MV Agusta Turismo Veloce Lusso SCS in MV Agusta Dragster 800 // Indoctrination of Success.

That Friday promised to be the hottest day of June this year, almost too hot for riding a motorcycle, but the invitation of Avto center Šubelj, which in recent years has exemplary taken care of the recognition and distribution of the MV Agusta brand in Slovenia, cannot be denied. In addition, MV Agusta is one of those brands that do not hold similar presentations of their motorcycles every weekend for journalists from our region.

The schedule for the day included testing two bikes, which, despite what we both saw in last year's motorcycle catalog, can still be considered a novelty. The first was the Turismo Veloce SCS (Smart Clutch System) and the second was the Dragster. They share the same electronic and very similar mechanical platform, but they are bikes of completely different personalities nonetheless.

But let's start in order. On an early morning trip that lasted a good 5 hours from Ljubljana to the city of Varese, I got the idea that the fresh Russian capital is definitely not meant for the simple and cheap motorcycles that come from this small factory. However, MV Agusta is also renowned for the fact that innovative technology has always been a part of these "work of art" motorcycles. In fact, I am not being persuaded, it has long been clear to me that only Italians can afford to pack something, be it gold or garbage, in plastic armor, and then sell it all at a high price.

The factory that was once home to Cagiva motorcycles is today MV Agusta.

Italians know how to serve food. They will not put you on the motorcycle seat from the reception at the factory reception and will not send you to ride. First comes the indoctrination. I am not particularly exposed to various ideological influences, but behind the walls of this factory, at least some of us feel fabulous. The plant, in an idyllic lakeside location, was created in response to the need to expand production capacity for the Cagiva brand, all spread over an area that is hardly more than a set of service workshops on a large, ruined building site in the center. Ljubljana. Once upon a time, motorcycles are still made here by hand. Neither the MV Agusta, nor even the earlier Cagiva (which, by the way, once played a big role in saving Ducati from bankruptcy), were assembled by a robot. For me, the owner of two registered Cagivs (and admit that you don't know many such freaks), this means a lot. You know, photographs of motorcycles from the factory's golden days, autographs of riders like Mamola, original sketches of the legendary Tamburini's creations still hang on the walls, and more importantly, many proud workers work there. There are only 120 of them, and they all know each other by name. They come to work together, have lunch together and return home to their families together. There is a special hierarchy between them, at least on the surface, and the oldest seem to have a special reputation. It's easy to recognize them, because everyone proudly wears T-shirts, even those that they had years ago, even with motorcycle logos that they don't make for a long time. So, the reputation and respect of employees grows in proportion to age and wearing work shirts. And rightly so, the worker definitely deserves it, even after having contributed to youthful performance.

These 120 people produce about 5000 motorcycles every year, which is clearly enough even for those who manage the money and plans of this plant. It is said that there was strong demand in the markets of the southern hemisphere, which would even double the annual production, but the leaders still decided that the brand would grow more slowly and more prudently. The last thing they want in MV Agusta is to turn into a technical confection. Their specialty is limited edition, and the average mortal should be very lucky if he can bring home a motorcycle with an engraved serial number plate. To be able to select a serial number, you must be a very important man or woman, or at least a relative of the count who founded this company after the First World War.

And only now, dear readers, you know at least enough to know something about the new MV Agusta.

Maintain your technical personality and at the same time offer something new

Even before the two rookies set off for a test drive, which took place mostly along the roads winding along lakeshores on the Italian and Swiss sides of the border, engineers introduced us to a technical specialty that is not considered a novelty in the world. motocross and enduro. in the world of road or touring bikes, that's for sure. Namely, this is the clutch from the manufacturer Rekluse, which allows you to ride with or without the use of the clutch lever. I will not go into the technical specifications of this clutch, which was called SCS (Smart Clutch System) on the MV Agusta, but, in simple terms, it is a kind of centrifugal clutch that, after a number of modifications, easily transmits power and power. torque of a powerful three-cylinder. As part of these modifications there is a set of 12 bars and an electronic support, which is upgraded with a mechanical double-sided quickshifter. There is no doubt that MV Agusta could have simply taken a technically different and more sophisticated, perhaps even better system from another manufacturer's shelves, but the engineers' lead challenge was to offer an "automatic" transmission while maintaining an authentic drive with traditional solutions and minimal impact on the electronics. If you ask me, for their ingenuity and courage in this case on MV Agusta they deserve a clean five.

