Source: Cycle World
[[{“value”:”The MV Agusta Turismo Veloce (“fast tourer”) was introduced to MV’s sportbike-centric lineup in 2015 as a way to reach customers outside of the sportbike and naked bike world. (Jeff Allen/)If you’ve ever broken your dominant hand and been forced to take up tasks like writing or brushing your teeth with the other, you’ll understand what MV Agusta was up against when it launched the Turismo Veloce in 2015. Since transitioning from building airplanes in the early 1900s to motorcycles in 1945, the company has built a legacy on performance-first motorcycles designed mostly for the racetrack. It is a company that knows sportbikes, and even if there’s a “sport” in the Turismo Veloce’s sport-touring description, this is not a sportbike. This is a bike that must be capable of many aspects of motorcycling—not just going fast.The first-generation Turismo Veloce showed the awkwardness that comes with trying something new, but subtle evolutions for the 2021 model year helped MV pump added comfort and versatility into the package—all without losing what made the bike an MV. With the continued evolution of the sport-touring category through bikes like the Yamaha Tracer 9 GT+ and Suzuki GSX-S1000GX+, we figured it was time to revisit the package and see if it still felt like MV was writing with its left hand. And is there enough here to make the Turismo Veloce a worthwhile consideration when shopping against newer competition?Related: 2021 MV Agusta Turismo Veloce First LookThere are sporty bones behind that tall windscreen and 34-liter saddlebags. Notice the thick, but low-mounted seat, a big improvement that came as part of the 2021 model year update. Centerstand is a nice touch for a touring bike too. (Jeff Allen/)A Closer Look at the BikeAs with any good sport-touring machine, the Turismo Veloce is like an Olympic athlete who’s shown up to a game of pickup ball in baggy clothes. There’s chiseled and purposeful muscle behind the fairings, but the relaxed stance and comfort-first features remind you that today is not the day for being too serious. Emphasis on “too,” because this remains an MV Agusta and it would be sacrilegious for engineers to venture far from the world of performance, style, and raw aggression.The 2021 model year updates were short and simple. Seat height was dropped from 33.5 inches to 32.7 inches, a taller windscreen was added, and the seat foam was made thicker for long-range enjoyment. Electronics were fully modernized while the engine, updated for Euro 5 emission standards, was reworked for reduced frictional losses. Other engine-related changes included a new exhaust and higher-pressure injection system that modestly impacted power and torque curves.Despite the long suspension and big side bags, the Turismo Veloce looks lean and mean. Just visible are the pockets of space underneath the passenger seat and below the subframe. Space creates an appearance of lightness, and it works here. (Jeff Allen/)When strapped to Cycle World’s in-house Dynojet 250i dynamometer, this Turismo Veloce produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm.We should clarify that this “Fast Tourer” is actually a Turismo Veloce Lusso SCS ($25,598), which is offered alongside the more exotic-looking RC SCS ($27,998). Both come with MV’s Smart Clutch System, a centrifugal automatic clutch elegantly displayed behind the Turismo Veloce’s clear clutch cover like a winner’s trophy propped up in a trophy case. This is MV saying, “Yeah, we’re proud of that.”Automatic and semi-automatic transmissions have increased in popularity over the years (read about Honda’s E-clutch here, Yamaha’s Y-AMT system here, and BMW’s ASA transmission here), but MV has been working on its Smart Clutch System with US-based Rekluse for years. This technology enables the Turismo Veloce to be ridden in a fully manual mode with the clutch lever or as an automatic that only requires you to work the electronically assisted, bidirectional quickshifter, but not touch the clutch lever when you leave or come to a stop.Related: How Much Power Does the 2023 MV Agusta Turismo Veloce Lusso SCS Make?While you can’t see the meat of the MV’s Smart Clutch System (the expander disc), the company has done a great job of bringing attention to the clutch with a glass cover that’s easy on the eyes. (Jeff Allen/)Clutch action is managed via MV Agusta’s engine control management system, which uses algorithms to control the system’s expander disc. Those algorithms reference lookup tables that have been developed gear by gear, rpm by rpm, and by varying throttle position, not to mention how fast the throttle is opened or closed. In short, the system is quite advanced, at least from an electronics standpoint.Mechanically, SCS is not as complex as it sounds. The only truly unique piece is Rekluse’s EXP disc—a thick, centrifugally activated friction disc that houses weighted