The story
Founded by Giovanni Agusta on Jan 19, 1945, in Samarate.1
History
1943–1945: From idea to mass production
The genesis of the Agusta company came in the early 20th century. Count Giovanni Agusta left Sicily for northern Italy, where he built his first aircraft, the AG.1, four years after the Wright brothers had made history in the US.
The First World War, which demonstrated the prospects of aviation, prompted Agusta to be decisive. In 1923, in the town of Samarate, he founded the Costruzioni Aeronautiche Giovanni Agusta S.A. (usually shortened to Agusta) aircraft factory. He died in 1927 at the age of 48, leaving his life's work to his wife Giuseppina and his sons, Domenico, Vincenzo, Mario and Corrado.
Aircraft orders were plentiful and business generally went well until 1945, when provisions of the peace treaty that ended World War II (reiterated in the Paris Peace Treaties, 1947), forbid Italy from producing aircraft. Acting quickly to save their business and their employees' jobs, the Agustas turned to an idea formulated by Count Domenico Agusta during the war. Domenico believed that the business could best be diversified and made peaceful by commencing the production of motorcycles, which would be needed by a country gutted by war.
On January 19, 1945, in the town of Cascina Costa (near the Malpensa airport near Milan), a private company, Meccanica Verghera S.r.l., was registered. Using an engine that had been prepared by August 1943—a 98 cc single-cylinder two-stroke with a two-stage gear box—and spare parts obtained from the black market to bypass shortages, a prototype motorcycle was constructed. The prototype was exhibited to the press in late October 1945 at a dealership on Via Piatti in Milan. It was light motorcycle with a steel tube rigid frame, a girder fork, 19-inch wheels, and a gas tank marked with a large M and V. It was initially called "Vespa 98" before being renamed to "MV 98" to avoid confusion with the Vespa motorscooter produced by Piaggio.
The MV 98 was first produced en masse in 1946. Two versions were sold to consumers: Economica, based on the prototype presented a year earlier, and Turismo, distinguished by the presence of a three-speed gearbox and a rear suspension. The Turismo proved to be so overwhelmingly popular that before long, the Economica was discontinued. In 1946, about 50 units were produced.
1945–1980: Agusta family period
Count Domenico Agusta had a passion for mechanical workings and for motorcycle racing. Much like Enzo Ferrari, the Agusta family produced and sold motorcycles almost exclusively to fund their racing efforts. So soon after the start of production of its first model MV 98, the company launched its own factory racing program.
The date of the first MV Agusta race is unknown, but the first victory was delivered by Vicenzo Nincioni in the road race held in La Spezia on October 6, 1946. Just a week later, he took the third place in Valenza, where the first place was also taken by the MV racer Mario Cornalea. On November 3, in Monza, MV racers Vicenzo Ninconi, Mario Cornalea and Mario Paleari occupied the entire podium for the first time in MV racing history.
In the end of 1946, a special racing motorcycle was assembled at the factory in Caschina Costa. Its main advantages over the serial model 98 were a telescopic fork and a plunger type rear suspension. The frame remained a simple tubular (closed type) and was shortened by 50 mm to improve the handling. The handle bar was narrowed and the rearsets were moved back to make a sportier riding position. The two-stroke engine was improved by enlarging the cylinders ports, raising the compression ratio and installing a new 20 mm horizontal carburetor. The number of gears was increased from two to three. As a result, the power increased to 5 hp at 5,400 rpm, and the maximum speed increased to 95 km/h.
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Soon almost all of these improvements were also applied on the production model MV 98. By that time, the capacity of 98 cc was no longer relevant in racing world, which had become more organized and moved on to the classic 125, 250 and 500 cc categories.
In 1947, MV Agusta went to the Milan Trade Fair with a number of new features. In addition to a "Luxury" version of the 98, the two-cylinder, two-stroke 125 cc bikes and the 250 cc single-cylinder 4T bikes appeared.
Technical characteristics of the MV Agusta 250 Turismo were regular for those times. Its single-cylinder engine with compression ratio 6.0:1 produced 11 hp at 4,700 rpm allowing the motorcycle to speed up to 110 km/h. Only 100 units of the MV 250 Turismo were produced within three years.
The model with a 125 cc two-stroke twin engine had a very similar design to the MV 98. The only differences were a four-speed gearbox and two cylinders instead of one. This model was well received by the press as well as by the audience of many motorcycles shows. However this model didn't go to serial production mainly because its high price. Instead of this model MV Agusta launched a more affordable 125 Turismo, which was the result of the development of the original MV 98. It was powered by a 123.5 cc (53 × 56 mm) single-cylinder engine shoving out 4.8 hp and equipped by a girder fork.
