MV Agusta? These are these racing arrows for all those for whom a Ducati is too commonplace? Not quite, because since 2015 the Italians are already building an adventure bike, which is called Turismo Veloce 800 Lusso SCS. Not only does it look beguiling, but the abbreviation SCS conceals a technical peculiarity.
Somehow the world doesn't mean very well with the small, independent motorcycle forges. If you have not found a strong – and above all financially strong – partner with Audi, like Ducati, then things quickly look bleak. This is how MV Agusta went, but recently an investor stepped in. Thanks to an enlarged dealer network, you will be able to see more of these exotics in the future. Because one thing is clear: the Italians do not build everyday motorcycles.
But beautiful. In fact, the inclined viewer at the MV Agusta Turismo Veloce always discovers new details, all of which have one thing in common: each screw, roundor is designed with a fine sense of detail. The Turismo is even more so than other motorcycles in total artwork. The exhaust alone is so beautiful that you would want to see and hear MV Agustas more often.
As is the case with works of art, you have to be able to afford them. In the case of the Turismo Veloce 800 Lusso SCS, the piggy bank must have been a big one, because 19,490 euros, not lira, are necessary to purchase this adventure bike. This is fierce in comparison, because in terms of performance (110 hp) or in terms of displacement, the Turismo plays in the league of a Yamaha Tracer 900, which stands for 12,400 euros at the dealership.
However, the MV Agusta is around 4,000 euros cheaper, and now we get to the point. Those who do without the abbreviations Lusso and SCS get the basic model for 15,890 euros. The buyer lacks the semi-active chassis as well as the Smart Clutch System, which is the real feature of the SCS version. In short, this is a kind of semi-automatic, in which one can do without the (despite existing) clutch lever. The appropriate gear is inserted by blipper. Starting up works like a scooter. The centrifugal clutch makes it possible to stand the motorcycle with the first gear inserted without pulling the clutch lever.
This comfortable system was designed by the American supplier Rekluse, which integrates the system called the "Radius CX" into the MV Agusta. Rekluse usually offers a conversion for sport enduros to a centrifugal clutch.
Since this system does not connect in the stand, there is another one in addition to the conventional brake lever of the Turismo, which turns out to be a fixed brake. When parking on a sloping basis, this is a technical necessity.
Then let's go.
MV Agusta wouldn't be the company of details if you hadn't come up with a goodie for the SCS, i.e. Smart Clutch System. So there is a sight glass on the right side of the machine, behind which the clutch disc rotates. With increasing speed always faster of course, nice to look at it is already in the stand.
In fact, it is at first an unfamiliar feeling, with the gand inserted, no longer having to pull the clutch. A small warning light informs the pilot that a gear is inserted. If you just wanted to listen to the excellent sound of the engine and throttle in the stand, shoot forward.
That didn't happen to us, but every test driver of the Motorradtest.de team also rides a scooter privately, so the feeling was known. The complete force closure should only be given at 2,800 tours, until then the clutch grinds a bit. On the one hand, this is comfortable, the start-up happens very automatically. Does this late force effect have an impact on driving performance? Surprisingly not. The Turismo roars to 100 in 3.1 seconds with a magnificent three-cylinder sound, which wouldn't be a bad thing for a superbike.
Nevertheless, the SCS is not free of quirks. The switching feeling is a bit cartilage. The clear locking of a gang is missing. In addition, idle is difficult to find, especially if you stop in a higher gear. However, it is also true that you no longer need it.
Since we are already meckering: The author of these lines used to mock when the main stand was missing from such expensive mopeds. In the meantime, I have changed my mind by 180 degrees. A main stand in this shape has two disadvantages for the Turismo: First, this stand, like most in the market, is shaped like a hook thanks to the crossbar. Should this in the off-road - it is officially an adventure bike - hook in at an edge, it goes unchecked over the handlebars to the front.
Secondly, committed driving, the Turismo is fast. And highly talented in curves, where, however, the main stand and not the footrests set up first. And again it only needs an edge in the asphalt, and the bike with its crew lifts out.
But that was it about criticisms, because the enormously handy machine is a source of pure joy. Even in driving mode sport, the comfort is not bad, in the more comfortable settings she does not lose her willingness to bend. The upright sitting position always gives the feeling that you have a safe grip on the vehicle. The windscreen is also without reproach thanks to the adjustable, large disc.
What's left in the end? Well, whoever buys and drives this motorcycle will have a real exotic despite an improved handler network. See another Turismo SCS at a motorcycle meeting? Rather not.
Good taste makes you lonely, you could put it, but it's even better: you don't have to suffer for this choice, there are no compromises in everyday life, and the quality of the workmanship despite the small series is not. And the SCS? Well, there is no way to do without it (and the heavy surcharge). The beautiful exhaust is preserved. :)
The test bike was provided to us by Bergmann and Söhne in Hamburg.
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