Turismo Veloce SCS in motion

At least in terms of engine displacement, in the Turismo Veloce class, accessories such as gyro sensors, wheel steering, a quickshifter and similar electronic components are not needed yet. Well, the Turismo Veloce has it all, and the more equipped versions also have multi-active suspension, cruise control and a little something else for dessert. So Turismo Veloce manages the digital world well, but on the other hand, it is also clear that MV Agusta has never skimped on components. The suspension was provided by Sachs and the braking system was signed by Brembo. With all this in mind, it's clear that the Turismo Veloce is a motorcycle with perfect ride and handling qualities. Personally, I find the seat ergonomics to be very close to perfect as well, but without a doubt, after over 12 years of testing all types of bikes, I can confidently say that the Turismo Veloce is one of the best bikes around. driving qualities. Superbike for every day.

But back to the clutch. The clutch lever remains in place and only really needs to be used when starting the engine. However, from the very beginning, the driver decides for himself whether to use the clutch or not. The body works without any squeaks, vibrations or similar interference, only the unpleasant sensation on the clutch lever during the slowest maneuvers is of concern. But listen, because it also dispenses with the clutch entirely. I dare say that in the future they will make some improvements to the SCS pairing with the quickshifter, since the entire set in rare situations ends up in an unsynchronized position, from which only a decisive command from the driver helps.

During the test drive, which took place along the winding roads along the shores of the lakes, we, despite the rather heavy traffic, did not have time. Our guide, who went with us in shorts and Allstars (dolce vita style), an otherwise factory test pilot and once a successful Italian Championship racer, stood in front of a red light while we stood at a traffic light, he ordered to choose a sports program engine, turn off the throttle to the end and go to the plane in front of us. So is it worth trusting Italian mechanics and electronics on the road? Okay, I have no problem with the mechanics, I have no bad experience with the electronics, but driving on a busy road full of German RVs in a "full bomb" ?!

Well, if that's the case, then I, and probably a Polish colleague, are behind me. Green light, we turn on the throttle, launch control intervenes and the Turismo Veloce takes off from the city, the front wheel always a few centimeters above the ground, but never higher. The electronics will take care of it. Noro. Everyone can handle this engine. The factory claims the Turismo Veloce hits 3,1 mph in XNUMX seconds, a figure otherwise attributed to much sportier bikes. From here, the "fool" in shorts dictates a fast and dynamic pace. It is enough to refresh the memory of the Turismo Veloce test two years ago. They say old love never rusts, and I think they're right. The Turismo Veloce is a bike that, while far from perfect, will one day be parked in my garage. Do you really think Italians don't know how to make a windshield bigger and more efficient? Of course they know I wouldn't look pretty. Do you think they don't know how to make the seat thicker? They know, but it won't be as consistent, so you just have to be humble and have a little patience. If not, buy a GS, or better yet, an Alpha. Mine will be parked next to two dear Cagivs that saw the light of day in the same factory yard.

MV Agusta Dragster 800

I mentioned earlier that Dragster shares its electronic platform with the Turismo Veloce, so the same is true for it in this area. However, this is a bike that, unlike the comfort of the Turismo Veloce, literally surpasses the rider. Especially when riding slowly, when the body is tilted forward, rigid suspension and short walks cause pain in the hands and wrists. Rear wheel bumps mix well whatever you put in your stomach during the day, and if you're one of those with sensitive kidneys, then this bike isn't for you. And since hope dies last, I knew deep down that this bike definitely had a feeling, besides, of course, the extraordinary potential of posing.

As soon as the road opened and we drove on twisting asphalt providing excellent traction, at a speed of XNUMX kilometers per hour or more, air resistance significantly reduced physical activity, a hard seat became more bearable, and backstabs and weapons were unobtrusive. Since then, driving a dragster has become a pure pleasure for me. Accurate, fast, great for braking, perfectly balanced motorcycle. There was no difference in corner exits due to uneven balancing of the rear rim (spokes only on the right side of the rim), but the fact that the main motor shaft rotates in the opposite direction to the wheels probably adds to the center of gravity. And the sound. It's a poignant symphony for the ears. Well, even here, engineers deserve a high five. Despite the need to reduce motorcycle noise due to environmental standards, they left the exhaust system alone to continue singing their song. Instead, they took over all the noise generators on the engine itself. On the MV Agusta, you will not hear the rattling of the valve chain, you will not hear the rumbling of valves, handrails and camshafts, and you will not hear the clutch rumbling. I'm telling you, this is a different bike, so it really isn't for everyone.

Indoctrination of success. Perfect mechanics, beautiful form - in MV Agusta.