MV Agusta Turismo Veloce 800 in the 50,000 km endurance test

MV Agusta Turismo Veloce 800 in the 50,000 km endurance test

The result is sobering

The MV Agusta Turismo Veloce 800 has completed the long-term test distance. Now it is on display here. Disassembled and measured. However, she needed a lot of attention on her 50,064 kilometer journey.

In June 2015 the M.V Agusta Turismo Veloce 800 completed their MOTORCYCLE endurance test over 50,000 kilometers. She was part of the fleet for two and a half years. It was an emotional and eventful time with her. Seldom before has an endurance test machine animated the driving staff to make as many entries in the logbook as the Turismo Veloce. Pure enthusiasm ("nice, even pressure, what a great sound") and tortured screams ("people over 1.80 are so squeezed in like a sardine in a can") alternated.

MV Agusta Turismo Veloce 800 in the 50,000 km endurance test

The result is sobering

MV Agusta Turismo Veloce 800 with electronics problems

Gerry Wagner

Ignition key broken. A small defect with a big impact.

The MV Agusta Turismo Veloce 800 left no one indifferent. However, this was not always just for emotional reasons. The first half of the test distance provided enough material to fill the interim balance sheet in MOTORRAD 22/2016. The broken holder of the handwheel for spring preload on the monoshock, defective rear turn signals, even a broken cover on one of the exhaust tailpipes – with a bit of indulgence you can live with such inadequacies. Even with the jerky slipper clutch it could be endured for a while. It was replaced after five months, including the pads, and the clutch sensor as well.

After all, the Elektrofips had always provided a special kind of experience. If the clutch lever was pulled while standing, the triplet started suddenly. After the first cold nights you would have been happy about it anyway. Because in inhospitable temperatures, the MV Agusta Turismo Veloce 800 organ only hesitantly or not at all. The Italian is not alone in this. The electricity-guzzling electronics have recently brought many endurance test bikes to their knees. The electronics in general. Cooling water sensor: Replaced after several false alarms. Standard shift assistant: Strikes at irregular intervals. The filigree ignition key: broken off in the ignition lock and replaced along with the control electronics connected to it in the dashboard.

Inspection costs caused gasping

Inspections at the MV are expensive.

Attentive readers already know all this from the said interim balance sheet, and found out in between during the MOTORRAD tests the great handling, but also the unsteady directional stability of the MV Agusta Turismo Veloce 800. Read about its comfortable suspension settings, the good brakes or the overloaded display.

But how did it go on over the last 20,000 kilometers of the test distance? First with a detour to the bank: If the many minor and major ailments were all cured under guarantee, the inspections had a very heavy impact on the books. After at least 755 euros for the 15,000 inspection, the 30,000 inspection with an impressive 1,381 euros (valve clearance control, spark plugs, brake pads, license plate lighting, petrol and air filters) caused fleet manager Tobi Wassermann to gasp at times. The fact that the 45,000 service for 409 euros would appease him was of no interest at the time.

Because times remained turbulent. Without warning, the MV Agusta Turismo Veloce 800 under editor Thorsten Dentges died several times in an inclined position. The AEG principle (switch off – switch on – go) temporarily cured the faux pas, but the phenomenon reappeared a little later. Because the Quickshifter, which had been aching for a long time, was also increasingly quitting its service, the electronics were refurbished again at 32,300 kilometers. ABS and lean angle sensor, right handlebar switch, oil pressure switch and quickshifter have been replaced. The sprocket carrier rubbing against the wheel mount, which under normal long-term test circumstances is certainly a somewhat more intensely noticed defect, was repaired with a new spacer sleeve while visiting the workshop.

And then? All MV fans, the testers, the fleet manager, the workshop manager and the authorized dealers could finally breathe a sigh of relief. The Turismo Veloce was apparently exorcised. The electronics remained good, and the mechanics – if you ignore the front wheel bearings that were replaced at home at 35,600 kilometers – held up the remaining 18,000 kilometers without any problems. The chic Turismo Veloce experienced its third summer, so to speak, in the second spring. As if she wanted to apologize for everything that has been. In any case, she was allowed to take her last step onto the dissecting table with her head held high.

Externally, the two winters that the MV Agusta Turismo Veloce 800 had ridden through had little damage. Plastic parts, wheels and the paintwork of the narrow tubular space frame were unimpressed by road salt, dirt and moisture. Only the front brake discs had thinned to the limit of wear. Visually, however, the decay can hardly be seen on the panes. One could assume that the MV technicians acted a little too cautiously when determining the wear dimensions.

Problems have already been partially solved in series production

The MV was dismantled for the final balance.

The staff was obviously less careful when assembling the motor housing. Despite the correct oil changes, there was still a considerable amount of excess sealing compound in the housing, and the rubber worms had actually built up in front of the oil strainer. Did this have an impact on the oil supply? Who knows. In any case, the crankshaft and connecting rod bearings showed an uneven contact pattern. The top layer of the connecting rod bearing shells is worn away at the most stressed areas. Nevertheless, the parts counted are still within the installation tolerance specified by MV Agusta.

