys.
The new slip/assist clutch in the Scouts is an impressive upgrade. Pulling in the lever is an action repeated hundreds of times during a ride, and the Scout’s requires only minimal effort. Additionally, its slipper function kept the rear wheel turning even when dumped at obscenely aggressive revs during downshifts.
Once underway, the Bobber feels similar to the previous version, as its weight and geometry have barely changed, and its suspension, brakes, and tires haven’t at all. While I appreciate the butch look of the chunky Pirelli MT60RS tires, the tall sidewall of the 130/90‑16 front tire attenuates front‑end feedback.
The Scout Bobber looks undeniably tough. Starting at $12,999, it’s great value for an American‑made cruiser.
The underslung bar‑end mirrors were out of eyeshot without looking downward, and they’re in danger of scuffing the fuel tank at full lock. Happily, they can be easily switched to locations above the handlebar by swapping sides. Either way, you’ll be looking at empty perches above the bars where mirrors are mounted on the Classic and Super Scouts.
Riding through town didn’t allow for delving deep into the powerband, but the SpeedPlus impressed with its beefier reactions to small throttle inputs. The Scout now has the mid‑rpm juice to feel like it has even more than 76ci at its disposal.
Tackling Lombard Street in San Francisco, “the crookedest street in the world,” featuring eight hairpin turns on the steep one‑block section. It supposedly attracts 2 million visitors annually, but they all must go downhill on the one‑way road. We’re special.
The fuel‑injection tuning was mostly good, but some of our pre‑production bikes occasionally stalled while mired in traffic. Indian promises a more finely tuned EFI map in its production models. Otherwise, throttle response was excellent.
The Bobber is a fun ride, but it comes up short – literally – in terms of rear‑suspension compliance. To achieve its low‑slung look, it is fitted with shocks that deliver just 2 inches of travel; every other Scout model has 3 inches of stroke. It’s true what some say: Even 1 inch can make a big difference in performance.
Indian Scout Classic: The Traditional One
If you’re a rider who hasn’t yet warmed to dull colors and matte‑black trim, turn your head toward the Scout Classic. Instead of the Bobber’s tough‑looking colorways, the Classic responds with brighter paintwork and plenty of chrome accents. Full fenders – rather than bobbed ones – are gracefully old‑school. Prices start at $13,999.
The Scout Classic glistens with chrome finishes and bright colors. Also note its traditionally styled flowing fenders and perch‑mounted mirrors.
Both bikes use 16‑inch front and rear wheels, but the Scout Classic substitutes 40‑spoke wire wheels for the Bobber’s cast‑aluminum hoops. And rather than the dirt‑track‑inspired Dunlops on the Bobber, the Classic is fitted with Pirelli Night Dragon tires that proved to be more responsive and easier to steer.
The Scout Classic I rode was fitted with a windshield and saddlebags from Indian’s accessory catalog.
I found the riding position of the Classic preferable over the more compact arrangement on the Bobber. Its bars are placed higher, which makes the bike slightly easier to steer and maneuver in tighter spaces at low speeds.
The Scout Classic (and every other Scout) proved that 3 inches of travel is considerably better than the 2 inches on the Bobber. Meanwhile, the SpeedPlus drivetrain continued to impress, and for some reason, the engine never died on me like the Bobber’s.
Indian Super Scout: The Versatile One
The Super Scout takes its inspiration from the Super Chief, as they’re both equipped with a windshield, saddlebags, and a passenger seat to make them suitable for two‑up travel. And on a warm day the windshield quickly detaches for wind‑in‑the‑face riding.
The Super Scout looks like a traditional cruiser but can really scoot when prodded.
Like the Scout Classic, it has chrome finishes, longer fenders, a higher handlebar, and wire‑spoke wheels. And that appreciable extra inch. All that adds up to the heaviest Scout model, scaling in at 571 lb. Prices start at $16,499.
Significant others will appreciate the passenger accommodations and the roomy saddlebags accessed with quick‑pull tabs. Indian says the previous Scout bags can fit inside these new ones.
The handlebar placement felt neutral to my hands, and the seat felt good to my…seat. Chrome mirrors on perches aren’t my style, but they kept my rearward view unobstructed. The Super Scout’s windshield produced more noise than the accessory shield fitted to the Scout Classic I rode.
