| Author | Message | ||
     Xl1200r |
This thing is pushing a lot of the right buttons for me. only hope is that EBR outs out something comparable? Otherwise I may be going Italian in the near future. | ||
| Mr_grumpy |
I'm lazy, show me a pic or post a link or at least a model name or something. | ||
| Xl1200r |
I'm lazy too, which is why I forgot do do that in my original post haha http://www.mvagusta.it/en/turismo-veloce/turismo-v eloce-lusso-800 | ||
| Gschuette |
It looks like a Multistrada with a third tail pipe. Ducati seems to be fixing all the Multis with the cylinder head porosity issue. It also seems to be shaking out a few owners so you can get them pretty cheap and have a better dealer network than MV. | ||
| Biffdotorg |
That is a damn sexy bike for sure! WOW! | ||
| Xl1200r |
Except the MV is wayyyyyy prettier and has some features the multi lacks. I'm currently on a Triumph, closest dealer is 2 hours away. Would be the same story for an MV, so no harm there for me. | ||
| Sparky |
Ugh-Lee, no thanks. The aesthetics are horrible! It looks like an otherwise streamlined looking bike got rear ended by a Mack truck and got all scrunched up, IMHO. EBR can do much, MUCH better than that, I'm sure. | ||
| Mr_grumpy |
I'm with Sparky, someone's been beating that with an ugly stick. | ||
| Pwnzor |
DO NOT LIKE | ||
| Jaimec |
Hasn't anyone told MV that sport tourers just don't sell?  | ||
| Sifo |
Price? Styling is OK in my view. 800 cc triple touring bike sounds awesome IMO. I hope they do a bit more work on the fueling than recent bikes. Rough edges in the power just doesn't sell bikes. Also the bags look small and shaped in a way that may make it hard to use the space well. I might also worry a bit about support when tripping across the country. I do have an excellent MV dealer near home though. | ||
| Rocket_in_uk |
It's not actually a middleweight tourer nor a sports tourer. It's a kitted out MV Rivale 800 which is receiving rave reviews for pretty much all the reasons Buells did when the S1 launched. Except of course, technology and pace has moved on and the Rivale is a fire breathing 150mph rocket which is capable of being everything but if you prefer.  Rocket in England | ||
| Xl1200r |
Less than 500lbs wet + Sporty chassis + Competent engine + saddle bags = middleweight sport tourer  Plus, the frames are different between the two, so I'm not sure it's just a Rivale iteration. I have read it's a new platform, more or less. My S3T was a kitted out S1, as reference, in the manner this compares to the Rivale. Pricing is said to be no more than an MTS1200 (though there's nothing official, yet), and supposedly they will be on U.S. roads by the fall of 2014 (plenty of time to start saving). Not sure for the rest of the world. The bags do look odd, but they both hold a full face helmet. It does give up some storage compared to my Triumph - there's no cubby in the dash, underseat storage looks minimal at best, and the luggage rack on the MV doesn't appear condusive to a top case. I've been learning to pack lighter so maybe not an issue... If you can't tell, I REALLY like this bike. (Message edited by xl1200r on December 09, 2013) | ||
| Pwnzor |
Ugh.... looks even worse in that last picture without the bags on it. Different strokes, I guess. | ||
| Xl1200r |
lol - that picture is a different bike. | ||
| Torquehd |
I think batman, ironman, a motorcycle, and an unnecessary tailpipe all got into a high-speed accident. | ||
| Mr_grumpy |
I reckon the designer woke up in the middle of the night & started drawing, after having the mixed seafood platter. Still, he must have done something right, we're talking about it. | ||
| Oldog |
The Italians certainly have a flare for style like it or not, I wont comment, ( I have hard bags on my 1125 ) angular is the current trend till it goes back toward rounded | ||
| Jaimec |
It looks better to me than that new Kawasaki Z1000. That thing looks like it came straight from a Japanese manga. | ||
| Sifo |
The Italians certainly have a flare for style like it or not, They certainly do. IMO Ducati has better stylists though. Guzzi also has some good stylists IMO. MV and Aprilia, not as much. Reluctant acceptance from them is growing on me over the years though. | ||
| Court |
>>>The Italians certainly have a flare for style like it or not . . . depending on who owns M. V. Agusta at the time. Ever since Count Giovanni Agusta died in 1927 . . it's a bit of a crap shoot as to if they'll be around and who will own them. But . . . I put the F1 Series Oro on my list as one of the most gorgeous bikes ever made and . . . well, unlike Ducati, they've never been owned by Burger King.