wedges and engagement springs. As throttle is applied and revs pick up, those wedges are flung along ramps, overcoming the engagement springs and engaging the clutch’s main plates. Somewhat importantly, Rekluse has since moved to a system with rolling contacts (versus wedges) for better durability, smoother power delivery, and a more natural clutch feel.There’s just something about a single-sided swingarm. How about those slash-cut mufflers too? The only thing in this picture we’re not fans of are the Bridgestone Battlax Sport Touring T32 tires, which don’t match the sporty performance of the bike. (Jeff Allen/)The rest of the Lusso SCS is a mix of high-end hardware and proven components borrowed from other MV models. This contributes to the bike’s sporty personality while also hinting at the company’s smaller size and need for intense resourcefulness. It’s easy to look and feel like a sportbike when the bulk of your hardware comes from…a sportbike. Think MV’s potent Brutale naked bike.Generously sized 34-liter side bags and the aforementioned windscreen bring the sport/touring balance back to a comfortable middle ground, plus you have semi-active Sachs suspension front and rear, with a generous 6.3 inches of travel up front and 6.5 inches out back. Additional electronics include lean-angle-sensitive traction control (eight levels plus off), cornering ABS, heated grips (three levels plus off), and four ride modes, including a Custom mode with adjustments for Gas Sensitivity (Low, Normal, High), Max Torque Engine (Full Power, Low Power), Engine Brake (Normal, Low), and Engine Response (Fast Response, Slow Response). Suspension is adjustable between Medium, Soft, and Hard, with base settings for a single rider (1), rider with luggage (2), two riders (3), and two riders with luggage (4). Other niceties include cruise control, a small storage cubby near the handlebar, and dual USB ports just below the 5.5-inch TFT display, which has Bluetooth connectivity for smartphone connections.Related: 2024 Yamaha Tracer 9 GT+ First RideSachs electronic suspension has three levels of adjustment and can also be tuned to accommodate a combination of rider, rider with luggage, or rider with passenger and luggage. (Jeff Allen/)Ergonomics and ComfortWe’d talk more about the cutesy storage compartment and other little features, but honestly, the compartment is too small to be practical and is covered by a flimsy plastic door that doesn’t match the bike’s price tag. This along with clunky saddlebag latches and a loose saddlebag key cylinder were unfortunate finds over the course of our time with the bike.The rest of Turismo Veloce Lusso SCS is as premium as the “luxury” name suggests. The exposed steel trellis frame, slash-cut mufflers, and single-sided swingarm are visible reminders that this is an exotic Italian machine. They also help the Turismo Veloce stand out from less exotic competition. MV is well versed in designing bikes that grab your attention, and that’s very much the case here.The 34-liter side bags fit a full-face helmet and are quite impressive in terms of their storage ability. Fit and finish is a touch less impressive. (Jeff Allen/)In addition to having a more aggressive look than bikes like the angular, but still very Japanese GSX-S1000GX+, the Turismo Veloce has a relatively sporty rider triangle highlighted by moderately high and rearward footpegs. That, in conjunction with a tall handlebar make it a dedicated but comfortable mount for longer days in the saddle. The one-hand adjustable screen does an excellent job of managing turbulent air, even if it almost makes you claustrophobic with how far it extends toward the rider. This is better described as an oddity than a nuisance, and overall wind protection is great given the bikes’ compact dimensions, with limited helmet buffet at highway speeds.The next bit will probably matter much less, but we found it hilarious that the aggressively shaped tailsection flows air directly toward your butt, so much so that you can feel the cold air on your backside. Personal air conditioning, anyone?Related: 2024 Suzuki GSX-S1000GX+ First Ride ReviewThe many lines of a Turismo Veloce. (Jeff Allen/)Engine PerformanceThe benefits of a mid- to large-displacement inline-triple have been covered ad nauseam in the motorcycling space, but it’s worth saying once again; there’s almost no better engine platform for a bike that’ll be tasked with everything from commuting to highway miles to backroad carving. Not only does this triple, with its raspy intake noise, sound absolutely brilliant as you whack the throttle, but it offers that near-perfect balance of low-end grunt and top-end performance, with a beautifully flat torque curve. Yes, the powerplant is technically detuned when compared to the similarly spec’d, 798cc triples elsewhere in MV’s lineup, but we never needed more power. That might only change if you do more