MV Agusta Superveloce 1000 Serie Oro Test

The Lago di Varese, located in Lombardy in northern Italy, is a true paradise for motorcyclists. The picturesque landscape, the twisty roads, and the breathtaking views make this region a must-visit. Since the 90s, the masterpieces of MV Agusta have also been crafted here right on the lakeshore. This is exactly where my ride with the Superveloce 1000 Serie Oro begins. The test route runs along the shore of Lake Orta and then continues up Monte Mottarone, which I have tracked for you on Calimoto.

The Monte Mottarone rises majestically between Lake Maggiore and Lake Orta. With a height of 1,491 meters, it offers one of the best views in the entire region. On clearer days, like on our test day, you can see from its summit to the 4000-meter peaks of the Alps in the north and the sprawling Po Valley in the south, and there is a paved road leading all the way to the top. It winds up the mountain in countless twisties, repeatedly offering impressive views of the surrounding landscape. The route is varied and challenges both rider and machine. The hairpins and hairpin bends may not provide the perfect environment to exploit the strengths of the MV Agusta Superveloce 1000 Serie Oro, but they do offer an opportunity to reveal whether the noble steed can also be moved well in everyday life.

The MV Agusta Superveloce 1000 Serie Oro is not just a motorcycle; it is a dream on two wheels. At first glance, you get the feeling that MV Agusta has created something truly special here. The winglets, often carelessly attached on other bikes, are an integral part of the design. In an interview with chief designer Stephane Zach, I asked him about the unique design language that reminds me of aviation. He replied that he often hears this association, but during the development of the project, he actually looked back at MV Agusta's rich history, particularly the Tamburini era. He emphasizes that the winglets dominating the vehicle are not just a trend but have a very clear purpose on this motorcycle. While browsing through the MV Agusta history book, he found inspiration in the GP500 models that already used winglets in the 70s, albeit only for two laps in Spa. After that, the first winglets in racing history had to be removed because the engines were not powerful enough.

Here, I would like to preface by mentioning that Horvath has already written a very comprehensive introduction report on the Superveloce 1000 Serie Oro, which I hereby refer to. In the following lines, I would like to delve into the riding performance on country roads. Out of respect, awe, and a lack of financial means in case of an incident, I was riding at a leisurely pace compared to the potential of the Superveloce 1000. Such a rocket cannot be pushed to its limit on public roads anyway. Thus, what follows is a daily use test.

The semi-active Öhlins suspension is also a true masterpiece in the Superveloce 1000 Serie Oro. The setup is fundamentally aligned with the four riding modes. In Custom mode, all parameters can be individually adjusted if one is not satisfied with the default settings. On the country roads along our route, I was always well served with the Sport mode. The Superveloce Mille offers an incredibly direct feel for the front wheel. You feel like you are one with the road. At the same time, thanks to the electronics, you have more residual comfort in every situation than with conventionally adjustable suspensions like on the Superveloce 800 S, which I had the pleasure of riding the day before as a warm-up.

The riding modes – Rain, Sport, Race, and Custom – leave nothing to be desired. The Rain mode ensures smooth and safe riding in wet conditions, while the Sport mode offers the perfect balance between power and comfort. In Race mode, the Superveloce shows its full potential. In practice, the Sport mode is ideal; the throttle response in Race mode is more suited for the race track. On a connecting stretch on the tangential highway, I couldn't resist: from 150 km/h, the real fun begins. The bike feels incredibly stable, and the air cushion against the chest practically carries you. The sporty riding position makes you crave speed, especially on the twisty sections of the Autostrada. You can feel that this bike was built for high speeds. The test rider guiding me through Lombardy tells me over lunch that he took his left hand off the handlebar at 305 km/h on the oval in Nardo and sent a photo to the product manager. Stability is taken seriously at MV Agusta.

A special highlight is the adjustable swingarm on the MV Agusta Superveloce Serie 1000 Oro. Two different positions can be used to either put more pressure on the front wheel for better control over the front or more pressure on the rear wheel for better traction during acceleration. The two settings can be adapted in just a few minutes using a reversible aluminum plate on the left side of the bike.

To avoid falling into excessive praise, I also want to point out some weaknesses of the MV. On the one hand, the heat development at low speeds is quite significant, and on the other hand, the turning circle, as with all MV Agustas except for the Enduro Veloce, is comparable to that of a medium-sized tour bus. The enchantingly beautiful seat made of Alcantara and leather with stitched seams, on which I had the pleasure of sitting, is more convincing due to its high-quality appearance than long-distance comfort.

One thing right off the bat: The Superveloce 1000 Serie Oro "only" meets the Euro 5 standard and not the even stricter Euro 5+ norm. Nevertheless, it is incredible how freely the titanium exhaust system, specially developed by Akrapovic for the 1000cc, can deliver its magnificent sound. At low revs, you listen to a potent popping, which develops into a robust vibrato in the mid-range and culminates in a melodic scream in the five-digit range.

Analogous to the visual accompaniment, the grunt in the saddle provided by the four-cylinder engine can also be experienced. There is always enough power available, with hardly any mechanical noise. However, in extremely tight hairpins, like those found at Mottarone, you need to be a bit patient even in first gear until the inline-four rises from the low rev range. But then it takes off! The digital tachometer needle quickly climbs, and the thrust becomes increasingly forceful thanks to 16 radial titanium valves and DLC-coated cams. Over 10,000 RPM, a fireworks display is unleashed that is breathtaking even in these times of omnipresent V4 engines, culminating only at 14,000 RPM.

The engine electronics are state-of-the-art. The eight-level traction control naturally works depending on the lean angle, and the throttle response via ride-by-wire is finely tuned. I considered it sacrilege to try out the launch control. The lucky owners should test that themselves. Surprisingly, the Superveloce 1000 comes with an intuitive cruise control.

The Brembo braking system is absolutely top-notch. The 320 mm front discs and the radially mounted Stylema calipers provide powerful and precise braking performance. Here, the performance matches the purpose of this high-speed road sports bike perfectly. As a reference from the automotive world, MV Agusta has Porsche's GT3 in mind. An incredibly fast vehicle with a useful amount of practicality. The version of the Pirelli Diablo Supercorsa SP V4 tire, specially developed for the Superveloce, with a red stripe on the flank, gives the motorcycle an additional eye-catcher.