The Super Scout is a smaller‑scale version of the Super Chief and is suitable for light touring duties. It’s fitted with saddle-bags, a quick‑detach windshield, and a rear seat.
Like the Bobber, the Super rolls on the same chunky Pirelli MT60RS rubber, and again I didn’t warm to their duller responses as compared to the Night Dragons. Also feedback from the brakes was dull, the front in particular. While braided‑steel lines provide a firm lever, the Scout’s brakes are average at best.
Indian Sport Scout: Going Rogue
Remember the Scout Rogue introduced in 2022 (see our June issue), which was equipped with a quarter fairing, drop‑down mirrors, and a 19‑inch cast‑aluminum front wheel? Well, that formula can be found in the new Sport Scout, which reprises an Indian model name from the 1930s.
The Sport Scout provides a terrific balance of style and sport. Note the side‑mounted license plate holder that cleans up the bike’s tail and neatly folds sideways for parking in tight confines.
This new model also receives different ergonomics. Machined triple‑clamps fitted with 6‑inch risers and a moto‑style handlebar put riders in an aggressive posture. A sport‑style seat has a taller rear section to keep riders aboard when accessing the strong power available from the SpeedPlus.
The Sport Scout is blacked‑out like the Bobber, resulting in a menacing appearance augmented by the Rogue‑like quarter fairing.
On the road, the engine and transmission feel well‑suited to the Sport Scout. Although down on ponies compared to the 121 hp of Harley‑Davidson’s RevMax in the Sportster S, the Indian motor generates more vibration and exhibits a character more in line with a cruiser.
The Sport Scout’s best asset is the neutral steering feel provided by the 130/60‑19 Metzeler Cruisetech front tire. Going to a shorter‑profile tire enhances the feedback felt at the bars, and this arrangement was preferable over the chunky 16‑incher on some other Scouts.
Like the other Scouts, the 528‑lb Sport Scout retains its composure while leaned over in corners.
With prices starting at $13,499, the Sport Scout has the potential to topple the Bobber from the top of the sales charts – it would be my target if walking into an Indian dealership. Sure, its quarter fairing provides more style than wind protection, and I’d have to dig out extra dollars for the extra tech features I’d want to have, but it has the best capabilities‑per‑dollar ratio of any American motorcycle.
Indian 101 Scout: A Legend Reborn
The 101 Scout is perhaps the most revered Indian motorcycle ever made, so reviving the historic nameplate wasn’t taken lightly. With a special tune claimed to deliver 111 hp, the result is the highest‑performing Scout to date.
I found my happy place on a twisty road while riding the new 101 Scout. The Pathfinder LED headlight on the 101 leads the way.
In a nutshell, the 101 Scout is a Sport Scout with the front end of an Indian FTR bolted on. That not only brings the security of an inverted fork with a full range of adjustability, but also a front‑brake setup that shames the capabilities of the other Scouts. Instead of a single disc with a 2‑piston caliper, the 101 has dual 320mm discs bitten by a pair of 4‑piston Brembo radial‑mount calipers. The increase in power and feedback is astonishing.
Like the Sport Scout, it has black 6‑inch risers with machined highlights and a moto‑style handlebar, providing purposefully aggressive ergonomics. Unlike other Scouts, the 101 has piggyback shocks that are adjustable for preload and rebound/compression damping. It also sets itself apart with a custom‑stitched gunfighter‑style solo seat and exclusive 101 Scout badging, paint, and graphics.
The new 101 Scout is the fastest production Scout ever offered from the factory. It retails for $16,999, the exact price of Harley‑Davidson’s Sportster S.
I wish I could tell you that the 101’s engine tuning felt much more powerful compared to its lesser siblings, but the difference is felt only at the top of the rev range, a zone rarely accessed on public roads. I couldn’t tell the difference when riding at casual revs.
There is a more notable improvement with the 101’s suspension, especially at the rear end. The fully adjustable shocks provided extra control, and bump absorption got even better after I dialed up their rebound damping via the hand‑adjustable clickers.
Rear suspension is provided by ZF shocks with gold-anodized piggyback reservoirs that are topped by hand‑adjustable compression‑damping adjusters. Rebound damping is adjusted via a knurled knob at the bottom end of the springs.
