MV Agusta has announced a production adventure model called the Enduro Veloce, which follows up on the LXP Orioli limited edition. Powered by a 931cc three-cylinder engine producing a claimed 124 horsepower, the new bike should be quite quick and splits the difference between middle-weight and open-class adventure models.
With a 21″ front wheel and 18″ rear wheel, the Enduro Veloce promises genuine off-road capability. The tires are tubeless. Adjustable suspension and Brembo brakes are featured, as are all of the modern electronic assists.
Pricing has not been announced. MV Agusta has a web page set up for the new Enduro Veloce. Here is the press release from MV Agusta:
MV Agusta unveils Enduro Veloce, the motorcycle that follows on from the LXP Orioli limited series as the Italian brand continues its journey in the high-performance adventure bike segment.
The Enduro Veloce pays tribute to a story that dates back almost eighty years. It was with the 98 ridden by Vincenzo Nencioni that the company first won a race, the “Golfo di La Spezia” off-road regularity race, on 8 October 1946. Three years later, several regularity motorcycles were prepared to participate in the British Six Days, a race that saw the great Carlo Ubbiali score MV Agusta its first international victory.
The new Enduro Veloce is the embodiment of MV Agusta’s key values: 100% Italian manufacturing, craftsmanship, engineering excellence and high performance, all in a motorcycle that represents the manufacturer’s original take on the adventure bike segment.
The riding ease and distinctive, dynamic character are the result of a combination of unique technical, style and engineering solutions.
STYLE
The Enduro Veloce epitomises MV Agusta’s aesthetic standards. And, like every MV, it must be recognisable at first glance, identified as a member of that exclusive club, reserved to the world’s most beautiful bikes. The heritage and grandeur of the past live on in a radically contemporary object.
The Enduro Veloce has been created by designers at the cutting-edge MV Agusta style centre. Harmonious lines meet no-compromise solutions, the result of very successful design research and technical assessments.
A compact and pared back tail section contrasts with the front end, the volumes and shape of which are defined to effectively protect the rider from the air and offer a comfortable riding position that also affords maximum control. The extensive fairings are completed with a transparent plexiglass top fairing, designed to minimise turbulence in the helmet area.
Another very evocative style element is the iconic Ago Red and Ago Silver colour combination, which boosts the distinctive design of the motorcycle.
Aerodynamics have played an important part in defining the style of the Enduro Veloce. The design of the front mudguard, for example, was only finalised after a series of road tests and software simulations to ensure the utmost aerodynamic efficiency. Similarly, the lines of the front end maximise air flow directed to the radiator for cooling. This balance of attention to style and engineering research can also be seen in the air extractors on the side panels, the specific analysis of which results in a shape that guarantees the greatest comfort. The entire project involved comprehensive aerodynamic research using dedicated software and extensive road testing to recreate different situations of use, with a solo rider and both rider and passenger. This analysis was not just about verifying air protection, but also considered the impact on riding, to ensure stable behaviour even at high speed and complete with top and side cases.
ENGINE
The new 931 cc engine boasts an iconic technical solution seen on all new generation MV Agusta in-line three-cylinders: the counter-rotating crankshaft. Designed, developed, and built entirely at the firm’s factory, the engine stands out for its lightness, weighing in at just 57 kg, and extreme compactness.
But the engine’s compactness and contained weight are not the only features that contribute to the incredible handling of the Enduro Veloce. With a gyroscopic effect that essentially cancels out that of the front wheel, the counter-rotating crankshaft allows for particularly rapid changes in direction. This is particularly valuable on a model that mounts a 21” front wheel, in keeping with off-road tradition.
As with every MV Agusta, performance is first-rate. The engine delivers maximum power of 124 hp at 10,000 rpm and 102 Nm of torque at 7,000 rpm. This data translates into pure riding pleasure, with an engine that guarantees power at high rpm and immediate torque at low range. The rider can already harness 85% of the maximum torque at 3,000 rpm. The bore-stroke ratio, larger compared to 675 and 798 cc units, combined with new camshaft profiles and timing makes for an engine that is very enjoyable and usable on the road.
