From aviation to motorcyclesTheAgusta name first made a name for itself in the early twentieth century. It belonged to Count Giovanni Agusta, a pioneer of the booming Italian aviation industry. Born in Sicily, which he left for Lombardy, he founded his company in 1907 at "Cascina Costa" in Samarate (Varese). Agusta's aircraft production boomed during the First World War, when the Count volunteered for service with the Malpensa Air Force Battalion.
on his death in 1927, the company was taken over by his widow Giuseppina and son Domenico, who faced a crisis in the aeronautical sector and were forced to diversify their activities to avoid bankruptcy. They decided to switch from aircraft production to motorcycles, in response to the strong demand for personal transport vehicles in Italy. They began by developing a motorcycle engine that was inexpensive to produce and operate, a 98 cc two-stroke engine with a three-port timing system.the motorcycle produced was equipped with a primary transmission pinion, an oil-immersed clutch and a two-speed gearbox.
The development of this engine was unfortunately interrupted by the Second World War and the occupation of Cascina Costa by German troops in 1943. The occupation continued until the end of the war, when Domenico Agusta created Meccanica Verghera to realize his motorcycle project: this new company was perfectly prepared to meet the challenge of the motorcycle market.
The first MV AgustaThefirst MV Agusta is unveiled to the public in the autumn of 1945. It was initially christened "Vespa 98", but this name had already been registered. It was simply called "98" and was available in "Touring" and "Economy" versions. The first deliveries began in 1946, the year MV Agusta made its official entry into endurance racing. The first victory was not long in coming: in his first season, Vincenzo Nencioni won an endurance race at La Spezia, then at Monza on November 3, a race in which the podium was occupied exclusively by MV Agusta drivers (Vincenzo Nencioni, Mario Cornalea and Mario Paleari).
Building on this resounding success, the 98 "Sport" was created. It differed from its predecessors in its telescopic forks, new 5 cm shorter frame and sportier handling. Engine modifications increased power output to almost 5 hp: a record at the time for an engine of this displacement.
In 1947, MV Agusta took part in the Milan Motor Show with many new developments. In addition to the "Luxury" version of the 98, MV presented 125cc two-stroke twin-cylinder motorcycles, as well as 250cc four-stroke single-cylinder motorcycles.
The following year, the 125cc class appeared in the Italian speed championships (Campionato Italiano di Velocità), enabling MV Agusta to enter its "125 three-speed" model. In 1949, the "98" and the "125" were replaced by the new "125 TEL", completed by the 125 type "B" scooter the same year.
The boom of the 50sMotorcycleracing resumed in the early 50s. MV Agusta earned its stripes in competition thanks to an incredible increase in performance and remarkable technological innovations. The publicity generated by the company's dazzling successes in competition led to an explosion in sales of Cascina Costa's versatile, economical motorcycles, perfectly in tune with market demand. Not forgetting the competition-derived developments, notably the fabulous 4-cylinder 4-stroke 500 Turismo and the sporty 125 Motore Lungo, so named because its crankcases are extended to accommodate its magnet ignition system.
While the latter was fitted to the most popular sports bikes of the day, the former proved too costly and never made it past the prototype stage. 1953 was a landmark year in the industry, with production reaching 20,000 units for the first time at MV Agusta, thanks to its complete range and the introduction of the unique 125 Pullman model. In addition, the first factory authorized to produce motorcycles for export is opened in Spain.
At the same time, the Motorcycling Federation decides to reopen competition to mass-produced motorcycles. to coincide with this new championship, MV Agusta launches production of the MV Agusta 124 Monoalbero (single-shaft), a motorcycle derived from the legendary competition machines produced at Cascina Costa. 1954 saw the launch of the 175 CSS, which became known as the "flying saucer" due to the disc shape of its fuel tank. In addition to its aesthetic appeal, this model enabled MV drivers to establish themselves in sporting categories. at the end of the '50s, the motorcycle market was still booming, although the spectre of the Depression began to loom, quickly forcing manufacturers to cut back on investment in competition and applied research.
Despite this, MV, always going against the grain, bought out the production licenses for Bell helicopters, thus gaining access to new technologies applicable to motorcycles. Numerous innovations from this period include prototypes of progressive hydraulic gearboxes, fuel-injected two-stroke engines, and research programs leading to the creation of six-cylinder 500 four-stroke motorcycles.
