Ten years later Count Agusta followed Honda’s lead (they had won the ’67 350cc championship with Mike Hailwood on the 297 cc six-cylinder RC174) by having his engineers dust off the old 350/6 drawings and constructing a modernised version.
The same DOHC design, but with four-valve heads and oil-cooling, was employed. A seven-speed gearbox and six Dell’Orto SS16 carburettors were fitted. The end result was a bike that made 75 hp at 16,000 rpm, had a dry weight of 149 kg and a top speed of 250 km/h. Hailwood tested the bike at Monza in 1968.
Agostini was against the development of the 350/6 due to its weight and width hindering his riding style. As a result Angelo Bergamonti was drafted into the team to develop the bike which underwent a prolonged testing regime that was terminated after Bergamonti’s death during a street race at Riccione in 1971 (which ended street circuit racing in Italy).
The sole 350/6 constructed is now owned by ex-factory employee Lucio Castelli and is demonstrated regularly. The images of the bike here were taken at the Phillip Island Classic in 2003. The shots of the cylinder head were taken at the Elly Collection in 2013.
MV Agusta revealed their Lucky Explorer Project at EICMA, ushering in two new adventure machines with an eye on capitalising on the strength of a segment which is going gangbusters, with some brands now even introducing ‘adventure’ scooters.
Those two adventure machines are the 5.5 and 9.5 which are a vague reference to the bike’s engine capacities and in no way shape or form are going to easily roll off the tongue in casual conversation.
Roughly speaking the 5.5 Lucky Explorer looks to offer an entry level machine, debuting a twin-cylinder engine that looks like it may be the basis for other beginner machines, while the 9.5 is a more typical triple-cylinder, high performance version that’s based on the 800 cc triple and carries a higher level of overall specification.
The Lucky Explorer livery is a tribute to the Dakar racer by Cagiva which ran similar sponsorship and looks to call upon a fairly historic image, which many will recognise even from road racing. How that translates in today’s market, especially amongst younger riders will be interesting to see.
Pricing and availability of both models in Australia is yet to be announced.
9.5 Lucky Explorer
The 9.5 Lucky Explorer boasts a 931 cc triple-cylinder engine producing 90.5 kW and 102 Nm of torque, the brand’s Smart Clutch System and a steel trellis frame. A trellis sub-frame will also be run.
The MVICS 2.1 will also be run, with just three injectors, an Eldoor Nemo EM 3.0 unit and 47 mm throttle bodies with full RbW. That allows for torque control with four maps, alongside the EAS quickshifter.
MV Agusta note the engine runs a new cylinder head, new steal intake and exhaust valves, new cylinder head base gasket, new steel crankshaft, new main and trimetallic con-rod bearings and new forged aluminium alloy pistons. A Rekluse clutch will be an option as will be an electro-actuated gearbox.
Also new are the clutch, generator, starter, selector and gearbox covers.
Sachs will offer electronic suspension, front and rear with rebound, compression and preload adjustability all mentioned. Travel is 220 mm at the front and 210 mm for the rear, and an aluminium swingarm is run.
In keeping with the adventure theme is the inclusion of a 21 inch front and 18 inch rear tyre, clad in a 90/90 and 150/70 tyre respectively. Aluminium hub and rim are mentioned as well as being tubeless.
Brakes will be dual Stylema calipers up front on 320 mm rotors and backed by a Continental MK100 ABS which also offers RLM or rear lift migitation, as well as being cornering sensitive.
A 265 mm rear rotor with dual piston Brembo caliper is found at the rear.
The seat height is adjustable between 850 and 870 mm, with ground clearance listed as 230 mm, while fuel capacity is 20 L. The one figure that stands out and not in a good way is that 220 kg weight figure which is dry.
Add fluids and a tank of fuel and the bike is likely to weigh in near 240 kg wet. In fact that dry figure is 10 kg more than the 890 Adventure R kerb weight, fully fuelled.
9.5 Lucky Explorer Specifications
MV Agusta 9.5 Lucky Explorer Specifications
Engine
Liquid cooled 931 cc 3 cylinder, 4 stroke, 12 valve “D.O.H.C” with mechanical chain tensioner and DLC tappets.
Bore x Stroke
81 mm x 60,2 mm
Compression Ratio
12,5:1
Claimed Power
90,5 kW @ 10.000 rpm
Claimed Torque
102 Nm @ 7.000 rpm
Gears
Six speed, constant mesh – Cyborg electroactuated gearbox + Electronic quick shift MV EAS (Electronically Assisted Shift Up & Down)
Clutch
Wet multidisc hydraulic clutch + SCS (Smart Clutch System
Frame
Tubular high-tensile steel trellis frame
Forks
Sachs ELECTRONIC “UPSIDE DOWN” telescopic hydraulic fork with rebound – compression damping and spring preload external and separate adjustment.
