Motorcycle specifications MV-Agusta950 LXP Orioli 2024 Glamour in the mud

with its new LXP, MV-Agusta is truly entering the trail segment. Until now, its presence has been assured by the Turismo Veloce, a sporty crossover more akin to a Sport-GT than an off-roader. Heralded by the Lucky Explorer 9.5 concept, the LXP Orioli has a lot going for it, as well as a very forward-looking appearance.

No design surprises compared to the prequel. MV-Agusta has only removed the flanges protecting the brake discs, tweaked the lower fairing and increased the size of the silencer. Otherwise, it's an impeccable follow-up, with an imposing profile worthy of an Africa Twin and a real measure of off-road ability. It doesn't forget the name of the prototype that preceded it: the words "Lucky Explorer" appear on the handlebar grips. Strangely, the LXP lacks the usual sensuality of Varese machines. Which seems normal after all: the brand is targeting a completely different clientele, one that loves dust rather than red carpets.

By moving up a gear, the three-cylinder gains in power, but above all in torque and availability. Whereas the 800 of the Turismo Veloce offers almost 8.6 mkg at 8,500 rpm, this new 931 cm3 changes the game with 10.4 mkg, obtained 1,500 rpm earlier. 85% of this muscle is available from 3,000 rpm. In terms of power, the gain is less significant but still very comfortable, with 124 bhp at 10,000 rpm, a gain of 14 horsepower and a power peak also reached at a lower rpm (- 1,000 rpm). Weighing just 57 kg, this powertrain sets the LXP on a course for first-rate performance, somewhere between the responsiveness of its 900 rivals and the strength of the larger frigates in the higher segment.

The engine benefits from the engineers' attention to detail, with a general overhaul of the crankcases, lubrication and cooling systems; accompanied by improved ignition, gearbox (still removable) and reduced vibrations. Equipped with 4 valves per cylinder and double ACT, the triple retains its originality with a counter-rotating crankshaft and DLC-coated cams. Piston bore is increased by 2 mm and stroke by 5.9 mm - again, the emphasis is clearly on torque.

The LXP is the first MV-Agusta of the modern era not to be built on the traditional tubular steel trellis frame connected to aluminum plates. Instead, it uses the inherent double-cradle steel frame. In fact, it's the most suitable for trail-enduro use. No central beam, but a perimeter design with optimized wall thickness to contain weight. The steel rear frame is removable, and the swingarm is aluminum. For suspension, Sachs was chosen to supply a 48mm inverted fork and monoshock. No semi-active management; both are manually adjustable in all directions and offer a substantial 210 mm of travel. Not bad at all. Combined with a ground clearance of 230 mm, the 950 "Lucky Xplorer Project" won't be afraid to venture off the beaten track. All the more so as the tires are not afraid to dredge up unmade roads. The superb Excel Takasago spoked wheels are 21" at the front and 18" at the rear, with tires that are revealingly thin: 90 and 150 mm. By choosing Bridgestone AX41s as original equipment, this MV confirms its desire to explore the fragrance of trails and tracks.

as for braking, the LXP has pulled out all the stops. With two 320 mm discs and Brembo Stylema 4-piston radial-mount calipers, it has nothing to envy an F3 800 RR. The rear will be happy enough with a 2-piston caliper to bite the 265 mm disc.
All this is controlled by cornering ABS... but not all the time. The rider can choose to deactivate it completely or only on the rear wheel. What's more, it features specific functions for off-road riding.

Electronics keep a watchful eye on the brakes, and in many places. Like all modern motorcycles, the LXP is no slouch when it comes to technological extras. There's a 6-axis inertial unit, 4 riding modes (Urban - Touring - Off-Road - Custom All-Terrain), cruise control, Keyless keyless entry, all LED lighting, anti-stoppie, 2-stage engine braking, Up&Down shifter, launch control (sporty heritage) and 5-way adjustable traction control. 2 of these are suitable for road use, 2 for off-road use and one for rain or poor conditions.
As for the interface, it's all on a large 7-inch TFT HD color display. The layout is sober, clear, almost academic, with two display themes and sub-menus for setting the grinding wheel parameters or viewing the various data. Of course, connectivity is present, with a Bluetooth module and Wi-Fi to connect the smartphone and the in-house MV Ride app. A small metal bar above the screen is ideal for attaching a navigator or other accessory. The Mobisat device is also included to geolocate the motorcycle in the event of theft (subscription offered for the 1st year).

But some elements are more important in everyday life. The Italian manufacturer has not forgotten the practicality and needs of a trail bike, with some items fitted as standard. These include handguards, a rear pack carrier, crash bars, a large engine cowling, small additional headlamps, a height-adjustable seat (850 mm or 870 mm), a center stand, a folding shifter and rigid aluminum trekking-type panniers (39 and 32 liters).
Between all this and the specificities of the bike's chassis, MV-Agusta has fitted a lot of equipment and some luxurious peripherals, but hasn't seen fit to install heated grips. At this price level, this is incomprehensible.

MV-Agusta has the intangible habit of presenting its new models in a high-end special series before declining it in a more affordable version. The LXP is no exception, except that new MV models are usually called ORO. The trail bike takes a different tack by appropriating the name of a famous Italian racer: Edi Orioli. A four-time Dakar winner, including two with Cagiva (MV-Agusta's other identity), he was one of the finest rally-raid drivers of the 90s.
Orioli will sign each of the 500 models on the tank - which will be sold at a knock-down price.

We can console ourselves with the presence of a dedicated kit, including a certificate of authenticity, a protective cover and a Termignoni titanium sports exhaust with carbon-fiber tip. All of which adds up to a sound gain and 4 kilos on the scales. The LXP Orioli drops from 224 kg to 220 kg. A standard weight for the category, equivalent to that of a Ducati DesertX or Honda Africa Twin. In terms of prestige, however, the MV is not on the same level.

M.B - Manufacturer's photos