http://en.wikipedia.org/wiki/MV_Agusta#Since_1999 | ||
| Teeps |
Water, valve adjustment, final drive chain and more electronics than is needed, put it behind the Moto Guzzi in my book. But, otherwise it looks really good visually and on the spec sheet. | ||
| Xl1200r |
I did the maintenance comparison thing when I got my 1125, and again when I went from the S3 to the Triumph. The Buells that I've owned all needed fork maintenance at short intervals (later ones are better) and , and any air cooled models stills needs a chain adjustment for the primary, so what do you really gain? Don't get me wrong, I've loved all of my buells, but the 'simple' air cooled models always required more attention than the 1125 or my current Triumph. BTW, I read that the MV has 60 liters of saddlebag storage, so 30 per, which is very good. They look much bigger from certain angles. Nearest dealer for me is no further than the neatest triumph dealer (and probably similar for EBR). And when you're crossing the middle of nowhere Montana, it doesn't much matter if there are 36 dealers in the country (like MV) or 360, none of them are nearby haha. | ||
| Sifo |
I kind of hear what you are saying about service. The XB certainly has more bullet points of service with the primary stuff, but they are also very simple and quick to perform. Checking the valves on my Sprint ST OTOH, is a lot of work for that one bullet point. If any actually need adjustment, it's a lot more work. In short, I can do primary chain and clutch adjustments MANY times in the time it takes to adjust valves once. Even accounting for the shorter service intervals on the XB, it's less work in the long run IMO. | ||
| Strokizator |
The looks don't bother me and the 800cc triple is likely good fun but a wheelbase under 56" doesn't say "touring" to me. | ||
| Xl1200r |
Sifo, I agree, I just think water cooling is a non issue and the electronics don't often fail anymore. I would trade primary chain for final chain maintenance, and almost double the fork rebuild interval for valve checks/adjustments. Its not all 1:1, but not as a big of a deal. Trust me, I was nervous making the leap. The 1125 was my first bike that wasn't a sportster based engine. Strok - it is short, but I've toured from New York to Ohio on an 1125CR (54"), New York to California on an S3T (55") and New York to Georgia on an XB12R (52"). I've never had a problem with any and new chassis designs are really amazing. | ||
| Jaimec |
Speaking of final drive chains, I WAS a little disappointed the 1190RXes don't have an optional belt final drive... | ||
| Sifo |
Chain final drive does kind of suck on anything with touring in the label IMO. I really hate dealing with the mess when on the road. The short wheel base wouldn't bother me at all. I never really ride with a passenger though. Sport touring with an emphasis on sport is just fine with me. At 800 cc I'm not sure many people are going to load it down with gear for two and ride two up. That's becoming the realm of bikes with close to twice that displacement. I'm really hoping Triumph is taking notice of this bike!  Water cooling vs. air cooling... Either is fine by me. I think water tends to win with the hp to cc ratio, but I really don't mind having a bit more displacement to get the desired power from an air cooled engine like the XB does. Many will never understand why a 1200 cc engine only develops a touch over 100 hp. That's not my problem though. | ||
| Rocket_in_uk |
Court, that is old news. With respect, you need to let it go. Source, Financial Times. The story. In August 2010 Claudio Castiglioni, a motorcycle aficionado and serial entrepreneur, bought back the iconic Italian motorcycle brand MV Agusta from Harley-Davidson. It was the third time in 20 years he had owned MV Agusta, a high-end brand that enjoyed huge success in races from the 1950s to the 1970s. He had twice relinquished this prize asset because of financial difficulties in the Castiglioni-owned portfolio of companies. Mr Castiglioni had revived other motorcycle brands such as Ducati, and he hoped it would be third time lucky with MV Agusta. The challenge. The financial crisis had hit an already declining motorcycle market and MV Agusta’s sales had fallen sharply. The company’s financial situation was dire. In 2009 it had revenues of just €30m and by the year-end it was losing €3.5m a month. Unsold inventory had reached €22m because customers were reluctant to buy MV Agusta bikes while the company’s survival was in question. MV Agusta had to delay payments to suppliers, which were rapidly losing patience with the manufacturer. The situation became even tougher when the charismatic Mr Castiglioni died in mid-2011, leaving his son Giovanni to try and turn their vision into reality. The strategy. Claudio Castiglioni had assembled a strong management team to oversee a turnround. His son’s strong sales and marketing background made him a suitable chief executive and, crucially, Claudio had persuaded Massimo Bordi, the celebrated motorcycle engineer who had helped him revive Ducati, to leave his CEO position at Same-Deutz-Fahr and join MV Agusta in late 2010. The immediate priority on taking ownership was to improve the company’s finances, so the directors began weekly meetings to monitor revenues and working capital. Within weeks they had laid off 60 of the 250 employees and cut incentives and bonuses. These were