Shock
Progressive, Sachs ELECTRONIC single shock absorber with rebound and compression damping and spring preload adjustment.
Tyres
Front 90/90 – 21 Rear 150/70 – R 18
Front Brakes
Continental MK100 ABS with RLM (Rear Wheel Lift-up Mitigation) and cornering function. Double floating disc. 320 mm( 12.6 in.), with steel braking disc and flange Front brake radial-type monobloc Brembo Stylema caliper, with 4 pistons 30 mm 1.18 in.)
Rear Brake
Single steel disc with 265 mm (10.43 in.) dia Brembo caliper with 2 pistons – 30 mm 1.18 in.)
Electronics
Integrated ignition – injection system MVICS 2.1 (Motor & Vehicle Integrated Control System) with three injectors. Engine control unit Eldor Nemo EM 3.0 Throttle body bore 47 mmdiameters full ride by wire Mikuni Pencil-coil with ion-sensingtechnology, control of detonation and misfire. Torque control with four maps.
Instrumentation
Exclusive contents TFT 7” Full HD Dashboard – Bluetooth and Wi-Fi connectivity – Cruise control – Launch control – 8 level Traction Control- GPS sensor – Immobilizer – Full led headlight with DRL and bending function – Full led tail light – Fog light – MV Ride app with turn by turn navigation system, engine and vehicle setup.
Dry Weight
220 kg
Seat Height
850/870 mm
Wheelbase
1.580 mm
Trail
118 mm
Fuel Capacity
20l
MV Agusta 5.5 Lucky Explorer
The 5.5 Lucky Explorer is the fruit of a collaboration with QJ, the same company that owns Benelli and one of China’s most prominent two-wheel manufacturers.
The model introduces a 554 cc two-cylinder, liquid-cooled and delivering a relatively staid 35 kW, while torque is 51 Nm. Styling pretty closely aligns with the 9.5, but obviously this smaller capacity version is designed for a smaller budget and perhaps less experienced rider, being A2 and LAMS compliant straight up.
A tubular high tensile streel trellis frame is run, with aluminium alloy swingarm and KYB provide the suspenders at both ends. 43 mm front forks with rebound and preload adjustment, while the rear monoshock is rebound, compression and preload adjustable. Front wheel travel is listed as 135 mm which is on the short side for an adventure machine, with no rear travel figure listed.
Brakes are a bit more impressive with dual 320 mm front rotors and Brembo four-piston calipers, while a 260 mm rear is joined by a two-piston Brembo caliper. Bosch provides the ABS system.
Alloy spoked wheels are run with tubeless tyres and that’s a 19 inch front and 17 inch rear, with 100/80 and 150/70 tyres respectively.
A 5 inch TFT is also run and features Bluetooth connectively, with GPS sensor and syncs with the MV Ride app for navigation.
Seat height is 860 mm, with 210 mm of ground clearance, which is fairly regular for an adventure machine, but may discourage some new riders of shorter stature.
Like the larger 9.5 the 5.5 Lucky Explorer also weighs in at a hefty 220 kg dry, with a 20 L fuel tank, managing to be heavier than something like the Benelli TRK 502, which boasts similar performance.
Standard features look to include hand guards, a screen offering reasonable protection, rear grab rails and rack, a high level exhaust that’s a fair bit beefier than the 9.5 and a sump guard, based on the images provided. Lighting also looks to be all LED, with a two-piece seat and fairly generous touring ergonomics.
Overall the MV Agusta 5.5 Lucky Explorer looks like it’ll compete with machines like the TRK 502X and Kawasaki’s more basic KLR650, with price remaining to be seen at this stage.
MV Agusta realised that Italian youths of the early ’60s could thrill to the exploits of Mike Hailwood on his fire-breathing 500cc but weren’t able to go out and purchase (or have their parents purchase) a suitably sporty MV for themselves.
The company rectified this in 1962 with the introduction of the 50cc Liberty series. The new traffic code which limited unlicensed riders to bikes of less than 50cc and with a top speed of 40 km/h also played a part in the decision.
The Liberty was a “proper” motorcycle in miniature (although it was fairly substantial for its capacity). Both Turismo and Sport Speciale versions were available with the Sport proving to be most popular by far. The Turismo had a solo seat and an output of 1 hp.
