World launch: 2015 MV Agusta Turismo Veloce

MV Agusta began its touring project with open eyes and a clean sheet of paper. It wanted a bike to stand out in the crowd, and I reckon the company has achieved its goal with the Turismo Veloce. There are actually two versions of the Veloce: the standard one which we tested here, and the up-spec Lusso with electronic suspension adjustment.

The legendary Italian company prides itself in building specialist motorcycles with cutting-edge design parameters — but with the sheer number of models in the touring sector today, it was always going to be a difficult task to bring new ideas to the table. But, on the flipside, to build more of the same and hope consumers would buy a bike just because it had the MV logo embossed on it was a risk that could send a small company like MV into a spiral.

With all those inherent pressures, MV Agusta has come up with a unique motorcycle that sets itself apart from the others — but the amazing part is that the design didn’t start with the frame or the styling but instead with the width of the two pannier bags that hold 30 litres each.
The tricky part was to make sure the two hard bags were narrower than the handlebars. MV managed that by designing a very strong and light rear subframe assembly which allows the bags to clip to it in a very narrow fashion — narrowest in class in fact.

As meritorious as that is, narrow panniers were never going to be enough to generate extreme excitement among the touring set, so the next important part on the program was the powerplant. When MV Agusta decided to create the F3 675 supersport bike it had to be very clever about the architecture of the engine. Not only would the Italian company need to design a race-winning and successful supersport machine, but it also wanted its three-cylinder engine to be modular.

The 798cc mill has been used in a couple of different models before the Turismo Veloce, but this time it's almost completely new internally. To increase torque, the engineers ended up with new pistons, crankshaft, cams and gearbox, leaving only a handful of parts interchanging with other models in MV's range. The crankcase castings and head casting are common (although machined differently) but apart from that it’s all new. The torque is an impressive 83Nm at 8000rpm, and there is still a healthy top end — 110hp to play with in sport mode.

The bike is a mini energy plant with two UBS adapters for charging your devices, and two 12-volt sockets for extra gadgets. There is also a new 450-watt alternator to keep all the lights shining brightly. The LED lights save power, and they are not your ordinary fare as they are specifically designed for the narrowness of the bike's rear end. Up front the main light is designed to maintain the MV signature shape but incorporates a new technology called DRL (Day Light Running). When left on, DRL automatically turns on the main lighting system when the computer deems visibility is becoming sketchy.

Looking ahead is important, but so too is receiving information. The TFT (Thin Film Technology) dash is an integral part of the electronics system and a big part of the communication component of the Turismo Veloce. It can connect up to nine Bluetooth devices, including your mobile, and then you can see the information on the display. When someone calls, you can answer or reject using the switchgear and talk through a Bluetooth-connected headset inside your helmet.

One thing I’ve been waiting to see for a long time on motorcycles is a speed limiter, and I’m happy to say that the Italians have fitted one to the Turismo Veloce. Set it at a predetermined speed and forget about watching the speedo. It works well and you can just have it on in the background, allowing you to ride with less stress. There is a cruise control that is easy to use as well. When you reach the speed you require it’s just a matter of hitting the big button on the switchblock and the bike will maintain pace until you brake or pull the clutch.

The electronic shifter is well set up and negates the use of the clutch except for starting or pulling up at lights. Traction control is fitted with eight settings and an adjustable engine brake with two settings. There are four mode maps: rain (80hp), touring (90), sport (110hp) and a custom map which will let you mix and match settings. The options include a throttle sensitivity program that works in conjunction with the bike's ride by wire technology to either smooth power or sharpen it up.

The TFT dash has five different colours and is easy to read with a fuel gauge, two trip meters, clock, tacho, speedo, ambient temperature, average speed and icons for every changeable item on the bike. You can interface through all of the above on the dash and adjust it through the new switchblocks. MV Agusta has spent a lot of time trying to simplify how all this electronic gadgetry is adjusted, and has done a pretty good job. It still requires a little learning but it’s a lot better than some others on the market.

The frame is typical MV with an ALS steel trellis setup mated to a set of alloy plates at the rear which the swingarm and the rear of the bike hang off. The design criterion for handling was to make the bike lightest in class and very nimble — but on the other hand very stable. It's indeed very nimble, but allows enough trail in the front geometry to keep it rock solid at road speeds we can’t achieve under Australian conditions.

Our ride route in the south of France consisted of a 220km loop through congested traffic, twisty switchbacks and open, fast sweepers — I certainly enjoyed the experience of people not trying to enthusiastically take my licence off me!