The only negative to the 101 Scout is that the extra brake caliper and rotor adds weight to the front wheel, causing the bike to steer slower than its brethren and feel slightly less agile. I believe a single‑rotor Brembo setup would provide significantly improved braking performance relative to the other Scouts, but Indian contends that customers for a bike like this demand dual discs.
Indian’s goal with the 101 Scout was to reset the bar for American V‑Twin cruisers, and it succeeded. It offers more performance than any production Scout, and it does so with unrivaled capability and style.
Talent Scout
If you’re gonna proudly yell “Made in America” when buying a mid‑size cruiser, your choices are limited. Indian makes a solid case for itself with these new Scouts, and it intends to become the market‑share leader in the segment. After riding the new Scouts, that seems likely.
The Scout’s 3.4‑gallon fuel tank gets a makeover, featuring nicely sculpted surfacing and a new console. Note the spin‑off fuel cap that replaces the previous hinged design for an old‑school touch.
Harley‑Davidson’s 975cc Nightster has a starting price of $13,499, $500 more than the Scout Bobber. But with 91 hp and 72 lb‑ft of torque, it’s significantly down on power. The MoCo’s Sportster S has 10 extra horses over the 101 Scout and is priced identically, but its 2 inches of rear suspension travel comes up short – there’s that extra inch again.
The revamped Scout lineup features an all‑new frame and a comprehensively revised engine.
The new Scouts improve on the previous admirable Scouts in every important aspect: performance, style, execution, and desirability. Lindaman, the Scout’s product director, said this redesign should extend the Scout platform for another 10‑year run.
Somewhere along the line I’d like to see a cheaper version of the 101 Scout with a single‑disc Brembo brake setup and a pair of shocks with 4 inches of travel, which I was told would fit without further modifications. Until then, I’d be thrilled with a (very) long‑term 101 Scout loaner.
Originally built more than a century ago, Seven Bridges Road parallels and crosses Amity Creek, which cascades down a series of waterfalls for 400 vertical feet. This road was a highlight of this Minnesota motorcycle ride.
A couple summers ago, I flew to Minneapolis for a CFMOTO press launch and to visit our parent company’s home office. When CFMOTO gave me the key to a 650 ADVentura and let me loose for a day, I made a beeline north to Duluth to pay a visit to my friend Andy Goldfine and tour the Aerostich factory and store.
It was a hot, muggy morning when I left the hotel in a northern suburb of Minneapolis and made my way to Interstate 35. The 160-mile ride to Duluth took a little over two hours, and along the way, being in the Land of 10,000 Lakes, I passed countless billboards for fishing boats, fishing lakes, fish camps, and marinas. I also caught the edges of two rainstorms, which cooled me off in my mesh jacket and riding jeans. But as I-35 descended a steep hill toward downtown Duluth, the temperature dropped into the mid‑50s due to the cooling effect of Lake Superior. By the time I pulled into Aerostich’s parking lot, my teeth were chattering.
Skyline Parkway provides unparalleled views of downtown Duluth and Lake Superior.
Andy Goldfine has visited the Rider offices several times over the years, but I’d never been to the Aerostich factory before, so to get a personal tour by none other than Mr. Subjective himself was a real honor. After seeing the factory, Andy gave me the nickel tour of Duluth, and we had lunch at a cozy Italian eatery called Va Bene, where I warmed up with meatball soup and coffee.
Before we parted, Andy took pity on me for being cold and gave me an Aerostich waterproof/windproof innershell to wear under my mesh jacket. He also suggested I check out Skyline Parkway, a scenic byway that runs several hundred feet above downtown Duluth and provides excellent views of the city and Lake Superior.
The series of stone arch bridges along Seven Bridges Road are a delight to behold.
I rode north along the lakeshore to Lester Park, where the Parkway begins on Occidental Boulevard as it goes due north along Amity Creek, ascending 400 feet as it follows and crosses a long cascade of waterfalls. In less than half a mile, the road crosses the creek, and its name becomes Seven Bridges Road. (The Steve Young song “Seven Bridges Road,” which was later covered by the Eagles and Dolly Parton, is about a street in Montgomery, Alabama.) Incidentally, the first bridge on Seven Bridges Road isn’t one of the eponymous seven; it’s designated “Bridge 0.”
Originally built more than a century ago, Seven Bridges Road parallels and crosses Amity Creek, which cascades down a series of waterfalls for 400 vertical feet.