The 47.7 cc OHV four-stoke made 1.5 hp at 4,500 rpm in the Sport, which in unrestricted export bikes, was good for 60 km/h and fuel economy was just 1.5 L/100 km. The double cradle frame and telescopic front forks and rear shocks were just like “the big bikes”, while dry weight was 58 kg.
The first series (’62-’65) used a three-speed gearbox operated by cables from a left twistgrip and 16 inch wheels were fitted. The second series (’66-’69) changed to a four-speed foot operated gearbox and 18 inch wheels. A more upmarket model, the “America” was also introduced at this time.
Some 5292 of all models were built with about two-thirds being the America version. This is a 1964 Sport Speciale.
Giacomo Agostini will be honoured by a new limited edition machine from MV Agusta, the Superveloce Ago, celebrating a career encompassing 15 world championships and victory in 311 Grand Prix races.
This new limited edition follows on from the previously released F4 Ago and F3 Ago versions, as an even more exclusive option with only 311 to be made in total. The first 15 are also specially dedicated to his world titles, with an exclusive plate.
Features unique to the Superveloce Ago include a celebratory carbon-fibre plate on the fuel tank leather strap, forged aluminium top-triple with CNC machining. The side panels, fender, lower tail and pillion cover are also all made of carbon-fibre.
Also new is a higher windshield, for a closer resemblance to Ago’s three-cylinder race bikes, while wheels are alloy spoked 3.50 and 5.50 inch units that run a 120/70 front and 180/55 rear Pirelli Diablo Rosso Corsa II rubber.
Öhlins provide the suspension with a set of NIX 43 mm forks and TTX 36 shock, with preload, compression and rebound adjustability at both ends, while settings are developed for the road and track with specific valving according to MV Agusta. Joining the suspenders is a Öhlins steering damper with CNC machined mount.
Also included is the Racing Kit, with an Arrow Racing three exit exhaust – two one one side and one on the other – including dedicated ECU and map. Plus the carbon pillion cover, CNC fuel cap, black leather tank strap, bike cover, right-hand side aluminium heel guard, red handgrips and certificate of origin. Other carbon-fibre features include the chain guards as well as internal and external fairings and swingarm panels.
Based on the standard Superveloce, the Ago runs the 798 cc triple-cylinder, outputting up to 151 hp (111 kW) at 13250 rpm with the race kit, as well as 88 Nm of torque. Dual injectors are run per cylinder, with the MVICS 2.1 control system, 50 mm throttle bodies and traction control, torque controls plus up and down quickshifter. Both intake and exhaust valves are titanium.
A slipper clutch is also fitted, alongside the cassette style six-speed constant mesh transmission.
The chassis comprises an ALS steel tubular trellis farme with aluminium alloy swingarm pivot plates and swingarm.
Brembo provides the braking systems, with radial monobloc four-piston calipers on dual 320 mm front rotors, while a dual-piston rear caliper is mated to a 220 mm rotor. Both are backed by Continental MK100 ABS, with rear lift mitigation and cornering functionality.
The dash is a 5.5 colour TFT display, with Bluetooth, GPS and MV Ride App compatibility, with a Mobisat tracker standard. Cruise control is also fitted.
The seat height is a fairly run of the mill 830 mm for a sportsbike, with the Superveloce Ago running a 1380 mm wheelbase, 120 mm of ground clearance and weighting 173 kg dry, which is further reduced to 165 kg with the race kit fitted, including the Arrow exaust. Fuel capacity is 16.5 litres.
Pricing and availability for Australia is yet to be announced.
2021 MV Agusta Superveloce Ago
2021 MV Agusta Superveloce Ago
Engine
798 cc, three cylinder, 4 stroke, 12 valve, “D.O.H.C” with mechanical chain tensioner and DLC tappet
Compression ratio
13.3:1
Bore x stroke
79 mm x 54.3 mm
Max. power
108 kW (147 hp) at 13.000 r.p.m.