Together with the 125 Turismo, MV introduced 125 Corsa designed for national and world championships. The power increased up to 9 hp. Its steel trellis frame, fabricated from thinner tubing, helped to reduce the weight from 75 to 55 kg. Two friction dampers had been added. And both wheels were replaced with 21-inch ones in accordance with the technical regulations of the races.
The bike was good enough to help Franco Bertoni to win the 1948 Grand Prix of Nations at Monza. In the 1949 season, the 125 cc, or ultra-light weight class, gained new prestige. More motorcycle manufacturers were competing in the inaugural world championships that were held in Switzerland, Netherlands and Italy. The Mondial 125 cc DOHC design dominated the 1949 season.
In the end of 1949, Count Domenico Agusta invited two key professionals from Gilera – Piero Remor, who designed Gilera's four-cylinder 500cc racing motorcycle, and Arturo Magni, who was the chief mechanic of the Gilera's racing team. So they repeated a 500 cc four-cylinder engine and designed a racing model with 125 cc DOHC single-cylinder engine. The MV's first 500 – a Gilera clone – made its race debut at Spa-Francorchamps in July 1950, just six months after Remor had put pen to paper in MV's Cascina Costa race shop. After a short twenty-minute run on the factory test bench, ex-Gilera rider Arcisco Artesiani managed a creditable fifth on the untested and ungainly MV 500. His race average speed of 160.66 km/h was impressive, but the remainder of the season proved difficult and the MV failed to live up to expectations. Artesiani's third place at Monza in the Nations Grand Prix was the highlight of the 1950 season, and Artesiani finished eighth overall in the World Championship.
The MV's first racing success came later with the 125cc DOHC four-stroke engine. The 1950 season and 1951 season were development years. Racing efforts only produced a fifth-place finish at the Dutch TT in 1950. The 1951 results were only slightly better. The 1952 season saw the introduction of telescopic forks, full width alloy brake hubs and a sleek fuel tank on the 125 cc race bike. Britain's Cecil Sandford piloted the new MV 125 to a 1952 Isle of Man TT victory and went on to win MV Agusta's first world championship. And in September that year Leslie Graham made Count Agusta the happiest man alive by winning MV's first 500 cc Grand Prix, on the hallowed asphalt of Monza, beating Gilera's Umberto Masetti by 58 seconds. Giuseppe Commendatore Gilera was so incensed that he lodged a protest, claiming MV's engine was oversize. It wasn't.
In 1952, the Agusta factory started building helicopters under licence to American manufacturer Bell. And aviation once again became fundamental to the Count's business. Although MV Agusta continued to sell small numbers of exotic road bikes, from this moment on racing was a hobby for Count Domenico. Helicopters made him a fortune, which he spent on racing. Aviation technology also served him well on the racetrack. His Grand Prix bikes were constructed using the same high-tech casting, forging and machining techniques used in the manufacture of his helicopters.
At that time MV product line-up consisted of motorcycles and scooters with two-stroke engines, with a capacity from 98 to 150 cc. But people who lived in mountainous areas always preferred four-stroke engines because of their torque. So Remor was tasked to design a four-stroke road model.
At the end of 1952, the MV Agusta 175 was released in two versions: CST and CSTL. It was their first production machine with a four-stroke engine. The unit construction single-cylinder engine was designed with an overhead camshaft for high performance. The chain-driven camshaft operated the valves via rocker arms, which were closed by hairpin valve springs. The engine was inclined forward at 10° and manufactured in alloy and a bore and stroke of 59.5 × 62 mm. This model had a frame of a double loop design using tubes for the front sections and pressed steel members at the rear. The engine was used as a stressed member. Suspension was telescopic forks at the front and a swinging arm at the rear. The 175 CST was equipped with separate saddles and 17" wheels, the CSTL (Turismo Lusso) had 19" wheels and a "long seat" (dualseat) fitted. The 175 CST weighed 103 kg and figured top speed of 100 km/h.
