Motorcycle specifications MV-Agusta950 Enduro Veloce 2025 Boots, dresses and mascara

the dirt barely had time to sink into the rims of the LXP Orioli before MV-Agusta presented a more affordable version: the 950 Enduro Veloce. Here, in the face of arid elements, against the odds, braving an armada of trails firmly established in the touring-off-road landscape, the new Italian Scorpion presents itself with conviction. And a wish: to combine the sportiness of the Meccanica Verghera with the breath of adventure.

The Enduro Veloce is a confident motorcycle. Strong, tall and cut like a rock, it's a far cry from the slenderness of its Turismo Veloce cousin. Its size places it close to the Africa Twin, 1200 Multistrada and Tiger 12. Very streamlined, its design has been guided by aerodynamics and an omnipresent desire for protection. The design is undeniably sophisticated. But at no point does it exude the suavity inherent in an MV-Agusta. Fortunately, the historical color scheme reminds us of the parent company.

This county places great importance on a high-end image. That's why, whatever the expedition, the Enduro Veloce has to be glamorous. You can feel it subtly, even if it's less obvious than on the LXR Orioli, and you have to get past its wrestling physique.

Like the initiator and premium version, this MV-Agusta surprises with its choice of frame. No trellis or chainrings, as has been de rigueur in Varese for the past 25 years. No, the technique opts for a double-cradle steel perimeter assembly, much better suited to soft terrain. The rear frame can be dismantled, the swingarm is made of aluminum, and the suspension is just as good. A beautiful 48 mm inverted fork, with all the appropriate adjustments and 210 mm of travel. Apart from the diameter, the rear shock absorber shares the same values.
High on legs, the Enduro Veloce! As you'd expect with this type of machine. The seat, perched at 870 mm, may be adjustable to 850 mm, but you'll still have to make an effort to get on board. But that's the price to pay for a decent ground clearance of 230 mm, and to avoid being tanked at the slightest bump.
The belly is protected by a shoe perfectly integrated into the line, but its material is not specified. A sheet of metal to protect against scratches or a piece of plastic for design?

How much does an Enduro Veloce weigh? 224 kg dry. The bike isn't particularly light; it won't be taken along like an 890 Adventure. And yet, it often thinks of stomping on branches in the middle of a track. Action? The wheels show their commitment, voluntary but limited, with 21-inch front and 18-inch rear wheels fitted with Bridg' A41s. The dimensions are those of a big enduro (90/90-21 and 150/70-18), not those of a behemoth trail-roader. Glamour: the rims are Excel Takasago, a benchmark in the field.
Braking is also beautifully crafted, with large hypersport Stylema calipers. The 4-piston monobloc jaws (check out the remarkable radial mounts) will put the 320 mm discs and road resistance to shame.

Powering this machine requires an engine worthy of it. The 3-cylinder is very present (in 800) in the MV range, and it's taken to another level for the LXP / Enduro Veloce. Bigger, more powerful and still very compact, the new 931 cm3 spits out a very comfortable 124 hp at 10,000 rpm. Above all, it delivers far more torque than the 800, with 10.4 mkg at 7,000 rpm, 85% of which is available from 3,000 rpm. Strength without the need to systematically hit the high revs is a much better match for the profile of this big trail bike.

The block retains some of the technical solutions of the 675 and 800 versions, with a counter-rotating crankshaft and a removable cassette gearbox. The block weighs just 57 kg, features DLC-coated camshafts, and is assisted by heavy-duty electronics. It's an MV, so it smells as much of driving aids as it does of circuit scent. Am I exaggerating? Take a look: this bike comes with a 4th-generation Up & Down EAS shifter, Launch Control and engine braking control (on 2 levels).

that's just the beginning. In the Enduro Veloce, four riding modes set the pace: Urban, Touring, Off-Road and Custom All-Terrain. A central inertial unit informs the on-board electronics to optimize assistance. These are quite advanced. Traction control has 8 intervention levels: 5 for road, 2 for off-road and the last for bad weather. It is even more sensitive, with the possibility of reacting according to the tire. The rider selects a profile based on Bridgsestone A41 or the one calibrated for AX41, and traction control reacts accordingly. For the more adept, it can be simply deactivated.
There's also cruise control, wheelie control, anti-stoppie and multi-mode cornering ABS. A TT setting with less action on the front, nothing on the rear; another road setting with ABS fully active; and the option of switching it off completely, but only on Riding Modes Off-Road and Custom All-Terrain.

To regulate all this, as well as keep an eye on the vital functions of this crabahuteur, a handsome 7-inch color TFT display comes to life before your very eyes. There are many graphic themes, many menus, even more information, and everything seems well arranged. The dashboard also supports Bluetooth and Wi-Fi. The MV Ride app lets you take interaction a step further. Last but not least, ignition is keyless, a dock houses two USB sockets (standard and C) and the controls are backlit.
Just above the electro-encephalogram, MV has provided a small metal bar for hanging a GPS or other trinket (Coyote, telebadge, St Andrew's Cross, mother-in-law's photo, bakchich for customs, etc.).

Whether it's the chassis, electronics, engine or equipment, it takes a lot from the LXP Orioli; but to make it more affordable, we had to cut back. As a result, the Enduro Veloce had to do without a number of items (most of which are available as optional extras). Bye bye suitcases, crash bars, studded tires, reinforced engine hoof, replica paintwork, additional headlights and a bonus box containing (among other things) the Akrapovic exhaust system.

That's it, MV-Agusta is entering the must-have GT/Off-Road trail segment. Just like everyone else. In wanting its share of the cake, the company has lost some of its grace, but not its pretensions. The Enduro Veloce will be very expensive for a 900, but we'd expect nothing less from MV.

M.B - Manufacturer's photos