Max power (Race Kit)
111 kW (151 hp) a 13.250 r.p.m.**
Max. torque
88 Nm (8.98 kgm) at 10.100 r.p.m.
EMS
Integrated ignition – injection system MVICS 2.1 (Motor & Vehicle Integrated Control System) with six injectors. Engine control unit Eldor Nemo 2.1, throttle body bore 50 mm diameters full ride by wire Mikuni, pencil-coil with ion-sensing technology, control of detonation and misfire. Torque control with four maps. Traction Control with eight levels of intervention
Electronic quick shift
MV EAS 3.0 (Electronically Assisted Shift Up & Down)
Clutch
Wet, multi-disc slipper clutch
Transmission
Cassette style; six speed, constant mesh
Frame
ALS Steel tubular trellis, Aluminium alloy rear swing arm pivot plates, Aluminium alloy swingarm
Fork
Öhlins 43 mm Nix USD telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment, 125 mm
Shock
Progressive Öhlins TTX, single shock absorber with rebound and compression damping and spring preload adjustment, 130 mm
Front Brake
Double floating disc with Ø 320 mm diameter, with steel braking disc and flange Brembo radial-type monobloc, with 4 pistons Ø 34 mm
Rear Brake
Single steel disc with Ø 220 mm, Brembo with 2 pistons – Ø 34 mm
ABS
Continental MK100 with RLM (Rear Wheel Lift-up Mitigation) and with cornering function
Arrow Racing 3 exit exhaust system + ECU with dedicated map – Carbon passenger seat cover with Alcantara pad – CNC fuel cap with “Limited Edition” carbon plate – Black leather tank strap – Bike cover – RH aluminium rider heel guard – Red handgrips – Certificate of origin – Limited Edition
Count Agusta and Giuseppe Gilera were fierce rivals during the 1950s, so after Gilera introduced their B300 twin in 1952 it was deemed necessary for MV to counter it. Enter the 300 Bicilindra prototype.
The bike was shown at the Milan Show in 1955 with production due to start the following year. However the design by Carlo Gianini – who was also responsible for the Gilera Rondine and ’53 Guzzi 500/4 was deemed too expensive for production.
This prototype sat abandoned in a corner of the factory until 1986 when it was purchased by Mr Elli, along with many other bikes and spares. He held onto it until 2013 when he sold it to Ginetto Clerici who then (with Elli’s help) restored it.
This proved to be no easy task as the motor never had any internals! However both Clerici and Elli were familiar with designer Gianini and knew the intended form of the internals. Drawings were eventually unearthed with the assistance of Erico Sironi, director of the MV museum.
The standout feature of the motor is the valve operation. Cam drive was via two large gears, one above the other and driven from a gear on the crankshaft between the cylinders. The top gear featured a single cam lobe on either side, against which lever followers operated short valve actuating pushrods that were parallel in one plane to the valves, set at a 90-degree included angle in the hemispherical cylinder head combustion chamber. The pushrods were very short and therefore light and strong.
The distributor is vertically mounted behind the cylinders, as per the Rondine. An electric starter is incorporated and the Earles fork is specific to this bike.
Official 1955 figures (which are not thought reliable) were 20 hp at 8000 rpm, 140 kg and 170 km/h top speed. More realistic figures are 18 hp (with 8000 rpm only being obtained in neutral), 171 kg and 140-145 km/h.
After several years work the bike was started and is now in running condition. A 350 cc DOHC racing version was built in 1955 but its 46.5 hp at 12,000 rpm wasn’t an improvement over the existing 350 racer so it was also shelved. It can be seen in the MV Agusta Museum.
There is no doubt that MV Agusta’s F3 is one of the most evocative sportsbikes of the modern era and is a choice for a rider who chooses their mount for its soul.
MV Agusta have revealed a new and much improved F3 RR that now pumps out 155 horsepower (with accessory exhaust) from its now Euro5 spec’ 798 cc triple while tipping the scales at only 173 kg, or an even more svelte 165 kg with the optional Race Kit.
It now has wings and vastly improved aerodynamics, lighter rims, updated two-way Quick-Shift EAS 3.0, new six-axis IMU and Continental ABS system while for longevity the cooling system has also been improved.
2022 MV Agusta F3 RR Specifications
Engine
Type
Three cylinder, 4 stroke, 12 valve
Timing system
“D.O.H.C” with mechanical chain tensioner and DLC tappet
Total displacement
798 cm3 (48.7 cu. in.)
Compression ratio
13.3:1
Starting
Electric
Bore x stroke
79 mm x 54.3 mm (3.1 in. x 2.1 in.)