two-up riding with bags loaded to the gills. Put simply, you will not be disappointed in this engine.The riding position is all-day comfortable, though clearly has some overlap with MV’s sportbike lineup thanks to the use of common hardware. (Jeff Allen/)You will probably have questions (concerns?) about that Smart Clutch System, as many motorcyclists do when it comes to semi-automatic transmissions. Our experience was extremely positive, however.If you’re really trying, you can get the system to lurch ever so slightly at parking lot speeds, but the benefits when riding from stoplight to stoplight are impossible to ignore. Unfortunately, while MV Agusta talks about being able to use the clutch lever if you want, the sensation at the lever is firm and unnatural. This is partly why we referenced Rekluse’s newer EXP 4.0 system, which is intended to address all of the little things we noticed, including engagement and throttle response. The other note is that there are wear points on the previous-gen, wedge-equipped expansion disc, something that’s worth understanding if you intend to own the bike. We weren’t able to long-haul test it here.MV’s 798cc triple is a gem and lots of fun. Wheelies don’t come natural with the bike’s Smart Clutch System, but the front still picks up with ease when rider aids are turned off. (Jeff Allen/)HandlingHandling is another area where the Turismo Veloce shows signs of briefly interrupted greatness. The bike is agile and wears the bones of its sportbike siblings proudly, that rock-solid chassis offering great midcorner composure. The suspension, however, was only really up to the task when set to the Hard setting and with the base electronics set for two-up riding with bags. And while that offered the support we were looking for in almost all conditions, it made us wonder how far out of the ballpark things would be if we were doing a proper tour with our significant other and had the bike weighed down.One thing that’s not up for debate is the lackluster performance of the Bridgestone Battlax Sport Touring T32 tires, which don’t come close to matching the bike’s sporty potential when up in the canyons. We pride ourselves on getting the most out of a testbike without riding too fast on public roads, but even at this reasonable pace the tires would skitter across the asphalt while giving very little understanding of what was happening at the contact patch. Confidence inspiring? Not exactly. And especially frustrating when the Turismo Veloce has a chassis that’s as communicative as you’d ever want it to be. There’s a lot of potential behind those few small quirks.Agility and chassis feedback are great as the pace picks up. The only limitation we experienced was with the Turismo Veloce’s sport-touring rubber. Notice the tall fairing, which offers solid wind protection. (Jeff Allen/)Electronics, Controls, and Creature ComfortsThe story is the same as you delve into the electronics; there’s depth to this package, but it’s not perfect. For example, the majority of the TFT display is well laid out and easy to navigate, but the fuel indicator is quite small and the low fuel warning is a dim yellow text that doesn’t shout, “Hey, you should look at me!”The interweaving of good and bad continues. Standard, multilevel heated grips are excellent, but cruise control adjustments require an extra confirmation compared to the very easy-to-adjust systems that have a simple +/- that helps you adjust speed almost immediately. Speaking of, the speedometer on our testbike was 10 mph high—enough that we had to download a GPS app to compare speeds. Regardless of how insignificant it might seem to do a little math while riding, these small irregularities point to a more quirky overall package.ABS intervention isn’t as refined as you might expect for a modern machine, and while MV might make arguments for having a pit speed limiter button on the bar (switch gear is borrowed from MV’s sportier machines), the reality is that it highlights how this bike is just as much a conglomeration of available parts as it is a dedicated sport-touring machine that MV has poured blood, sweat, and tears into perfecting.Buttons for cruise control and speed limiter. We used the former much more frequently than the latter. (Jeff Allen/)Final ThoughtsThe rather lengthy list of quirks is not to suggest that we didn’t enjoy our time with the Turismo Veloce Lusso SCS. In fact, it quickly became one of our favorite bikes for commuting and weekend rides. The engine is a beautiful combination of character and performance, the bike is agile and lively (read: fun around town), and even in the less racy Lusso SCS trim, it’s an absolutely gorgeous piece of equipment. That’s without factoring in the Smart Clutch System which was an absolute treat to have while commuting.The other half of the Turismo Veloce’s switch gear. (Jeff Allen/)The Turismo Veloce’s quirks do set a tone though. Some might write that off as Italian charm, while others will be frustrated by the last bit of roughness that should have been buffed out when building a “luxury” sport-tourer.Perhaps the bigger story is that, in the Turismo Veloce, you are getting a sport-touring bike that puts more emphasis on sport than is the norm, and a bike that is a lot of fun to ride in a wide range of situations—proof that MV Agusta can write with its left when it needs to.A lot of neat details on the Turismo Veloce Lusso SCS, like these hand guards with integrated turn signals. We’re big fans of having hand guards on anything with touring in the description. (Jeff Allen/)2023 MV Agusta Turismo Veloce Lusso SCS Specs