Construction of Skyline Parkway began in 1889 along a plateau that was once the gravel shoreline of an ancient glacial lake that predates Lake Superior. Ten years later, a local land developer named Samuel F. Snively began construction of Seven Bridges Road. The original bridges were built in the early 1900s, but nearly all have been rebuilt in the past few decades, and each of the stone arch bridges is a work of civil engineering art.
The northern part of Skyline Parkway is a gravel road that passes through the Hawk Ridge Nature Reserve. The wooden platform behind the sign is a bird observatory.
At the end of Seven Bridges Road, the Parkway takes a sharp left and turns to gravel as it enters the Hawk Ridge Nature Reserve. Several hiking trails branch off from the road, and the Hawk Ridge Bird Observatory is a popular place to watch raptor migrations.
The Parkway turns to pavement again as it meanders through a residential area. Riders must stay vigilant for the Parkway signs since several turns are required to stay on course. After crossing Chester Creek, the Parkway continues to wind through neighborhoods. Soon the houses on the lakeside of the road disappear, and riders are treated to expansive views of Lake Superior, downtown Duluth, and just across Saint Louis Bay, the neighboring city of Superior, Wisconsin.
The Hawk Ridge Nature Reserve is a wooded area crisscrossed with trails.
After passing Twin Ponds, Skyline Parkway runs along the edge of a golf course, goes over U.S. Route 53, and crosses several creeks before passing through wooded parkland. The scenery and views are pleasant the entire way. I jumped off the Parkway when it crossed I-35 to get back to Minneapolis, but it continues on the south side of the freeway, winding through the Magney‑Snively Natural Area before ending at Becks Road.
Overlooking downtown Duluth, the harbor, and – in the distance – Superior, Wisconsin.
If you plan to visit the Aerostich factory or will pass through Duluth during a Lake Superior Circle Tour or other Minnesota motorcycle ride, I highly recommend adding Skyline Parkway to your itinerary. Due to the icy winters in Duluth, parts of the Skyline Parkway are closed seasonally, so plan accordingly.
The MV Agusta Enduro Veloce is the storied Italian brand’s first full-production model in the fast-growing adventure touring segment. (Photos courtesy MV Agusta)
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.
MV Agusta LXP Orioli at the 2024 AIMExpo show in Las Vegas (photo by Greg Drevenstedt)
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.
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 MV Agusta Enduro Veloce is available only in the Ago Red/Ago Silver color scheme, which celebrates the brand’s racing heritage.
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.
Our test of the MV Agusta Enduro Veloce in Sardinia included both paved roads and unpaved tracks.
The MV Agusta Enduro Veloce’s performance is particularly well-suited for twisty pavement.
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.
The MV Agusta Enduro Veloce’s bodywork emphasizes aerodynamic efficiency, maximizing smooth airflow and heat extraction.
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.
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.
The Enduro Veloce’s 931cc inline-Triple is the largest three-cylinder engine in MV Agusta’s lineup.
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.
Unlike most motorcycles, the Enduro Veloce’s stock exhaust pipe sounds great.
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 MV Agusta Enduro Veloce has an extractable 6-speed gearbox with MV Agusta’s Electronically Assisted Shift 4.0.
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.
The MV Agusta Enduro Veloce has a full-color 7-inch TFT display with attractive, easy-to-read 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 MV Agusta Enduro Veloce has backlit switches that are intuitive to 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.
The MV Agusta Enduro Veloce has a 6-axis IMU and a full electronics suite that is customizable.
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.
The MV Agusta Enduro Veloce has fully adjustable Sachs suspenion with 8.3 inches of front/rear travel.
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.
The off-road portion of our test ride on the MV Agusta Enduro Veloce was brief, but the bike handled itself well.
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 MV Agusta Enduro Veloce has 21-inch front/18-inch rear tubeless spoked wheels, Brembo Stylema front calipers, and cornering ABS.
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 MV Agusta Enduro Veloce has a dual-height rider’s seat with a separate pillion, and both have a suede-like cover.
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.
The MV Agusta Enduro Veloce’s windscreen is not adjustable.
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.
The MV Agusta Enduro Veloce has LED lighting all around.
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.
The MV Agusta Enduro Veloce has four ride modes: Off-Road, Urban, Touring, and Custom All-Terrain.
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.