Power
108 kW (147 hp) at 13.000 r.p.m. 114 kW (155 hp) at 13.250 r.p.m.**
Torque
88 Nm (8.98 kgm) at 10.100 r.p.m.
Cooling system
Cooling with separated liquid and oil radiators
Engine management system
Integrated ignition – injection system MVICS 2.1 (Motor & Vehicle Integrated Control System) with six injectors. Engine control unit Eldor Nemo 2.1, throttle body bore 50 mm diameters full ride by wire Mikuni, pencil-coil with ion- sensing technology, misfire. Torque control with four maps. control of detonation and Traction Control with eight levels of intervention
Electronic quick shift
MV EAS 3.0 (Electronically Assisted Shift Up & Down)
Clutch
Wet, multi-disc slipper clutch
Transmission
Cassette style; six speed, constant mesh
Primary drive
22/41
First gear
13/37
Second gear
16/34
Third gear
18/32
Fourth gear
19/30
Fifth gear
21/30
Sixth gear
22/29
Final drive ratio
17/43
Electrical Equipment
Voltage
12 V
Alternator
350 W at 5.000 r.p.m.
Battery
12 V – 8.6 Ah
Dimensions and Weights
Wheelbase
1.380 mm (54.33 in.)
Overall length
2.030 mm (79.92 in.)
Overall width
730 mm (28.74 in.)
Saddle height
830 mm (32.68 in.)
Min. ground clearance
120 mm (4.72 in.)
Trail
99 mm (3.89 in.)
Dry weight
173 kg (381.4 lbs.) – 165 kg (363,8 lbs.)**
Fuel Capacity
16,5 l (4.36 U.S. gal.)
Frame
Type
ALS Steel tubular trellis
Rear swing arm pivot plates material
Aluminium alloy
Suspension
Type
Marzocchi “UPSIDE DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Fork dia.
43 mm (1.69 in.)
Fork travel
125 mm (4.92 in.)
Type
Progressive Sachs, single shock absorber with rebound and compression damping and spring preload adjustment
Single sided swing arm material
Aluminium alloy
Wheel travel
130 mm (5.12 in.)
Brakes
Front brake
Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking disc and flange
Front brake caliper
Brembo radial-type monobloc, with 4 pistons Ø 34 mm (Ø 1.34 in.)
Rear brake
Single steel disc with Ø 220 mm (Ø 8.66 in.) dia.
Rear brake caliper
Brembo with 2 pistons – Ø 34 mm (Ø 1.34 in.)
ABS System
Continental MK100 with RLM (Rear Wheel Lift-up Mitigation) and with cornering function
Wheels
Front: Material/size
Alluminium alloy 3.50” x 17”
Rear: Material/size
Alluminium alloy 5.50” x 17”
TYRES
Front
120/70 – ZR 17 M/C (58 W)
Rear
180/55 – ZR 17 M/C (73 W)
Fairing
Material
Thermoplastic – Carbon fiber Aluminium belly-pan
Contents
Titanium components
Intake and exhaust valves
Exclusive content
Dashboard TFT 5.5”color display – Cruise control, Launch control – Bluetooth – GPS – MV Ride App for navigation mirroring, app-controlled engine, rider aids setup – Mobisat tracker Additional CNC rider footpegs (supplied)
F3 RR_RACING KIT**
CNC fuel tank cap – CNC brake and clutch lever – Fiberglass Passenger seat cover Akrapovic exaust system – Carbon fiber silencer cover – ECU with racing map
OPTIONAL
The full Special Parts range is available on the MV Agusta website
MV Agusta have just pulled the covers off the new Brutale 1000 RS, which they are describing as all the best bits of the Brutale 1000 RR but in a more accessible package, doing away with the Öhlins electronic suspension seen on that RR, with a less extreme ergo to match.
The Brutale 1000 RS shares the same platform and most of the features of the RR version, including an Öhlins steering damper, but adopting a Marzocchi fully adjustable USD fork setup, as well as a Sachs shock, also fully adjustable.
Features unique to the RS include a new seat, with more padding for greater comfort, while revised raised clip-ons and new forged footpegs will offer a unique seating position, more suited to long distance riding.
Retained from the RR is the four-cylinder powerplant with radial valves, producing 208 horsepower and 116.6 Nm of torque, with a 998 cc capacity and 13.4:1 compression ratio, with a claimed top speed of 300 km/h or 186.4 mph.
Connecting rods are titanium, as are the intake and exhaust valves, with a central timing chain. The camshaft timing has been optimised as well, with a greater focus on low- to mid-range torque. Looking at the provided dyno graph, torque ramps up between 4000 and 6500 rpm, before a couple of mid-range dips at 7000 and 9000 rpm. Peak is at 11,000 rpm before dropping back off to a 14,000 rpm red-line.
The transmission also gets a mention for being reliable and resistant, in combination with the Launch Control system, allowing for extreme starts, while the Electronic Assisted Shift 3.0 system is fitted – running an additional sensor – which MV promise will ensure more precise and smoother shifting.