After all: pistons and bolts are okay and also true to size. Transmission and clutch, however, did not get away with it unscathed. Above all, the rounded shifting claws of the sliding wheels testify to the occasional gross motor behavior of the shift assistant. The test distance also left its mark on the cylinder head. Expanded exhaust valve guides and widened valve seats require revision prior to assembly. Or a pause for thought? Because while the electronics of other MOTORRAD endurance test machines occasionally twitch and at least partially excuse the many electric bugs of the MV Agusta Turismo Veloce 800, the engines and transmissions are almost always in excellent condition after the long-distance run. The fact that the three-cylinder had to lose some feathers there too is sobering.

But there is hope. Some of the defects that occurred on the MV endurance test, such as the wear-prone valve guides, seem to have already been resolved in the current series production (see also "MV Agusta comments"). If the financial injection from the Russian investor ComSar Invest, which was only launched in November, is also invested in an expert manner, the somewhat faded image of MV Agusta could take on color again. The brand and its fans deserved it.

Balance after 50,000 kilometers

  • Cylinder head: All outlet valve guides are strongly widened conically. The associated valve seats are widened and show signs of fire. The inlet valve guides are fine. The camshafts have slight traces of pitting. The nitrided surface of three bucket tappets has been attacked.
  • Cylinder / piston: The cylinders are dimensionally and dimensionally accurate with only minor running marks, the pistons have only minor deposits, and the running pattern is inconspicuous.
  • Crank drive: The crankshaft and connecting rod bearings have an uneven contact pattern and heavy tracks. The first layer of the bearing shells has been partially removed. Piston pin and connecting rod eyes are OK.
  • Power transmission: The clutch steel disks are discolored and partially warped. On the gear wheels, some of the driver claws are strongly rounded at the edges. The shift forks show only slight signs of wear. The clutch basket and hub have only minor chatter marks.
  • Frame / chassis: The paintwork, frame and attachments are in very good condition. The steering head and swing arm bearings are free of play. The thickness of the front brake discs is at the wear limit.

MV Agusta takes a position

Yvonne hertler

Final meeting with MV Agusta chief engineer Brian Gillen (2nd from right) and MV Deutschland employee Marc Wittmann (right).

… to the broken cover of the rear silencer.

The cover is fixed with a screw that has come loose. MV now uses a screw locking agent with a higher temperature resistance. The affected vehicles have already been retrofitted.

… to the replaced clutch.

After exchanging the clutch and the disks on goodwill, the clutch worked without any problems. The wear pattern after the rest of the test distance is inconspicuous. The replacement of the faulty clutch basket with a variant of higher quality was carried out free of charge for all affected Turismo Veloce in this production period.

… to the defective engine temperature sensor.

A defective sensor was not the reason for the overheated engine warning. Rather, a defective radiator cap caused a certain loss of the cooling water, which led to an air bubble in the cylinder head area. The temperature sensor is installed at this point so that the measured values ​​were incorrect due to the insufficient cooling water level.

… about the broken ignition key and the subsequent repair that made a new dashboard necessary.

We have not received any reports of broken ignition keys on customer machines. The fact that the new ignition lock on the endurance test machine could not always connect to the dashboard was due to a time window that was too short. As a result, this signal was only partially received by the dashboard. In the meantime, our supplier has responded and extended this time window.

… to the defective Quickshifter.

One batch of sensors for the Quickshifter showed too high a temperature sensitivity. In the event of problems on customer machines, the affected sensors were replaced by versions with higher temperature resistance.

… to the remains of sealing compound in the motor housing.

Sealant is applied manually. In this respect, fluctuations in the amount used are possible. We are currently checking whether a machine and therefore more precise application of the sealing material is possible.

… to the widened valve seats.

This wear pattern is normal after a mileage of 50,000 kilometers and has no negative effects.

… to the worn valve guides.

For a long time, valve guides made from different materials have been installed in all MV Agusta engines. This has increased the service life of the valve guides by 200 percent.

Reading experiences

Patricia Young-Seeger: I’ve been driving my MV Agusta Turismo Veloce Lusso for a year and I’m absolutely thrilled with the chic Italian. 8,000 km of pure driving pleasure. The chassis is great, the brakes anyway, and the 110 hp are absolutely sufficient. The sitting position is ideal for me. Due to its low weight, it can be easily maneuvered. The mouse cinema, which is often criticized in the test reports, doesn’t bother me, except in the dark, because it is a bit dazzling. A few clicks are required to activate the heated grips, but you will be rewarded with warm hands. With so much enthusiasm, there is still a little bit of bitterness: When the ignition is switched on, the machine asks for the service code every now and then, which disappears when I switch it on again, but makes me a little uncomfortable when I am away from home. Since then, the code has always been on tour. Then there is the heat-plagued rear right turn signal. This was exchanged during service, but I hope MV still has a few in stock for the next few years. Otherwise, I’m looking forward to many more beautiful tours with my Veloce.

Rico Weinert: I acquired the MV Agusta TV in March 2016. It now has around 11,000 km on the clock. There were no failures. However, some guarantees were required. These include the leaky rear turn signal cups, the replacement of the suspension strut bracket, the lean angle sensor and the right handlebar fitting. The latter two were changed because the engine started automatically when the clutch was operated. The engine turned off twice in an inclined position, which is also due to the inclined position sensor. The electronic gearshift was also replaced due to its unstable function. At the moment, when you brake lightly, there is stapling in the fork or brake. Unfortunately, the workshop was unable to locate the problem. The performance of the machine inspires me anew every day. There is enough power in every situation. The sporty chassis enables agile driving through winding mountain roads.

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