In less than a year MV Agusta introduced a sportier version 175 CS with a larger carburetor (22 mm instead of 18 mm), a higher compression ratio, a larger cylinder head with bigger fins, aluminum wheel rims and plenty of glossy red paint. Its 175 cc one-cylinder engine produced 11 hp at 6700 rpm, giving a 115 km/h top speed. This model featured lower handlebars, a more sporty riding position and a beautifully sculpted fuel tank that quickly earned it the unofficial nickname "Disco Volante" (English: flying saucer) as, viewed from the front, the tank shape was reminiscent of a flying saucer.
In July 1954, MV began offering a very limited-availability racing model 175 CSS (Super Sport). The engine was further turned from the CS model, including higher compression ratio and a larger carburetor, to produce 15 hp at 8,800 rpm. Cycle parts were the same as the CS model, except it was fitted with Earles forks.
In 1955, MV Agusta designed the 175 CSS-5V for the 175 cc Formula Sport Derivata race series. The "Squalo" (English: shark), as it was generally known, had a lighter frame based on that used on the works racers, larger brakes, a magneto, Earles forks and a five-speed gearbox. The bike became the part of motorcycle racing history thanks to the first victory of young Mike Hailwood, the future nine-time world champion. Mike won his first ever race on one of these machines bored out to 196 cc in a 200-cc class race at Oulton Park in 1957. Around 200 of the model were manufactured between 1954 and 1957.
The 175 cc engine became famous not only in road racing. From 1955 to 1958, MV also produced off-road racing motorcycles. But, perhaps, the most unexpected option manufactured in the same years was the trike Motocarro with a load capacity of 300 kg.
Unfortunately the 175 cc family had a considerable drawback. In fact, the flip side of its advantages. After all, the motorcycle was designed by the racing engineer, who spent the best part of his life following the rule brilliantly formulated by Ferdinand Porsche: "The perfect racing car crosses the finish line first and subsequently falls into its component parts". Four-stroke 175-cc MV Agusta engines were distinguished by excellent dynamics at that time, but not durability. They were even given the nickname "Fragile Diamonds". In addition, the upper camshaft complicated the procedure for cleaning carbon deposits, which was required several times a season due to the quality of oil and fuel. Therefore, for the new 125cc motorcycle, which was supposed to replace two-stroke models, a simplified version of the four-stroke engine was developed, with pushrods operating the valves.
The model debuted in 1954 in two versions: Turismo Rapido (6.5 hp) and Rapido Sport (7.5 hp). The chassis was similar to the 175-cc models (although the first units used a fully tubular frame, it was soon replaced by the same mixed design as the 175 CST), but a radical improvement appeared on the Rapido Sport was a hydraulically damped telescopic fork.
Now Italian engineers were ready to take the next step: to increase capacity up to 250 cc. In the fall of 1956, the company introduced the 250 Raid. Its name seemed to hint: the toys were over, it was time to go on a long journey – at least across Europe (the name was chosen by voting among dealers of the brand). Technically, the motorcycle became the development of a 125-cc model: a single-cylinder four-stroke overhead valve (OHV) engine, a four-speed gearbox, a duplex frame closed through the crankcase of the power unit. Of course, everything was done much more solidly, so the dry weight of the motorcycle increased from 102 to 160 kg. As a result, 14 hp engine could hardly power this bike to 115 km/h. In addition, the motorcycle looked like a clone of the junior models, with no hints of its high status. All of that generated low demand. In 1959, in an attempt to recover the poor sales of the 250, the company introduced a 16-hp 300-cc version. Army and police purchased a small number of these motorcycles in respective versions, but the overall sales were far from brilliant. As a result, the success hoped for was not realized with only 544 250-cc machines and about 500 300-cc machines being produced.
Trying to completely rid the brand of the dubious fame of "fragile diamonds", the company's engineers completely redesigned the lubrication system by the 1959 season: they installed a high-performance oil pump, a centrifugal oil filter, and increased the volume of the pan. The main new MV Agusta 125 TRE advertising message was focused on its reliability and assured 100,000 km mileage without any problems, for which the model was nicknamed "Centomila" (English: one hundred thousand).
In 1958, responding to the new Italian Road Law (Italian: Codice della strada), which closed highways for motorcycles of 125 cc or less, the company released a 150-cc version of the MV Agusta 150 RS (Rapido Sport). Its 10 hp engine accelerating the motorcycle up to 110 km/h, allowed it to stay in the stream (the most popular car of those times – the Fiat 500 – had a lower maximum speed). The same engine, detuned to 7 hp, was also installed on the small three-wheeled scooter Centauro. This machine with a load capacity of 350 kg already had a cab.