MSRP:
$25,598
Engine:
DOHC, liquid-cooled three-cylinder; 12 valves
Displacement:
798cc
Bore x Stroke:
79.0 x 54.3mm
Compression Ratio:
12.3:1
Transmission/Final Drive:
6-speed/chain
CW Measured Horsepower:
98.3 hp @ 11,010 rpm
CW Measured Torque:
55.31 lb.-ft. @ 8,530 rpm
Fuel System:
PGM-FI w/ 47mm throttle body
Clutch:
Wet, SCS 3.0 Radius CX
Engine Management/Ignition:
Electronic
Frame:
Steel tube trellis w/ aluminum swingarm pivot plates
Front Suspension:
Semi-active Sachs 43mm inverted fork; 6.3 in. travel
Rear Suspension:
Semi-active Sachs single shock, spring preload adjustable; 6.5 in. travel
Front Brake:
4-piston caliper, floating 320mm discs, w/ cornering ABS
Rear Brake:
2-piston caliper, 220mm disc, w/ cornering ABS
Wheels, Front/Rear:
Aluminum; 17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:
Bridgestone Battlax Sport Touring T32; 120/70-17 / 190/55-17
Rake/Trail:
NA/4.3 in.
Wheelbase:
56.9 in.
Ground Clearance:
5.5 in.
Seat Height:
32.7 in.
Fuel Capacity:
5.7 gal.
CW Measured Wet Weight:
528 lb.
Availability:
Now
Contact:
mvagusta.com
Whether you’re headed up the mountain, down the highway, or around town, the Turismo Veloce is never out of place. It’s stylish, has a perfectly smooth torque curve, and is plenty accommodating thanks to the upright bar and tall windscreen. (Jeff Allen/)GearboxHelmet: Shoei X-FifteenJacket: Alpinestars GP Plus R V3 RideknitPants: Alpinestars Copper V3Gloves: Alpinestars GP Tech V2Boots: Alpinestars SP-2″}]]
Full Text:
[[{“value”:”
The MV Agusta Turismo Veloce (“fast tourer”) was introduced to MV’s sportbike-centric lineup in 2015 as a way to reach customers outside of the sportbike and naked bike world. (Jeff Allen/)
If you’ve ever broken your dominant hand and been forced to take up tasks like writing or brushing your teeth with the other, you’ll understand what MV Agusta was up against when it launched the Turismo Veloce in 2015. Since transitioning from building airplanes in the early 1900s to motorcycles in 1945, the company has built a legacy on performance-first motorcycles designed mostly for the racetrack. It is a company that knows sportbikes, and even if there’s a “sport” in the Turismo Veloce’s sport-touring description, this is not a sportbike. This is a bike that must be capable of many aspects of motorcycling—not just going fast.
The first-generation Turismo Veloce showed the awkwardness that comes with trying something new, but subtle evolutions for the 2021 model year helped MV pump added comfort and versatility into the package—all without losing what made the bike an MV. With the continued evolution of the sport-touring category through bikes like the Yamaha Tracer 9 GT+ and Suzuki GSX-S1000GX+, we figured it was time to revisit the package and see if it still felt like MV was writing with its left hand. And is there enough here to make the Turismo Veloce a worthwhile consideration when shopping against newer competition?
Related: 2021 MV Agusta Turismo Veloce First Look
There are sporty bones behind that tall windscreen and 34-liter saddlebags. Notice the thick, but low-mounted seat, a big improvement that came as part of the 2021 model year update. Centerstand is a nice touch for a touring bike too. (Jeff Allen/)
A Closer Look at the Bike
As with any good sport-touring machine, the Turismo Veloce is like an Olympic athlete who’s shown up to a game of pickup ball in baggy clothes. There’s chiseled and purposeful muscle behind the fairings, but the relaxed stance and comfort-first features remind you that today is not the day for being too serious. Emphasis on “too,” because this remains an MV Agusta and it would be sacrilegious for engineers to venture far from the world of performance, style, and raw aggression.
The 2021 model year updates were short and simple. Seat height was dropped from 33.5 inches to 32.7 inches, a taller windscreen was added, and the seat foam was made thicker for long-range enjoyment. Electronics were fully modernized while the engine, updated for Euro 5 emission standards, was reworked for reduced frictional losses. Other engine-related changes included a new exhaust and higher-pressure injection system that modestly impacted power and torque curves.