The double overhead camshaft benefits from a DLC coating to reduce friction to a minimum.
The engine plays a key role in ensuring rider comfort in that vibration is reduced thanks to the countershaft and thorough study of the crank gear. The outstanding R&D work conducted at MV Agusta also ensures that operating temperatures remain particularly contained. Another positive in terms of comfort.
The rider can exploit the engine performance with a smooth and precise 6-speed gearbox, which can still be removed from the right rather than the left side. The Electronically Assisted Shift (EAS) system in its 4.0 version allows for up- and down-shifting with the quickshift while the throttle is open. Though less used, clutch operation is smooth and consistent thanks to hydraulic control.
The sound of the Enduro Veloce transmits excitement thanks to an exhaust system complete with bypass, the valve of which, when open, makes for a sound closer to that of a Superbike replica than an adventure bike. The symphony of the MV Agusta three-cylinder is the undisputed star of the acoustic experience aboard the Enduro Veloce, also on account of minimal mechanical and intake noise.
ELECTRONICS
The MV Agusta Enduro Veloce boasts an exceptional electronics package. The 6-axis inertial platform collates significant dynamic data that is processed in real time, with the electronics using this to determine intervention. Adapting to all riding conditions and rider preferences, the Enduro Veloce boasts four riding modes: Urban, Touring, Off-Road and Custom All-Terrain.
The Full Ride by Wire accelerator system gives the rider full control over performance by harnessing torque management strategies.
Traction control, which can be deactivated, offers eight levels of intervention, with five dedicated to road use, two to off-road use and one for use on wet, low-grip surfaces.
In addition, through the main menu, it is possible to adapt the electronic response of the ECU based on the tyres that the rider chooses to mount. Therefore, the Enduro Veloce is equipped with 8 Traction Control levels based on the use of Bridgestone Battlax A41and 8 based on the AX41.
There are two levels of engine brake intervention, to be managed independently of the preselected Riding Mode. Level 1 corresponds to a reduced engine brake; level 2 is full engine brake. The Enduro Veloce is equipped with Launch Control. Activated via the right electric block, this offers the rider real control over the incredible acceleration, which sees the bike go from 0-100 km/h in 3”72. Such acceleration is also managed thanks to the Front Lift Control (FLC).
As with all MV Agusta models, Cornering ABS associates the RLM (Rear Wheel Lift-Up Mitigation) function with brake management through the turns. This reduces rear wheel lift and keeps the wheel on the ground in the case of extreme deceleration, for greater efficiency and safety when braking. There are 2 different ABS settings: Level 1 translates into a less invasive intervention on the front, perfect for sporty and off-road use, disengaged on the rear and with cornering function switched off, whilst RLM intervenes less intrusively.
Full ABS intervention is present when the rider selects Level 2, where ABS is active both on the front and rear and both Cornering and RLM functions are activated. ABS can only be deactivated in Off-Road and Custom All-Terrain modes.
The Enduro Veloce is equipped with Cruise Control, which can be adjusted in increments of 1 or 5 km/h through the switch cube on the left-hand side. Cruise control can be deactivated via the accelerator, with the use of counter rotation, which allows the rider to completely avoid using the brakes and maintain the ideal level of comfort and safety even in situations of sustained speed.
The quality, design of the graphics, and wealth of information accessible via the HD TFT screen only add to the touring spirit of the Enduro Veloce. The 7-inch screen allows for Bluetooth and Wi-Fi connection and can be adjusted in terms of brightness and graphics layout. With the MV Ride app, a smartphone can be quickly connected and used, for example, to follow a route turn by turn, to save an itinerary and share it, or to set up the bike’s many customisable operating parameters. Ignition is keyless, for maximum comfort.
The handlebar controls have LED backlighting for ease of use in all light conditions.
CHASSIS
The Enduro Veloce is MV Agusta’s take on the highly competitive adventure bike segment. The Italian manufacturer’s latest addition reflects the MV Agusta philosophy of creating motorcycles with which people can fall in love, thanks to an extraordinary balance of chassis, engine, and electronics. The Enduro Veloce guarantees high-level performance on and off-road as well as maximum comfort during long-range travel.