In 1957, MV produced a cheaper version of the 175-cc engine with a camshaft located in the engine block. Later in 1959, this engine bored up to 232 cc became a heart of a new motorcycle – Tevere (English: Tiber). In fact, the 11 hp Tevere was a more dynamic and less affordable version of MV Agusta 150 RS, so the model was discontinued soon. But the 232-cc engine itself, equipped with forced cooling, was produced until 1968, to complete the Trasporto Tevere cargo scooter.
A new family of ultralight (only 83 kg for basic version) Checca motorcycles debuted in 1960 to replace the Ottantatrè model. Technically Checca was similar to the 125-cc Centomila, but with a scaled parts. The basic version GT was equipped with an 83-cc 4 hp engine, an upper level GTE version had a 99-cc 5.15-hp engine and the Sport version had a 99-cc 6.5-hp engine. In 1962, the family was supplemented the GTL version with a 125-cc 5.5-hp engine. The family was in production for totally 9 years, however it had no big commercial success.
The 1958 Italian Road Law (Italian: Codice della strada) defined a new category "ciclomotore": a two- or three-wheeled vehicle with engine capacity 50 cc or less and speed 40 km/h or less. Italian motorcycle industry saw in the new law an opportunity to attract younger riders’ audience. MV Agusta from its side presented Liberty family in 1962. In fact, it was the same Checca, but even more lightweight and simplified, with a 47.7-cc 1.5-hp engine at 4,500 rpm. An interesting fact that sales of the Liberty Sport version significantly exceeded the sales of the basic Liberty Turismo.
After the 1957 season, the Italian motorcycle manufacturers Gilera, Moto Guzzi and Mondial jointly agreed to withdraw from Grand Prix competition due to escalating costs and diminishing sales. Count Agusta originally agreed to withdraw, but then had second thoughts. MV Agusta went on to dominate Grand Prix racing, winning 17 consecutive 500-cc world championships. Count Agusta's competitive nature drove him to hire some of the best riders of the time, including Carlo Ubbiali, John Surtees, Mike Hailwood, Giacomo Agostini, Phil Read, and the best engineers, in particular Arturo Magni. The three- and four-cylinder race bikes were known for their excellent road handling. The fire-engine red racing machines became a hallmark of Grand Prix racing in the 1960s and early 1970s.
In the early 1960s, MV Agusta decided to return to offroad sport (at the end of the 1950s, MV racers were successful in enduro races, including in the famous Six Days race). A new 125 Regolarita was created by order of Fiamme Oro team. The model was equipped with a 125-cc engine boosted up to 12.5 hp and a five-speed gearbox. Traditionally light MV frame was reinforced with a lower subframe, becoming closed. 19-inch wheels got offroad tyres. This motorcycle became successful, so tens such motorcycles were also sold amateur racers. Moreover, a five-speed gearbox has become standard for 125-cc and 150-cc road motorcycles since 1966, the factory line-up was supplemented by the Scrambler version.
The main MV premiere at the 1965 EICMA Milan Motorcycle Show was the flagship model 600 with an inline-four 590-cc engine. Such significant novelty put the all new two-cylinder line-up on the background. Most probably it happened also because of the new two-cylinder motorcycles had a regular look, very similar to the previous motorcycles.
The MV Agusta 250 B (Bicilindrica) had a 247 cc (53 × 56 mm) four-stroke parallel twin engine, a battery ignition system, two carburetors and a five-speed gearbox. Its 19 hp were enough to achieve 135 km/h. But the price was too high, and the characteristics were not the most impressive, which is why by the end of 1970 the total number of released three versions barely reached 1,452 units, and the model gave way to another generation, a much more successful MV Agusta 350 B with engine bored out to 349 cc.
Motorcycles MV Agusta became more advanced, with modern electrical equipment and improved suspensions. At the same time MV Agusta kept the look of its motorcycles almost unchanged. Meanwhile, the 1960s became a turning point in motorcycle design world, and other Italian companies set new design excellence standards not supported by MV Agusta with its motorcycles' look "from the 1950s". The first significant design improvement became only in 1970, however it was not well accepted by customers and the second change became in 1971. The changes included elongated gas tanks, front forks without covers, low handlebars, saddles with a "hump".
The new MV Agusta 125 Sport entered the market in 1974. Now, the design was one step ahead! The straightened lines that were just coming into fashion reflected the trend set a year earlier by the prototype MV Agusta 350 Ipotesi. Even the fins and the crankcase got square-shape. Some of the motorcycles were equipped with a Grand Prix type fairing. Technical advantages included fully enclosed, fully tubular duplex frame, front disc brake and electronic ignition system.
