MV-AGUSTA SUPERVELOCE 800 (2020 - on) Review


  • Fast but not overpowering
  • Easy to manage
  • Tasty styling

At a glance

Owners' reliability rating: 5 out of 5 (5/5)
Annual servicing cost: £240
Power: 146 bhp
Seat height: Medium (32.7 in / 830 mm)
Weight: Low (381 lbs / 173 kg)


New £17,780
Used £15,000 - £15,500

Overall rating

Next up: Ride & brakes
4 out of 5 (4/5)

Style, speed and Chainsaw Massacre soundtracks have always been MV trademarks. The new MV Agusta Superveloce 800 is all those things and more because underneath the 1970s-meets-21st century curves is a rather good road-going sportsbike.

It might be just an MV Agusta F3 800 in a posh frock, but the Superveloce 800 is the most unlikely of useable road-going sportsbikes. Its riding position isn’t too extreme and there’s lots of midrange grunt surging from its raucous three-cylinder motor.

It’s the kind of money you’d expect to pay for a posh 1000 but the 800 triple is beautifully equipped, finished and packed with tech and tasty equipment, but you’d expect higher quality or even electronic suspension for the price.

There’s no question the new Superveloce 800 is all about style and sound and if that floats your boat and the price doesn’t faze you, it won’t disappoint. But for the first time in years an MV is more than just a shouty Italian in an expensive suit, it’s a very capable machine in its own right. They’ve really turned a corner (once you’ve adjusted the shock).

Watch our in-depth MV Agusta Superveloce 800 video review here:

Ride quality & brakes

Next up: Engine
4 out of 5 (4/5)

In basic terms it's an MV Agusta F3 800 supersport in fancy clothes – a machine designed to dissect backroads and glide around racetracks, but MV have made the Superveloce 800 roomier. Its wide clip-ons are slightly raised and the pegs are lower, which is good news for the road, especially for taller riders. Its short, thin and firm suede-covered old school racing seat isn’t the last word in comfort, but it’s padded enough to get you from one coffee shop to the next.

Spend a bit of time on the Superveloce 800 and you quickly realise it’s actually a sportsbike that’s halfway practical and one you can joyfully spend time with. Even the bar end mirrors give a better view than stalks and wind protection isn’t too bad, although the screen could do with being taller. A big bubble screen to match its '70s snout would look great.

Chassis-wise it’s all-F3 800, too, from its tubular steel frame and aluminium single-sided swingarm, to the fully adjustable Marzocchi forks, Sachs shock, Brembo monoblocs and Pirelli Diablo Rosso Corsa II rubber.

Cornering right on the MV Agusta Superveloce 800

Strangely there’s minimal rear shock damping out of the box, so it’s easy to get the Superveloce 800 out of shape, bouncing off bumps like a Zebedee on the sauce with bars wagging in your hands. Happily, a couple of turns of compression and a turn of rebound slows the damping down enough to give the MV back its poise, but it’s rare you need to go anywhere near a suspension adjuster on a new bike nowadays.

Those damping screws (they’re not even clickers) give the shock a cheap feel that’s at odds with the rest of the bike. You’d expect higher quality suspension and even semi-active for the price.

Once set up with a more controlled back end, the ride quality suffers slightly, but you’re rewarded with crisper handling. The MV isn’t a fast-steerer, but it’s nimble enough in the slow stuff and what it really loves is fast sweepers, where the harder you push, the more it digs in and makes you smile.

Tyres never lack feel or grip. Brembos are never short of power, but the ABS eventually intrudes under extreme braking and robs them of the feel you’d expect. That’s more to do with the way ABS has to act for Euro5 now than any failing on MV’s part.


Next up: Reliability
4 out of 5 (4/5)

MV hasn’t dumbed its F3 800 motor down to create the Superveloce 800. The 798cc inline three-cylinder (which has been around since 2013) is a 'stroked' 675 supersport unit with titanium valves and a counter rotating crank, making 146bhp. Best of all, it’s finally been given the throttle manners it’s always deserved.