MV also distinguished itself from other motorcycle manufacturers in the production of economical motorcycles. Instead of adapting engine displacement to competition standards, MV prefers to opt for an "optimized compromise" research philosophy dedicated to its broad customer base. In line with this philosophy, in 1956 the company introduced the "83" model, capable of carrying two people comfortably at reasonable speeds, and boasting low fuel consumption. In 1959, MV Agusta produced a new lubrication system that gave the engines unprecedented reliability, extending the warranty on MV engines to 100,000 km. As a result, the generation of motorcycles equipped with these new engines was nicknamed the "hundred thousand".
1960 to 1980The1960s saw the advent of mass-produced automobile engines, marking a marked slowdown in the motorcycle market. MV Agusta responded to this turnaround with a true entrepreneurial spirit, offering new models capable of seducing motorcycle enthusiasts. Among these models, the 600 made history by becoming the first motorcycle on the market equipped with a four-cylinder engine. Derived from Mike Hailwood's 500 GP, its development led to the high-performance 750 S America, with a top speed of 220 km/h.
The same year saw the launch of the 125 Disco, named after the rotary disc timing system fitted to its two-stroke engine. The Agostini era began in the late '60s, with the dominance of the three- and four-cylinder 350 and 500 models between 1967 and 1973. These two models were initially produced with three, then four cylinders, to counter the onslaught of Japanese two-stroke motorcycles. After the death of Count Domenico in the early '70s, the company faced serious economic difficulties. This period saw the clash of two opposing currents of thought within the management, the first in favor of continued investment in racing, and the second convinced that only a reduced commitment to racing could rebalance the accounts. The result was a compromise halfway between the two currents, leading to limited development of the competition team and a drastic reduction in the number of models offered, down to just the 350 and 750. The first model was available in three configurations - "Scrambler", "GTEL" and "SEL"; while the 750 was offered in Sport and Gran Turismo versions.
On the competition front, MV continued to hold its own against the Yamaha and Suzuki two-strokes of Jarno Saarinen and Barry Sheene. The crown of resistance to the Japanese onslaught goes to the courageous Phil Read, with his two victories in the 1975 season, and of course to Giacomo Agostini. Agostini made an unexpected comeback after his foray with Yamaha, and it was he who scored MV Agusta's last victory at the Nurburgring on August 29, 1976.
The company's delicate economic situation forced MV Agusta to find a new financial partner. A solution was found with the public financing giant EFIM (Ente Partecipazioni e Finanziamento Industria Manifatturiera), which demanded that MV Agusta leave the motorcycle sector, to give the company a chance to turn its finances around. This clumsy decision to cease motorcycle production led to the abandonment of a new generation of large Twin-cam 16-valve engines (750 and 850 cc), which should have been presented at the 1977 Milan Motor Show. The company had even booked its own stand, but was unable to exhibit; nevertheless, it continued to sell motorcycles until 1980, when the last machine to leave the Cascina Costa workshops was sold.
The MV Agusta name was back in the headlines in July 1986, when the trade press promoted a sale of motorcycles, prototypes, frames and engines from the legendary company's competition department. The announcement aroused such indignation that the most influential journalists of the day called on the government to intervene to protect what they saw as part of the heritage of Italian engineering. Unfortunately, the historical and technical value of these superb racing machines was not enough to arouse the interest of the Ministry of Industry and raise public participation: the entire lot of motorcycles and parts was acquired by the Italian-American Roberto Iannucci for around one and a half billion lire (almost 750,000 euros). Thus ends the MV Agusta industrial saga of Cascina Costa, in an atmosphere of controversy and deep nostalgia for a glorious past.
From Cascina Costa to SchirannaFromCascina Costa to Schiranna Once the controversy generated by the Iannucci affair had died down, MV Agusta was back in the news in the spring of 1992, thanks to an unexpected press announcement from Cagiva Motor. The announcement stated that ownership of the Cascina Costa brand had passed into the hands of the Castiglioni group after lengthy negotiations involving several parties from the financial and industrial sectors. Only the ownership of the brand was subject to negotiation, since virtually all production tools and motorcycles had been sold, with the exception of a few motorcycles from the Castiglioni Group. with the exception of a few road and racing bikes lovingly preserved by the Association of Former MV Agusta Employees (now on display at the Cascina Costa Museum).