Despite the long suspension and big side bags, the Turismo Veloce looks lean and mean. Just visible are the pockets of space underneath the passenger seat and below the subframe. Space creates an appearance of lightness, and it works here. (Jeff Allen/)
When strapped to Cycle World’s in-house Dynojet 250i dynamometer, this Turismo Veloce produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm.
We should clarify that this “Fast Tourer” is actually a Turismo Veloce Lusso SCS ($25,598), which is offered alongside the more exotic-looking RC SCS ($27,998). Both come with MV’s Smart Clutch System, a centrifugal automatic clutch elegantly displayed behind the Turismo Veloce’s clear clutch cover like a winner’s trophy propped up in a trophy case. This is MV saying, “Yeah, we’re proud of that.”
Automatic and semi-automatic transmissions have increased in popularity over the years (read about Honda’s E-clutch here, Yamaha’s Y-AMT system here, and BMW’s ASA transmission here), but MV has been working on its Smart Clutch System with US-based Rekluse for years. This technology enables the Turismo Veloce to be ridden in a fully manual mode with the clutch lever or as an automatic that only requires you to work the electronically assisted, bidirectional quickshifter, but not touch the clutch lever when you leave or come to a stop.
Related: How Much Power Does the 2023 MV Agusta Turismo Veloce Lusso SCS Make?
While you can’t see the meat of the MV’s Smart Clutch System (the expander disc), the company has done a great job of bringing attention to the clutch with a glass cover that’s easy on the eyes. (Jeff Allen/)
Clutch action is managed via MV Agusta’s engine control management system, which uses algorithms to control the system’s expander disc. Those algorithms reference lookup tables that have been developed gear by gear, rpm by rpm, and by varying throttle position, not to mention how fast the throttle is opened or closed. In short, the system is quite advanced, at least from an electronics standpoint.
Mechanically, SCS is not as complex as it sounds. The only truly unique piece is Rekluse’s EXP disc—a thick, centrifugally activated friction disc that houses weighted wedges and engagement springs. As throttle is applied and revs pick up, those wedges are flung along ramps, overcoming the engagement springs and engaging the clutch’s main plates. Somewhat importantly, Rekluse has since moved to a system with rolling contacts (versus wedges) for better durability, smoother power delivery, and a more natural clutch feel.
There’s just something about a single-sided swingarm. How about those slash-cut mufflers too? The only thing in this picture we’re not fans of are the Bridgestone Battlax Sport Touring T32 tires, which don’t match the sporty performance of the bike. (Jeff Allen/)
The rest of the Lusso SCS is a mix of high-end hardware and proven components borrowed from other MV models. This contributes to the bike’s sporty personality while also hinting at the company’s smaller size and need for intense resourcefulness. It’s easy to look and feel like a sportbike when the bulk of your hardware comes from…a sportbike. Think MV’s potent Brutale naked bike.
Generously sized 34-liter side bags and the aforementioned windscreen bring the sport/touring balance back to a comfortable middle ground, plus you have semi-active Sachs suspension front and rear, with a generous 6.3 inches of travel up front and 6.5 inches out back. Additional electronics include lean-angle-sensitive traction control (eight levels plus off), cornering ABS, heated grips (three levels plus off), and four ride modes, including a Custom mode with adjustments for Gas Sensitivity (Low, Normal, High), Max Torque Engine (Full Power, Low Power), Engine Brake (Normal, Low), and Engine Response (Fast Response, Slow Response). Suspension is adjustable between Medium, Soft, and Hard, with base settings for a single rider (1), rider with luggage (2), two riders (3), and two riders with luggage (4). Other niceties include cruise control, a small storage cubby near the handlebar, and dual USB ports just below the 5.5-inch TFT display, which has Bluetooth connectivity for smartphone connections.
Related: 2024 Yamaha Tracer 9 GT+ First Ride
Sachs electronic suspension has three levels of adjustment and can also be tuned to accommodate a combination of rider, rider with luggage, or rider with passenger and luggage. (Jeff Allen/)
Ergonomics and Comfort
We’d talk more about the cutesy storage compartment and other little features, but honestly, the compartment is too small to be practical and is covered by a flimsy plastic door that doesn’t match the bike’s price tag. This along with clunky saddlebag latches and a loose saddlebag key cylinder were unfortunate finds over the course of our time with the bike.