unusual steps in the Italian automotive industry but possible because of the workforce’s low unionisation and deep commitment to the brand. These were bikes made by fans for fans. The directors also set ambitious medium-term financial goals. MV Agusta aimed to sell more than 7,500 bikes by 2012, and generate total revenues of €75m, with a 10 per cent operating profit margin. MV Agusta decided to maintain its traditional sport motorbike focus and introduced a powerful new €23,000 Supersport race bike. But the turnround would actually hinge primarily on new, cheaper three-cylinder models, the F3 and the Brutale 675. The company cut its Italian dealers from 100 to 80 and rebuilt its overseas distribution network to focus on high-potential markets such as Australia, China, South Africa and Brazil (where it started production with a local partner in 2011). Giovanni Castiglioni opted for a niche marketing strategy that emphasised the brand’s speed and racing heritage, its premium pricing and its Italian design and performance. In addition, celebrity customers such as actors Tom Cruise, Brad Pitt, Angelina Jolie and former Formula One world champion Michael Schumacher were pictured in magazines with their new bikes. The results. The new F3 was very well received by the press and customers. At the end of 2010 monthly losses were €1.5m and by March 2011 the company was breaking even. The new models, including the Brutale 675, were ready for the spring 2012 season. The company had total sales in 2012 of €70m, with operating profits in the mid-single digits in millions of euros: below target, but still a dramatic turnround. The lessons. MV Agusta’s management relied on their previous experience with the brand, but were not afraid to adapt to tougher financial conditions. While keeping the essence of the brand and focusing on high-quality product development, they introduced greater financial discipline to cope with the impact of the crisis. | ||
| Rocket_in_uk |
Less than 500lbs wet + Sporty chassis + Competent engine + saddle bags = middleweight sport tourer : ) Plus, the frames are different between the two, so I'm not sure it's just a Rivale iteration. I have read it's a new platform, more or less. Yes the frame is said to be wider across the seat area, and yes I may have embellished the Touring bike a little by saying it's a kitted out Rivale when it's actually a purpose built sports tourer, but it is a Rivale underneath somewhere given it's essentially a modular platform. And I bet it does breath fire! But yes you're perhaps more correct than I and I promise to pay better attention to MV's new models (well they do come along like buses these days ). Apologies. I trust you've visited MV's web? Rocket in England | ||
| Aesquire |
Love the tech, unsure on the style. Sifo, I get your point. Power delivery, the torque curve, is important. I think 800 should be plenty. Not a Gold Wing, mind you. 2 up and trailer? Not so much. It would do me fine, but "Sport Tourers Don't Sell Here". What's the price tag? ( I'm keeping Buttercup, but a guy can look.....  | ||
| Sifo |
It would do me fine, but "Sport Tourers Don't Sell Here". I seriously wonder what a sport bike that is easily set up for one up touring would sell like. Well, you would have to make some compromises to make it comfortable. It sounds like an appealing idea to me. It also sounds like a great daily commuter bike. Bags big enough to lock up a helmet would be nice to have. I don't know if this bike fits that criteria. Yes an 800 would be plenty, especially if it's not tuned like a race bike. Seems like 800 triples are the latest greatest thing with a lot of new bikes right now.  | ||
| Xl1200r |
Rocket - I'm GLUED the MV site, waiting for pricing and all... I don't fault them at all for the bike being somewhat modular, but I don't think much aside from the engine and general engineering approach are shared, could be wrong, though. Sifo - The chain is a little bit of a pain on a long trip, but remembering to just spray it down at the end of every day or two, or at a lunch stop is generally enough, especially if you keep it up during normal around town, day to day riding. Aesquire/Sifo - as far as the engine, without having ridden one, I think it should be fine as well. Based on my bike, this one makes the same power, is down on torque by around 25% but it's also down on weight by about the same, so my math says it should feel a tick quicker. The F3 is making 25hp more, so I'm assuming they've tuned it for low-end response. Sport bikes set up for touring don't sell unless they double their weight, displacement and price. What you're describing is an S3T - look how that did. Or things like a VFR800 which is barely being kept alive with a nearly meaningless update next year. I think this MV bridges a lot of gaps because it's light, small and has a much smaller engine than most tourers (of any flavor), but packs all of the bells and whistles and electronic goodies (and then some). Passenger accommodations are dubious for more than a day trip and the luggage capacity wouldn't support two people, anyway, so this MV is roughly what your talking about aside from the upright seating position. I'm still smitten. |
9] on August 6, 2010, Harley-Davidson announced that it had concluded the sale of MV Agusta to Claudio Castiglioni and his wholly owned holding company, MV Agusta Motor Holding, S.r.l.