At 850mm the Turismo Veloce sits high, which is a little too much reach for my short legs. However, the balance and lightness evens that out. Still, the company would be wise to look at offering lower seat options in the future. An optional comfort gel seat is already on the way but to be honest I am surprised at how comfortable the standard seat is.

Even at idling speeds the balance of the bike is exceptional. I was able to U-turn at the photoshoot points with ease, where on some other bikes I would be thinking about making a three-point turn.

It was 27 degrees in the traffic and our group of 10 riders had to maneuver at car pace so as not to get lost in that first 30km. it was good to see the temperature stay stable and there were no overheating issues at all. In fact, I am happy to report over the whole day with two groups of heavy-fisted journalists, there was not one problem. In the traffic the clutch take-off point took a little getting used to but I soon adapted to it.

This engine really likes to lug; it’s certainly not a rev monster. It was a little rough right down in the rev range, but as soon as I stopped I went to my custom map setting and changed the throttle sensitivity to a softer setting. Bingo! It smoothed that area right out and it was out of my mind from that point on.

As we headed out of the traffic and into the tight and twisty switchbacks just above Nice, I really started to appreciate the lightness of the bike. I had the panniers fitted — but was simply unaware they were there, which was a first for me.

Through the twisty section I left the map on touring (90hp) and traction on full (eight). The traction didn’t interfere and acted very smooth, but I could certainly feel the extra safety as I exited the tight hairpin corners. The clutchless gearchange is a godsend. I have used plenty of similar setups on racetracks, and it also has a valuable place on the road. It allows you to keep full grip on the bars for longer and save energy in your clutch arm.

During the first 100km stint of tight stuff the rear end was a bit soft. At one point we stopped and I added some preload with the hand adjuster and that firmed the ride a little, but it still felt loose in the back. At lunch I added one full turn of rebound and it transformed the rear end and made the bike feel very stable and sure-footed. The run back down the hill towards Nice was fast and flowing and the rear suspension changes I made before lunch were really working well.

The bike is super stable through very fast sweepers, and you only have to think where you want it to be and it will be there. It’s the type of bike that allows you to go into a corner too deep, squeeze the brake, lean and re-adjust your line to stay on your side of the road. The Pirelli Scorpion Trail tyres perform well and I am surprised at just how much grip they offer considering they are not a sports tyre.

The Brembo brakes are matched to Nissin master cylinders, which seems strange so I asked head tech Brian Gillen for an explanation. He said it was actually harder work doing it that way as if they got everything from Brembo it would be pre-bled ready to fit, but there is better feel with the Nissin/Brembo mix so MV Agusta went with that.

The brake feel from the front is brilliant with great modulation and good stopping power. The rear is a bit too aggressive and I felt the anti-lock braking cutting in — and then saving my butt when I got a little heavy-footed. The anti-lock braking is not adjustable and is set at a touring level which means it activates a little earlier than a sports bike. I would like to see MV introduce a sports setting for the anti-lock braking. With today's new technologies it’s just a matter of creating a program and flashing it onto the ECU.

More traffic on the run back to the hotel and a nice ride along the beach front took away any doubts about the sex appeal of the Turismo Veloce as loads of bystanders ogled as we passed by. My bottom was surprisingly still pain free and I had just had a brilliant day riding through the French Alps. To be honest I was lucky to be testing this bike in Europe as I was able to put it through its paces, but on the other hand ride sedately at times. Now if I can only cajole the Australian importer (Urban Moto Imports) into a long-term test. Sounds fair to me….

The Turismo Veloce will go on sale locally in June 2015, with price still to be announced.

PERFORMANCE
Claimed maximum power: 110hp ( 81kW) at 10,000rpm
Claimed maximum torque: 83Nm at 8000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi disc slipper clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel Trellis
Front suspension: Marzocchi upside-down fork, fully adjustable
Rear suspension: Sachs monoshock, fully adjustable
Front brakes: Dual 320mm discs with four-piston monobloc Brembo calipers
Rear brake: 220mm disc
Tyres: 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed dry weight : 191kg
Seat height: 850mm
Wheelbase: 1460mm
Fuel capacity: 22 litres

OTHER STUFF
Price: $TBA
Colours: Silver, Avio Gray or Red Silver
Local availability: June 2015
Bike supplied by: MV Agusta Moto S.p.A
Local importer: Urban Moto Imports, mvagusta.com.au