Racing history
Race wins (1948–1976)
The name of MV Agusta became popular in 1948 when Franco Bertoni won the 125 cc in the Italian Grand Prix. By that time MV Agusta adopted the commercial slogan: "Racing experience at the service of mass production".
The manufacturer won its first world championship in 1952 with Cecil Sandford in the 125 cc class. Starting a domination in all classes, MV Agusta won the 125 cc, 250 cc, 350 cc and 500 cc titles simultaneously in 1958, 1959 and 1960. The Italian manufacturer made an impressive streak conquering all 500 cc class riders' championships between 1958 and 1974.
MV Agusta retired from Grand Prix racing at the end of the 1976 season, having won 270 Grand Prix motorcycle races, 38 World Riders' Championships and 37 World Constructors' Championships with legendary riders such as Giacomo Agostini, Mike Hailwood, Phil Read, Carlo Ubbiali, Gary Hocking and John Surtees.
MotoGP World Championship
MV Agusta won the following world titles:
500 cc class (John Surtees, Gary Hocking, Mike Hailwood, Giacomo Agostini, Phil Read)
1956, 1958 to 1974
350 cc class (John Surtees, Gary Hocking, Mike Hailwood, Giacomo Agostini)
1958, 1959 to 1961, 1968 to 1973
250 cc class (Carlo Ubbiali, Tarquinio Provini)
1956, 1958 to 1960
125 cc class (Cecil Sandford, Carlo Ubbiali)
1952, 1955, 1956, 1958 to 1960
MotoGP World Constructors' Champions
500 cc class
1956, 1958, 1959, 1960, 1961, 1962, 1963, 1964, 1965, 1967, 1968, 1969, 1970, 1971, 1972, 1973
350 cc class
1958, 1959, 1960, 1961, 1968, 1969, 1970, 1971, 1972
250 cc class
1955, 1956, 1958, 1959, 1960
125 cc class
1952, 1953, 1955, 1956, 1958, 1959, 1960
Isle of Man Tourist Trophy
MV Agusta also won races in the famous Tourist Trophy. Giacomo Agostini made his Tourist Trophy debut in 1965 in the junior class on an MV 350 three-cylinder and finish third. He participated in 16 TT races, all on MV Agustas, he won the race 10 times, retired three times and was on the podium in the other races. He completed a senior-junior double in 1968, 1969, 1970 and 1972. Mike Hailwood won the Tourist Trophy on an MV Agusta four times, three in senior class and one in junior class. John Surtees turned to MV Agusta in 1956 and won the senior class. In 1958, he finished the junior and senior classes in first position, a feat he repeated in 1959. He also won the 1960 edition. MV Agusta won the Tourist Trophy 34 times.
Return to racing
Although there were no factory racing efforts, independent ("privateer") teams were racing the F4 750. In 2003 Big Show Racing of Chicago, Illinois, USA, fielded an F4 750 in the Formula USA, Daytona International Speedway 200 Mile Team Challenge. The team placed second overall with riders Larry Denning and Aaron Risinger piloting the bike.
In 2004 the company made a semi-official return to racing, backing the MV Agusta Deutschland team in the IDM German Superbike championship: Jörg Teuchert claimed two wins riding a F4 1000S, marking the company's return to a victory since Agostini's 1976 German Grand Prix win.
In 2005 the racing activities were expanded to the FIM Superstock 1000 Cup with Italian teams EVR Corse and Gimotorsports.
MV Agusta won the Italian Superstock Championship in 2006 with Luca Scassa, 30 years after its last title (Agostini's 1976 500cc Italian Championship). In 2008 Scassa won the Italian Superbike Championship on a factory-backed machine from the racing department in Schiranna, Varese Italy.
Team Fast by Ferracci entered two F4s for Luca Scassa and Matt Lynn in the 2007 AMA Superbike Championship season.
The company planned its return to racing for the 2008 Superbike World Championship season: Carl Fogarty's English-based Team Foggy Racing was going to run the team; However the project was aborted due to a lack of sponsorship.
In 2013 two MV Agusta F4-RR were entered by Grant Racing in the British Superstock Championship.
The MV Agusta F3 675 competed in the 2013 Supersport World Championship season with two bikes managed by Team ParkinGO; Roberto Rolfo and Christian Iddon rode the bikes achieving three podiums.
