Memorable Motorcycle: MV Agusta 750S — Motorcycle USA

16 Мар 2015 | Author: | Комментарии к записи Memorable Motorcycle: MV Agusta 750S — Motorcycle USA отключены
MV Agusta 750 GT

Memorable Motorcycle: MV Agusta

After MV Agusta’s first attempt at a road-going 4, the former manufacturer released the 750S with an engine derived its GP bikes.

If you’re ever on or holiday in northern Italy, you well find yourself in Perhaps you will be heading to the beautiful Italian Alps and the of Lake Como, or to the southern of Switzerland. If so, keep an eye out for the E62 Autostrada.

take a diversion and wriggle way through the back streets of until you find yourself at one of the shrines of motorcycling: the home of Verghera Agusta Verghera the town where MV Agusta were made directly the war.

On the right there is a museum which is interesting but nothing special. Continue a little way and there, slightly lies one of the legendary sites of history: the Agusta factory. the buildings are drab 1930s’ units, but if you go down to the reception and ask you might, as I did, find who remembers the old race shop is to the left of the main gate. smiled the elderly guard. remember Agostini and the race

Through these gates, humble vassals visiting a Emperor, came some of the riders in motorcycle racing Taveri, Provini, Ubbiali, Hailwood, Agostini and Read all through the very same and then waited sometimes for days until Count Agusta granted them an

A clever starter motor worked as a generator, giving the more practicality for road

MV Agusta was not an ordinary motorcycle and Count Domenico was very far a conventional CEO. For a start, was not truly a motorcycle manufacturer at They were, almost a helicopter company.

Initially an builder, things were not with Agusta in the immediate war years for the rather simple that Italy had been for the wrong team in the five-year In order to keep his skilled in employment, the Count and his brother, decided to make bikes.

In this might seem to be an odd but it’s important to remember Gallarate is located. Thirty up the road is the world famous circuit one of the very few purpose-built tracks in the world in 1945. was just 13 miles away and the factory, with its unrivalled of multi-cylinder racing motorcycles, was 35 miles away.

Critically, FB which had so much influence on MV, was a spanner’s throw away in

All these factories cross-fertilized other and surrounding them was an of skilled, artisan sub-contractors who make anything motorcycle

The final influence was not from the of two-wheels, but rather four. is no doubt that Count looked at Enzo Ferrari and the he accrued by going GP car racing, and to emulate his success on the bike Like Enzo, Domenico was to spend big money to be at the head of the

At this point the story complex. It is doubtful whether MV motorcycles ever made commercial sense once the industry had picked up post The bikes were made in numbers, had tortuous and inadequate networks and were overly

Worse still, the race dominated the GP world with cylinder, double overhead cam at a time when a push-rod, Twin was considered to be the height of

For sure, the motorcycling world out for an MV “Four” road bike, but was equally certain was that few riders would stump up the necessary to pay for one. Even so, MV did one utterly futile attempt. For reason, in 1965 MV produced the awful 600cc Quatro.

only 135 of these dull, ugly and underpowered machines made between 1965 and

Again, for reasons unknown, Domenico was persuaded to allow his to have a second attempt at a road-going “4” and this was the more spectacular 750S a which was nearly, but not quite, a beater.

The good news began the engine which was derived the early racing MV racing This meant it had sand engine casings, gear double overhead cams and a but horrendously expensive crankshaft roller big-ends. The motor is so to the factory racing four-cylinder that a few very rich have converted the road into pseudo-replicas of the old GP bikes.

having 50% greater capacity its race sibling, the 750S 20 less hp.

MV didn’t cut corners it came to converting the motor for use either. They built a clever starter motor a dual v-belt. This the motor into action one belt and then used the as a generator to charge the battery the other belt.

The problem was Count Agusta was worried road bikes being and converted into racers, and damaging the iconic MV name by not In an attempt to stop this, he that the motor would be in a low of tune. The MV Fours ridden by Hartle, Venturi and the other MV gave something over 70 while the road motor, having a 50% greater capacity, only a shade over 50

This lack of power mainly from tiny 30mm for the inlet and 24mm for the and miniscule 24mm carbs.

MV Agusta 750 GT

But Agusta’s key weapon was insisting on a final drive which did militate against racing. as a fine example of the law of unintended it provided a good business for MV wizard, Arturo Magni, in the shaft drive bikes to The end result was a spectacular race powerplant with performance no than a standard Honda

If MV made a big effort with the the rest of the bike was very of Italian road bikes of the era and wasn’t good. The bought in and there are a lot of them on the bike of dubious quality and a cheap front brake was used of the race spec. In objective there were faster, made and vastly more motorcycles on sale than the

However, they weren’t This meant that, the $6000 price tag, the still managed to sell albeit in modest numbers.

world champion Jim Redman is above on a converted race of the MV Agusta 750S.

In 1973 I was just a baby journalist and I being singularly unimpressed by the The gears driving the cams, the cylinder head and the gear drive all combined to make the horrible whirring and clanking The MV stood in marked contrast to the of the Japanese four-cylinder rival of the

The performance was nothing to write about either. MV claimed the 750 would manage almost 130 mph the reality was that it took a day to see 115 mph. By contrast, the Kawasaki Z1 run up to 130 mph all year long, and even the CB750 Four was 5 mph quicker.

The was okay, but the standard Marzocchi shocks let the plot down. it seemed to be a case of saving a few on what should have a dream product.

But there is an barrier to objective analysis for with race oil running their veins. Get the motor up 6,000 rpm and the four exhausts Suddenly, you are Surtees coming from Kate’s Cottage and into Creg Ny Baa chasing Bob Manx Norton.

Remo is there with you as you scream the Curva Grande at Monza 100,000 Italian fans your red and silver “Fire How can you remain objective with the of this history filling the gas

What makes the design in the 750S palatable is its rich and race-inspired memories.

At this point it matters not one that the MV is poorly finished and the don’t work and that got a silly shaft drive. tucked in against the race gas tank gives the feeling of with legends. That, my is why I would have a 750S.

And too is why you will forgive the bike’s fault and then some. You to be objective, but there are too many ghosts riding with you time the bike starts.

So why I own a 750S? The reason is very Pay anything less than for a mint example and you’ll done very well. For me, just too much money for a toy one as exotic as the 750S.

MV Agusta 750 GT
MV Agusta 750 GT
MV Agusta 750 GT
MV Agusta 750 GT


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