The rest of Turismo Veloce Lusso SCS is as premium as the “luxury” name suggests. The exposed steel trellis frame, slash-cut mufflers, and single-sided swingarm are visible reminders that this is an exotic Italian machine. They also help the Turismo Veloce stand out from less exotic competition. MV is well versed in designing bikes that grab your attention, and that’s very much the case here.
The 34-liter side bags fit a full-face helmet and are quite impressive in terms of their storage ability. Fit and finish is a touch less impressive. (Jeff Allen/)
In addition to having a more aggressive look than bikes like the angular, but still very Japanese GSX-S1000GX+, the Turismo Veloce has a relatively sporty rider triangle highlighted by moderately high and rearward footpegs. That, in conjunction with a tall handlebar make it a dedicated but comfortable mount for longer days in the saddle. The one-hand adjustable screen does an excellent job of managing turbulent air, even if it almost makes you claustrophobic with how far it extends toward the rider. This is better described as an oddity than a nuisance, and overall wind protection is great given the bikes’ compact dimensions, with limited helmet buffet at highway speeds.
The next bit will probably matter much less, but we found it hilarious that the aggressively shaped tailsection flows air directly toward your butt, so much so that you can feel the cold air on your backside. Personal air conditioning, anyone?
Related: 2024 Suzuki GSX-S1000GX+ First Ride Review
The many lines of a Turismo Veloce. (Jeff Allen/)
Engine Performance
The benefits of a mid- to large-displacement inline-triple have been covered ad nauseam in the motorcycling space, but it’s worth saying once again; there’s almost no better engine platform for a bike that’ll be tasked with everything from commuting to highway miles to backroad carving. Not only does this triple, with its raspy intake noise, sound absolutely brilliant as you whack the throttle, but it offers that near-perfect balance of low-end grunt and top-end performance, with a beautifully flat torque curve. Yes, the powerplant is technically detuned when compared to the similarly spec’d, 798cc triples elsewhere in MV’s lineup, but we never needed more power. That might only change if you do more two-up riding with bags loaded to the gills. Put simply, you will not be disappointed in this engine.
The riding position is all-day comfortable, though clearly has some overlap with MV’s sportbike lineup thanks to the use of common hardware. (Jeff Allen/)
You will probably have questions (concerns?) about that Smart Clutch System, as many motorcyclists do when it comes to semi-automatic transmissions. Our experience was extremely positive, however.
If you’re really trying, you can get the system to lurch ever so slightly at parking lot speeds, but the benefits when riding from stoplight to stoplight are impossible to ignore. Unfortunately, while MV Agusta talks about being able to use the clutch lever if you want, the sensation at the lever is firm and unnatural. This is partly why we referenced Rekluse’s newer EXP 4.0 system, which is intended to address all of the little things we noticed, including engagement and throttle response. The other note is that there are wear points on the previous-gen, wedge-equipped expansion disc, something that’s worth understanding if you intend to own the bike. We weren’t able to long-haul test it here.
MV’s 798cc triple is a gem and lots of fun. Wheelies don’t come natural with the bike’s Smart Clutch System, but the front still picks up with ease when rider aids are turned off. (Jeff Allen/)
Handling
Handling is another area where the Turismo Veloce shows signs of briefly interrupted greatness. The bike is agile and wears the bones of its sportbike siblings proudly, that rock-solid chassis offering great midcorner composure. The suspension, however, was only really up to the task when set to the Hard setting and with the base electronics set for two-up riding with bags. And while that offered the support we were looking for in almost all conditions, it made us wonder how far out of the ballpark things would be if we were doing a proper tour with our significant other and had the bike weighed down.
One thing that’s not up for debate is the lackluster performance of the Bridgestone Battlax Sport Touring T32 tires, which don’t come close to matching the bike’s sporty potential when up in the canyons. We pride ourselves on getting the most out of a testbike without riding too fast on public roads, but even at this reasonable pace the tires would skitter across the asphalt while giving very little understanding of what was happening at the contact patch. Confidence inspiring? Not exactly. And especially frustrating when the Turismo Veloce has a chassis that’s as communicative as you’d ever want it to be. There’s a lot of potential behind those few small quirks.