In 2014 MV Agusta made the official return to racing establishing the MV Agusta Reparto Corse works team, managing both World Superbike and Supersport activities.
In 2018 it was announced that MV Agusta would return to Grand Prix racing as well with Forward Racing in Moto2. The new bike will begin testing in July for a return to racing in the 2019 season. It will be the first time since 1976 that MV Agusta will have an entry on the grand prix entry list when it dropped out due to financial difficulties.
In November 2018, Stefano Manzi and Dominique Aegerter were announced as the team's two riders in the manufacturer's return to Grand Prix racing.
The new bike also features a new engine package built for it. The aging Honda CBR600RR inline-4 engine – which had been used since the inaugural Moto2 season back in 2010 – was replaced by a 765 cc (46.7 cu in) triple cylinder engine developed by Triumph Motorcycles based on the Street Triple RS 765.
Classic product history
Classic street models (1946–1980)
98 cc 1946–1949
125 twin 1947
125 3-speed 1948–1949
125 TEL 1949–1954
125 CSL scooter 1949–1951
250 1947–1951
125 Motore Lungo 1950–1953
125 CGT scooter 1950–1952
500 Turismo 1950
Ovunque scooter 1951–1954
150 1952–1953
175 CS 1953–1959
Pullman 1953–1956
125 Turismo Rapido 1954–1958
48 moped 1955–1959
Super Pullman 1955–1958
300 twin 1955
250 Raid and 300 Raid 1956–1962
Ottantatre 83 cc 1958–1960
175 AB 1958–1959
125 TREL. Centomila 1959–1963
150 4T 1959–1970
Chicco scooter 1960–1964
235 Tevere 1959–1960
Checca ( 83 cc, 99 cc, 125 cc ) 1960–1969
Liberty 50 cc 1962–1969
Germano 50 cc 1964–1968
Arno 166 GT 1964–1965
125 GT-GTL 1964–1973
125 Regolarità 1965–1970
250B 1968–1971
600 tourer
750 GT
750SS
750 Sport (drum brake) 1972–1974
750 Sport (disc brake) 1974
750 Sport America 1975–1978
850SS
MV Agusta 350B Sport 1970–1974
350 Ipotesi 1975–1977
125 Sport 1975–1980
Race models (1946–1976)
98/125 two-stroke 1946–1949
125 Bialbero 1950–1960
125 Monoalbero 1953–1956
125 disc valve 1965
175 CSS-5V 1954–1960
175 Bialbero 1952–1958
203 Bialbero 1955
220 Bialbero 1955
250 Monocilindrica Bialbero 1956–1959
250 Bicilindrica 1959–1961
350 four 1954–1964
350 twin 1957
350 six 1957
350 three 1965–1973
350 six 1968
350 four 1972–1976
500 four 1950–1966
500 three 1966–1973
500 four 1973–1976
500 six 1957–1958
Modern product history (from 1998)
MV Agusta Rivale
Rivale (2013)
Limited editions
Rivale Urban Camo (2014)
MV Agusta Dragster
Dragster 800 (2014)
Dragster 800 RR (2015)
Dragster 800 RR SCS (2020)
Dragster 800 Rosso (2020)
Limited editions
Dragster 800 RC (2017) [350 total]
Dragster 800 RR LH44 (2018) [144 total]
Dragster 800 RR Pirelli (2019)
Dragster 800 RR America (2019) [200 units]
Dragster 800 RC SCS (2021)
MV Agusta Stradale 800
Stradale 800 (2015)
MV Agusta Turismo Veloce 800 cc
Turismo Veloce (2015)
Turismo Veloce Lusso (2018)
Turismo Veloce Lusso SCS (2018)
Turismo Veloce 800 Rosso (2020)
Limited editions
Turismo Veloce RC (2017) [250 total]
Turismo Veloce RC SCS (2019) [250 total]
MV Agusta RVS#1
RVS#1 (2019)
MV Agusta Superveloce
Superveloce 800 (2020)
Superveloce 800 (2021)
Limited editions
Superveloce 800 Serie Oro (2020) [300 total]
Superveloce 800 Alpine (2020) [110 total]
Superveloce 800 Ago (2021) [311 total]
Superveloce 1000 Serie Oro (2022) [500 total]
Superveloce 1000 Ago (2025) [83 total]
MV Agusta Rush 1000
Limited editions
Rush 1000 (2020) [300 total]
From Wikipedia’s article on MV Agusta, shared under CC BY-SA 4.0.4