The frame of the Enduro Veloce exploits a modern perimetral structure with a closed double cradle design. Materials and percentages have been carefully studied to offer perfect balance and the best compromise in terms of stability during high-speed road use and the ability to absorb energy during off-road use. The layout also lends itself to intense off-road use, in total safety. The rear subframe can be removed to facilitate maintenance or eventual replacement. The swingarm is in aluminium alloy for a weight saving that translates into heightened agility.
The Sachs fork with 48 mm is adjustable in compression, rebound and pre-load, with wheel travel of 210 mm. The adjustable Sachs mono shock guarantees rear wheel travel of 210 mm and is connected to the suspension via a progressive linkage. Pre-load can be practically managed via a dedicated knob.
Seat height is 870 mm, but the adjustable seat means this can be lowered to 850 mm. The shape and padding of the seat have been carefully studied to ensure comfort and adequate support in all conditions of use, including long-range highway travel. Ground clearance is 230 mm, ideal for off-road use.
The Brembo braking system is very high quality, comprising Stylema callipers on 320 mm floating discs at the front and a dual-piston calliper with 265 mm disc at the rear.
EQUIPMENT
For maximum visibility and safety, the Enduro Veloce is equipped with a full LED front and rear lighting system.
As standard, the Enduro Veloce mounts Bridgestone Battlax A41 tyres in sizes 90/90-21 and 150/70-18 on Takasago Excel tubeless wheels with an elegant black finish. Bridgestone Battlax AX41 tyres are also homologated for those using the bike mainly off-road.
A wide range of accessories have been developed for the Enduro Veloce. These include MV-branded rigid aluminium side cases, equipped with the rapid release and push-block systems and with a respective capacity of 39 and 32 litres. For those keen to give the Enduro Veloce a more off-road look, MV Agusta has studied and developed protection bars, a reinforced aluminium skid plate, additional lights and the Termignoni titanium exhaust.
The Mobisat anti-theft system with integrated geolocation is offered free of charge for the first year.
MV RIDE APP
Like the entire MV Agusta range, the Enduro Veloce works with the free MV Ride app, which has been significantly revised and updated to make it even more efficient and advanced in terms of connectivity. The rider can now enter a destination and view the route, turn by turn, on the colour TFT display. By enabling the Trip record functionality, data acquisition is active during riding. The experience begins before the engine is even turned on and can be relived once the journey ends, by reviewing the route, and data regarding speed, gears used, lean angle, altitude and so on. The rider can add to the experience by uploading routes of their day to share with other users of the MV Ride app. The app includes the option to personalise motorcycle response via the Custom mapping, which can be renamed as desired and even shared with other users within the ecosystem. A “Tuscany” map can be created, for example, and then made available to other Enduro Veloce owners, building this way a community.
4-YEAR FACTORY WARRANTY
The Enduro Veloce is delivered with a four-year factory warranty, which does not only improve the MV Agusta customer experience but also serves as tangible proof of the faith the company has in its Made in Italy motorcycles and in the strict quality control processes that every motorcycle undergoes.
#topheavy – rode the Honda. Top Heavy for its height. The slightest tip would send it toppling in one direction or the other. I have an NC700 and the motor is smaller and lower. 6 x 3 = 18 lbs gas up under my seat. That’s plenty top heavy for me. 6 x 5 gallons PLUS a motor? Nope. Nice looking and I am sure riding machine.
Every motorcyclist here or anywhere should ride a under the seat fuel tank bike for the experience. The better ride and handling is worthy of more contempt for manufacturers doing nothing but farkeling unnecessary electronics, increasing weight, and crappy aerodynamics, such as a forward lip on a windscreen like this MV Agusta. With most bikes having fuel injection now there is no reason not on a fresh design.
Ill buy the CF MOTO 800 save 12k ! Invest it and in 4-10 yrs and it will pay for another one..
I’m more interested to see if they will release a sport touring version to compete against the Guzzi Mandello and all the other fine, useful bikes available.
Yes! An updated Turismo Veloce 931 would be cool. Too bad it’ll probably cost $20k in base trim these days…
Meanwhile, I can’t come up with any good reason to replace my 91 K75S.