Agility and chassis feedback are great as the pace picks up. The only limitation we experienced was with the Turismo Veloce’s sport-touring rubber. Notice the tall fairing, which offers solid wind protection. (Jeff Allen/)
Electronics, Controls, and Creature Comforts
The story is the same as you delve into the electronics; there’s depth to this package, but it’s not perfect. For example, the majority of the TFT display is well laid out and easy to navigate, but the fuel indicator is quite small and the low fuel warning is a dim yellow text that doesn’t shout, “Hey, you should look at me!”
The interweaving of good and bad continues. Standard, multilevel heated grips are excellent, but cruise control adjustments require an extra confirmation compared to the very easy-to-adjust systems that have a simple +/- that helps you adjust speed almost immediately. Speaking of, the speedometer on our testbike was 10 mph high—enough that we had to download a GPS app to compare speeds. Regardless of how insignificant it might seem to do a little math while riding, these small irregularities point to a more quirky overall package.
ABS intervention isn’t as refined as you might expect for a modern machine, and while MV might make arguments for having a pit speed limiter button on the bar (switch gear is borrowed from MV’s sportier machines), the reality is that it highlights how this bike is just as much a conglomeration of available parts as it is a dedicated sport-touring machine that MV has poured blood, sweat, and tears into perfecting.
Buttons for cruise control and speed limiter. We used the former much more frequently than the latter. (Jeff Allen/)
Final Thoughts
The rather lengthy list of quirks is not to suggest that we didn’t enjoy our time with the Turismo Veloce Lusso SCS. In fact, it quickly became one of our favorite bikes for commuting and weekend rides. The engine is a beautiful combination of character and performance, the bike is agile and lively (read: fun around town), and even in the less racy Lusso SCS trim, it’s an absolutely gorgeous piece of equipment. That’s without factoring in the Smart Clutch System which was an absolute treat to have while commuting.
The other half of the Turismo Veloce’s switch gear. (Jeff Allen/)
The Turismo Veloce’s quirks do set a tone though. Some might write that off as Italian charm, while others will be frustrated by the last bit of roughness that should have been buffed out when building a “luxury” sport-tourer.
Perhaps the bigger story is that, in the Turismo Veloce, you are getting a sport-touring bike that puts more emphasis on sport than is the norm, and a bike that is a lot of fun to ride in a wide range of situations—proof that MV Agusta can write with its left when it needs to.
A lot of neat details on the Turismo Veloce Lusso SCS, like these hand guards with integrated turn signals. We’re big fans of having hand guards on anything with touring in the description. (Jeff Allen/)
2023 MV Agusta Turismo Veloce Lusso SCS Specs
MSRP:
$25,598
Engine:
DOHC, liquid-cooled three-cylinder; 12 valves
Displacement:
798cc
Bore x Stroke:
79.0 x 54.3mm
Compression Ratio:
12.3:1
Transmission/Final Drive:
6-speed/chain
CW Measured Horsepower:
98.3 hp @ 11,010 rpm
CW Measured Torque:
55.31 lb.-ft. @ 8,530 rpm
Fuel System:
PGM-FI w/ 47mm throttle body
Clutch:
Wet, SCS 3.0 Radius CX
Engine Management/Ignition:
Electronic
Frame:
Steel tube trellis w/ aluminum swingarm pivot plates
Front Suspension:
Semi-active Sachs 43mm inverted fork; 6.3 in. travel
Rear Suspension:
Semi-active Sachs single shock, spring preload adjustable; 6.5 in. travel
Front Brake:
4-piston caliper, floating 320mm discs, w/ cornering ABS
Rear Brake:
2-piston caliper, 220mm disc, w/ cornering ABS
Wheels, Front/Rear:
Aluminum; 17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:
Bridgestone Battlax Sport Touring T32; 120/70-17 / 190/55-17
Rake/Trail:
NA/4.3 in.
Wheelbase:
56.9 in.
Ground Clearance:
5.5 in.
Seat Height:
32.7 in.
Fuel Capacity:
5.7 gal.
CW Measured Wet Weight:
528 lb.
Availability:
Now
Contact:
mvagusta.com
Whether you’re headed up the mountain, down the highway, or around town, the Turismo Veloce is never out of place. It’s stylish, has a perfectly smooth torque curve, and is plenty accommodating thanks to the upright bar and tall windscreen. (Jeff Allen/)
Gearbox
Helmet: Shoei X-Fifteen
Jacket: Alpinestars GP Plus R V3 Rideknit
Pants: Alpinestars Copper V3
Gloves: Alpinestars GP Tech V2
Boots: Alpinestars SP-2
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