An eye catching feature which is sure to garner fans is the use of a four-outlet exhaust system nestled under the tail, with two stainless steel mufflers on either side of the bike – as seen on the RR. There’s a fairly sizeable collector still run under the belly, with the bike Euro5 compliant. We’re promised the recognizable Brutale tone naturally, which is an area the brand have always excelled in.
A new IMU is mated to the ECU, with a 5.5 TFT display offering access to the various settings, which MV promise are still performance-orientated, as we’d expect looking at those performance figures.
Those includes Front Lift Control (FLC), cornering ABS thanks to a MK100 Continental system, cornering traction control, cruise control, and MV My Ride app integration for mobile phone control of various features. Also standard are the Mobisat tracker, GPS and Bluetooth, with navigation integrated into the dash.
Also new are the rear-view mirrors, offering an eye catching look with better rear visibility, while the Brutale 1000 RS will come standard with a three-year warranty and weighs in at 186 kg dry.
Carried across from the Brutale 1000 RR are the CrMo steel tulbar frame and aluminum allow swingarm with adjustable pivot height, as well as the Brembo brake setup. That’s a set of Stylema calipers on 320 mm floating front rotors, and a Brembo two-piston rear unit, with 220 mm rotor. Brembo provide both master-cylinders, with a radial front and PS13 rear unit.
The clutch system is also hydraulic and runs a Brembo radial master-cylinder, with a back torque limiting clutch fitted.
Wheels are aluminium alloy, with a 3.50 x 17 inch front and 6.00 x 17 inch rear, and MV Agusta have mentioned that rear wheel is a new design, but no further details have been shared.
Seat height will be 845 mm, mirroring that on the RR despite the comfier seat, while a special parts range will be available via MV Agusta. It’s also noted the Brutale 1000 RS is capable of running up to E10 fuel.
Now we’re just waiting for Australian availability and pricing information, which will tell us just how much more ‘accessible’ the 2022 Brutale 1000 RS is. In comparison the Brutale 1000 RR is currently listed as $59,990 ride-away on the MV Agusta website, so we can expect the RS at a slightly less eye watering price-point.
2022 MV Agusta Brutale 1000 RS Specifications
2022 MV Agusta Brutale 1000 RS Specifications
Engine
Four cylinder, 4 stroke, 16 valve, “D.O.H.C”, radial valve and DLC tappet
Total displacement
998 cm3 (60.9 cu. in.)
Compression ratio
13.4:1
Starting
Electric
Bore x stroke
79 mm x 50.9 mm (3.1 in. x 2.0 in.)
Max. power
153,0 kW (208 hp) at 13.000 r.p.m.
Max. torque
116,5 Nm (11,9 kgm) at 11.000 r.p.m.
Cooling system
Cooling with separated liquid and oil radiators
EMS
Integrated ignition – injection system MVICS 2.1
Electronic quick-shift
MV EAS 3.0 (Electronically Assisted Shift Up & Down)
Clutch
Wet, multi-disc with back torque limiting device and Brembo radial pump/lever assembly
Inspired by the brand’s glorious racing legacy from the 70’s, the Superveloce 800 Euro 5 is about to arrive in Australia and New Zealand featuring the most advanced technology underneath a compelling neo-retro design.
The Superveloce is the modern classic by MV Agusta. The gateway to the line, inspired by history while already making history, boasts an updated engine and complete electronics suite, including the inertial platform, which now manages the traction control and cornering ABS more precisely.
With curves in all the right places, and featuring a host of technological updates including a new 5.5 inch TFT Colour Display, EAS 3.0 and launch control, this neo-classic racer is as bold as it is beautiful. The new Euro 5 Superveloce 800 arrives in MV Agusta dealerships within the first week of September. Order yours now to secure the Superveloce 800 – the epitome of #MotorcycleArt.
The Superveloce 800 Euro 5 is available for pre-ordering in Pearl Metallic Yellow / Matt Metallic Graphite & Ago Red / Ago Silver at your nearest MV Agusta Australia or New Zealand dealer. Secure your piece of #MotorcycleArt.
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The museum building is located next to Milan’s Malpensa airport in Casina Costa, where Giovanni Agusta moved his aircraft manufacturing business in 1923. Both the company’s aeronautical and motorcycle history are on display.
The name MV Agusta rarely brings scooters to mind but the company produced tens of thousands from 1949 up until 1964.