Motorcycle enthusiasts welcome this news with great enthusiasm. The acquisition of the legendary brand by one of the motorcycle industry's most dynamic and determined entrepreneurs is seen as a pledge of MV Agusta's revival. After all, the Castiglioni family was the only one on the scene capable of reviving moribund companies and making them successful. The Castiglioni family had already demonstrated their management skills when Cagiva was reborn from the ashes of the glorious Aermacchi AMF ; a few years later, Cagiva came to the rescue of Ducati, then in a desperate situation, victim of public funding strategies. Finally, Husqvarna production was moved from Sweden to Schiranna, enabling the group to offer the most complete range of motorcycles. However, while the other brands benefited from a technical or industrial heritage, the only certainty concerning MV Agusta was the prestige of this glorious brand.cagiva Motor's engineers started from scratch, with the single imperative that for an MV Agusta not to betray its technical heritage, it had to be equipped with an in-line 3- or 4-cylinder engine. No other European motorcycle offered this type of configuration, so Claudio Castiglioni had no alternative but to buy a Japanese engine or create a completely new one. He opted for the latter, and launched a project developed by Ferrari, under the reference F4: this project is still under development by MV Agusta engineers today. This engine uses exclusive solutions, including radial valve arrangement and an extractable gearbox, the former derived from Ferrari's multi-cylinder engines, the latter from Cagiva GP motorcycles. The industrial production of a new engine is associated with the design and styling of a chassis, in this case entrusted to the famous Massimo Tamburini, then director of the CRC (Cagiva Research Center). Tamburini already had several years' experience in "dressing" this type of engine, acquired in particular with Bimota (short for Bianchi, Morri and Tamburini).
The first prototype was completed on the eve of the 1997 Milan Motor Show and presented to the press on September 16 of the same year. when journalists saw the all-new MV Agusta F4, they were simply in shock. Red and silver, like its predecessors, with an organ-pipe exhaust system reminiscent of lost symphonies, the MV Agusta F4 was an instant success, the object of every motorcyclist's desire. The industrialization process took place in two stages: first, a limited production run of 300 units of the F4 Gold Series, with carbon fairing, magnesium parts and a sand-cast crankcase. This was followed by production of the S model, aimed at a wider audience, thanks to a price tag half that of the Gold version.
In April 1999, the F4 Gold Series was presented "in action" for the first time at the Monza circuit, a demonstration that earned it over a hundred publications in the specialist press. The bike boasts a top speed in excess of 280 km/h, a remarkable chassis and outstanding handling, setting new standards in the category. Despite a price tag in excess of 68 million lire (approx. 35,000 euros), the F4 Serie Gold was quickly snapped up by wealthy motorcycle enthusiasts, including crowned heads, actors and sports personalities: spain's King Juan Carlos, Emanuele Filiberto, Lapo Elkan, Tom Cruise, Angelina Jolie, Hugh Laurie, Brad Pitt, Eddy Irvine, Michael Schumacher, Gerhard Berger, and all the footballers on the Italian national team that won the 2006 World Cup.
The manufacture of this new MV Agusta required a complete reorganization of the production cycle, the conversion of the Schiranna plant and the installation of new assembly lines for engines and chassis. The production facilities were redesigned in collaboration with Porsche Consulting.
To expand its market share, MV Agusta has also invested in a new motorcycle platform, creating a revolutionary 675cc 3-cylinder engine. Introduced in 2010, it was behind the new medium-displacement sportbike, the MV Agusta F3 675, which made its debut in 2012 and quickly became one of the best-sellers in the 600 cc class. Also in 2012, the 675cc 3-cylinder engine is featured on the new medium-displacement roadster, the Brutale 675. The range continues to expand throughout 2013, with the launch of the new Brutale and F3 800 cc; the 4-cylinder engine range is also renewed with restyled versions of the F4 1000 and Brutale 1090. At the end of 2013, the Rivale 800 arrives in MV Agusta dealerships: this exclusive model wins the title of "Most Beautiful Motorcycle of the 2012 Show", the same year it is presented. In 2013, the company presents the Turismo Veloce 800, the first revolutionary Tourer ever built by MV Agusta. Finally, in early 2014, the Brutale 800 Dragster is released, a breathtaking, uncompromising roadster: the most extreme, uncluttered roadster ever produced!
Credits : MV-Agusta