100% makes sense. It’s entirely possible an older, reliable, and stylish ride, remains beyond actually adequate.
Sauce: My bike is ’07 FZ6 with taller seat, less-bent bar. 50k miles (bought new) and never anything but routine maintenance/wear items. NOTHING has actually failed other than taillamp bulb when I didn’t get bike-specific ones.
Sometimes I feel the same way about my 01′ VFR, other times I wish I had a sophisticated ABS and half the cylinder count, preferably in the same bank (P-Twin) just for practicality and ease of maintenance. That 2nd concern usually evaporates the next time I give’r the beans from 5-9k RPM and hear that V4 roar.
Understandable. That bike is on my very short bucket list.
It’s nice to see a company finally release a design with a split windscreen/clear fairing. I hope this design element makes its way to less-faired bikes that have various aerodynamic incongruities at the fore-edges (looking at you, Yamaha).
Looks very comfortable. It joins the other dozen suppliers of the ever-popular Adventure bikes. Should be a big seller, by MV Augusta’s standards. I wonder what the next generation most-popular bike will be, say, 15 years from now. Electric recumbent trikes with a roll bar?
Wherever fashion dictates. I never had a weird uncle with a taste for booze and hallucinogens. So these fashion trends always catch me by surprise. These dirt superbikes are more booze than the hallucinogen fueled choppers. If this is some kind of fashion pendulum between intoxicants. I think the next show room to dusty corner fashion bike will be something pretty bizarre. Maybe people will skyrocket the price of Honda Rune and the industry will respond with a whole bunch of similar stuff. Or maybe those Excelsior-Henderson will finally get it’s day in the sun.
Are we supposed to read between the lines here…for the subtext and the zeitgeist?
Alligator motorcycles. They are coming back, bigly.
https://www.motorcyclecruiser.com/riding-dan-gurneys-alligator-motorcycle/
MV lists 39 US dealers, several different past owners and questionable support. I’d guess they will sell 10’s of them here.
Yes, 39 dealers, all multi-line, with a cute little corner set aside for a handful of MVs. A curiosity zone for the vast majority of visitors.
I guess they are going to do the regular colors on the regular bikes. But to my eye the Lucky Strike based theme on the LXP bike looked much better. This theme reminds the viewer that dirt bike styled street bikes look pretty portly with three cylinder engines in them.
This is what happens when you destroy road racing. MV Agusta starts trying to sell red and silver dirt bike looking things with wheel sizes unbecoming a street bike. This street bikes in Jeep drag thing has really gone too far. Overpowered overweight overstyled bikes that are good for exactly nothing.
“This is what happens when you destroy road racing.”
This is why I’ve learned on any long-ish+ comment to check who it is first.
Because it is often you, and operating on some ridiculous premise.
THANK YOU. For establishing a pattern, and I finally had it work out!
You’re just mad that it doesn’t come in camo and doesn’t have any proper gun racks.
Nobody really ever cared about road racing. When 600cc Supersports were super hot sellers, how many of those riders do you think knew the names of more than 2-3 professional racers, really? How many of them knew the MV Agusta brand?
These bikes are good for people who enjoy owning and riding them. I’d rather wave to them on their ADV bikes from the seat of my sportbike than wonder if they’re noticing me from the seat of their 8,000lb SUV.
When 600cc sportbikes were hot there was coverage of AMA, WSB, and GP races on this and many other sites. Then AMA was hung out to dry, WSB became the Kawasaki show for so long that people lost interest. MotoGP only has one class where the manufacturers actually compete with one another and that class was all about electronics until they mandated spec electronics. Now it’s all about areo with people riding around on ridiculous looking motorcycles. There is no longer any popular road racing series with manufacturers competing with each other on bikes heavily based on bikes that people can buy. The sales of sportbikes reflect that. Motocross on the other hand, well, here we are. MV is making a dirt bike looking thing and not making a new sport bike.
The evidence is clear and the effects line up perfectly.
Beauty is in the eye of the beholder, or in this case the MV marketing department. Looks like most other ADV-style bikes to me!