A distinctive feature of most of their scooters was that the motors were exposed, not enclosed like nearly all other scooters. The final model, the 150 Chicco did use an enclosing pressed steel monocoque chassis together with a bespoke engine.
A cut away view of a motor from the 1975 750S America. The motor was a slightly modified version of the 1972 750 Sport (which in turn was based on the 600 Four).
The bore was increased by 2 mm resulting in a capacity of 789 cc, compression increased, reworked heads housed larger valves but milder cams. 26 mm VHB Dell’Orto carbs replaced the earlier UB 24mm units and power was 75 hp at 8,500 rpm.
A museum visit really is a must for anyone interested in motorcycles – particularly red ones!
008, 051, 052. When Piero Remor moved from Gilera to MV Agusta in 1949 he began work on a DOHC 500/4. This bore a very close resemblance to his Gilera design and had some strange design features such as seperate gear levers on each side for up/down changes.
It first raced the following year. This 1951 version had a conventional gearshift but retained the Earls fork and twin carburettors mounted on Y-shaped manifolds.
Helicopter engineering is also proudly on show throughout the museum.
Two contemporaries – Agusta’s first (’58) in-house helicopter prototype, the A.103 and a 150 Rapido Sport. Count Agusta moved his aircraft manufacturing to Milan in 1923.
He began manufacturing the Bell 47 under licence in 1952 and helicopter production continues to this day. The 150.1cc RS was introduced in 1959 in response to the new law prohibiting bikes under 150cc from using the autostradas.
A one-off built to transfer guests from the dock to Count Aguata’s house in Portofino.
A 1967 250B. Like most Italian motorcycle manufactures police and military models played an important part in their range.
In 1945 Meccanica Verghera Agusta introduced its first motorcycle – the Vespa! The name was soon changed when it was discovered Piaggio had already registered it.
From then on it was simply called the 98. About 1700 of this basic 2-stroke single were produced up until 1948. Alongside is final classic racing design, the 1974 500/4.
The first two road MV fours – separated by 15 years! Only this single, silver R19 500 was built and it debuted at the 1950 Milan Show.
Many of the GP bike’s features were retained such as the double swingarm and shaft drive. It weighed just 155 kg and had a claimed 38-40 hp at 8,000 rpm. Top speed was 180 km/h. Mighty impressive figures for 1950! The 600 Four was the first MV four the (well heeled) public could buy. Only 127 were built.
This sole 350 Bicilindrica Corsa was loosely based on the proposed 300B road bike (only a show bike was built, without engine internals).
While the 300 used a high-cam/short pushrod design, the racer had a gear-driven DOHC set up. On the test bench the motor produced 46.5 hp at 12,000 rpm – not good enough to justify replacing the existing 350 racers.
The 1963 125 cc disc-valve 2-stroke prototype. A seven-speed gearbox was fitted.
Two of the 500cc GP bikes on display. On the left a 1973 four. Alberto Pagani scored the 500/4’s final victory at Austria (not a GP) in September 1973. Agostini won the design’s first at Modena in ’66. On the right a 1965 four. Les Graham won this design’s first race at Monza in ’52. Agostini its last in ’66.
The 1964 250 Bicilindrica featured a motor that was basically two 125cc singles siamesed together. It won two World Championships, in 1956 and 1958.
A very small number of the trophies won by MV riders, including a IoM TT trophy.
A 1955 175 CSS in front of some of the GP bikes.
The four-wheel Vetturetta prototype from 1951 was powered by a 350 cc 4-stroke motor.
The 1969 Overcraft (hovercraft) prototype used a 300 cc 2-stroke motor.
Certainly one of the rarest MV Agustas ever produced! One of the 50 1962 Motozappa 188 70 cc tiling machines built.
In a welcome change from releasing ‘special’ or ‘limited-edition’ models one after the other on an almost fortnightly basis, MV Agusta has recently announced the new F3 Rosso as the newest member of their mainstream Rosso line, offering what they are calling an ‘accessible’ sportsbike including an all-in-one fairing, clip-on handlebars and iconic MV Agusta styling.
The F3 receives a number of updates for 2021, including redesigned frame plates and swingarm connection points, for better torsional and longitudinal stiffness.
Peak power is an impressive 147 horsepower from the 798 cc triple-cylinder, now Euro5 compliant, and with new DLC coated buckets and updated valve guides. Torque peaks at 88 Nm, at 10,100 rpm, power peaks at 13,000 rpm.
Valves are titanium, while the main bearings, rods and countershaft are all new, reducing friction while increasing reliability.
The exhaust system is completely overhauled as part of the Euro5 update, offering an iconically MV Agusta look and sound but helping lower emissions.
Injectors are also new, now capable of an extra 0.5 bar of pressure for greater fuel delivery.
The clutch has a reinforced basket, while the Quick-Shift EAS 3.0 bi-directional system is standard fitment and improves feel and shifting compared to the previous generation.
The ECU firmware has also been updated, with new engine management logics and control algorithms, aimed at further refining throttle control and precision.
Also new is the IMU intertial platform by e-Novia, specifically for MV Agusta, with the Continental ABS and the TC (Traction Control) system being able to intervene taking into account lean angle.
Also updates is the Front Lift Control (FLC) system, which manages wheelies, including controlling them instead of outright preventing them. New handlebar controls also allow easy access of the launch control system, alongside the cruise control settings.
A 5.5 inch TFT display is also featured and syncs with the MV Ride App on Andriod or IOS, allowing trip recording and sharing on social media, as well as customisation of the various settings via a smartphone. This includes phone mirroring for turn-by-turn navigation.
A new bi-directional flow radiator is also featured, which boosts effeciency by five per cent.
The F3 Rosso bears the telltale red colour scheme alongside blacked out engine, frame and wheels.
Suspension is a 43 mm Marzocchi USD fork, with rebound, compression and preload adjustment, while a Sachs rear shock offers rebound, compression and preload adjustability as well.
Brakes are Brembo radial four-piston calipers, on 320 mm rotors, while a single 220 mm rear rotor is mated to a Brembo two-piston caliper. Wheels are aluminium alloy 17 inch units.
The seat height is 830 mm, with a 173 kg dry weight and 16.5 litre fuel capacity.
The F3 Rosso joins the Dragster Rosso, Brutale Rosso and Turismo Veloce Rosso.
MV Agusta F3 Rosso Specifications
MV Agusta F3 Rosso Specifications
Type
Three cylinder, 4 stroke, 12 valve
Timing system
“D.O.H.C” with mechanical chain tensioner and DLC tappet
Starting
Electric
Bore x stroke
79 mm x 54.3 mm (3.1 in. x 2.1 in.)
Max. power – r.p.m. (at the crankshaft)
108 kW (147 hp) at 13,000 r.p.m.
Max. torque – r.p.m.
88 Nm (8.98 kgm) at 10,100 r.p.m.
Cooling system
Cooling with separated liquid and oil radiators
Engine management system
Integrated ignition – injection system MVICS 2.1 (Motor & Vehicle Integrated Control System) with six injectors. Engine control unit Eldor Nemo 2.1,. Torque control with four maps. Traction Control with eight levels of intervention
First gear:
13/37
Second gear:
16/34
Third gear:
18/32
Fourth gear:
19/30
Fifth gear:
21/30
Sixth gear:
22/29
Final drive ratio
17/43
Voltage
12 V
Alternator
350 W at 5.000 r.p.m.
Battery
12 V – 8.6 Ah
Wheelbase
1,380 mm
Overall length
2,030 mm
Overall width
730 mm
Saddle height
830 mm
Min. ground clearance
120 mm
Trail
99 mm
Dry weight
173 kg
Fuel tank capacity
16,5 l
Unleaded Gasoline With
E 10
Maximum speed*
240.0 km/h (149.1 mph)
Type
ALS Steel tubular trellis
Rear swing arm pivot plates material
Aluminium alloy
Forks
Marzocchi “UPSIDE DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Single sided swing arm material
Aluminium alloy
Wheel travel
130 mm (5.12 in.)
Front brake
Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking disc and flange Brembo radial-type monobloc, with 4 pistons Ø 34 mm (Ø 1.34 in.)
Rear brake
Single steel disc with Ø 220 mm (Ø 8.66 in.) dia. Brembo with 2 pistons – Ø 34 mm (Ø 1.34 in.)
ABS System
Continental MK100 with RLM (Rear Wheel Lift-up Mitigation) and with cornering function
Front Wheel
Alluminium alloy 3.50” x 17”
Rear Wheel
Alluminium alloy 5.50” x 17”
Front Tyre
120/70 – ZR 17 M/C (58 W)
Rear Tyre
180/55 – ZR 17 M/C (73 W)
Titanium components
Intake and exhaust valves
Exclusive content
Dashboard TFT 5.5”color display – Cruise control Launch control – Bluetooth – GPS – MV Ride App for navigation mirroring, app-controlled engine, rider aids setup – Mobisat tracker