The Varese boffins have smoothed-off most of its niggly, rough edges and honed its ride-by-wire for more fluid power, especially at low revs. But it’s still an MV and still slightly raw, spikey and aggressive.

The three-cylinder engine is taken from the MV Agusta F3 800

It’s also the perfect capacity for a sportsbike. It loves to rev like a supersport racer, so it never lacks excitement, but there’s a nice dollop of midrange grunt, so you don’t have to go around banging the engine up against the redline the whole time. Cut from the same cloth as the Suzuki GSX-R750, Ducati Panigale V2 and Triumph Daytona 765 the Superveloce is powerful, manageable and never intimidating, especially when the added safety net of lean-tastic electronic rider aids.

MV Agustas have always sounded sensational and the Superveloce 800 sails along the same sonic ear canal. Admittedly it sounds pretty rough low down, but as the revs sour its pure mechanical anger, punctuated by savage electronic shifter stabs.

Reliability & build quality

Next up: Value
4 out of 5 (4/5)

Paint finishes and attention to design and detail are textbook exotica. Fairing screws are hidden, the satin finished magnesium coloured wheels look fantastic and the Superveloce 800 is so posh it even wears a tiara. Even more usefully, the MV comes with a three-year warranty and two years roadside assistance.

MV Agusta models my be expensive but you can at least feel where your money is going. The Superveloce is no different and the longer you stare at it (and you will stare at it a lot) the more exquisite details you will see. It doesn't feel handmade - you can tell it came from a factory rather than a shed - but it also feels less mass-produced than more mainstream competition.

Banking left on the MV Agusta Turismo Veloce 800

Value vs rivals

Next up: Equipment
3 out of 5 (3/5)

You’re getting a lot of speed, character tech, design and all-round handsomeness for the money, but whichever way you slice it the Superveloce 800 isn’t cheap for sub-litre sportsbike that doesn’t have top drawer suspension.

The MV used to be in a class of its own in terms of a truly devoted sportsbike with retro styling - but all that has changed since it was launched. Now there are two more gentleman racers to choose from in the form of the more powerful but similarly half-faired Triumph Speed Triple 1200 RR and the slightly more exotic, Kawasaki-backed Bimota KB4.

The Honda CB1000R could also be on your radar but Honda's neo-café styling is a more modern take on retro than the MV, and it's a naked bike with flat bars, too.

Similarly, the 2019 Suzuki Katana (£10,499) takes its styling cues from the past but with a retro-futurist vibe like the Honda. The 148bhp power output from the Suzuki's K5 GSX-R1000 engine is in line with that of the MV, but the finish can't match the stylish Italian.

MV Agusta Superveloce vs Triumph Thruxton RS

MV Agusta Superveloce and Triumph Thruxton RS

We took the MV Agusta around the UK’s toughest test route, the MCN250 with one of its closest retro-racer rivals, the Triumph Thruxton RS to see how the two compare on UK roads.

Starting an MCN250 with rain already falling is never a good thing but on a bike like the Superveloce 800 it is even worse news. Glamorous Italians never like to venture out in their best attire when the heavens have opened and, true to form, the MV’s bottom lip was most certainly protruding as we set off on the A-road section.

The Triumph, on the other hand, felt more akin to a no-nonsense Yorkshire lass who just stuck on a pair of wellies and got on with the job in hand. Which in this case was battling busy traffic on the roads leading to Boston.

The A1175 and A10 that lead to Boston are full of roundabouts, lorries, speed cameras and farm traffic. This slow pace highlighted all the reasons you wouldn’t want to buy the Superveloce: its vibey engine sends your fingers numb, its rock hard seat destroys your rear end and its low clip-ons play havoc with your wrists.

MV Agusta Superveloce and Triumph Thruxton RS parked

When the traffic was lighter there were hints of what was to come as at 60mph on flowing bends the MV’s character was transformed, but these moments were few and far between.

The Triumph is much more comfortable than the MV in these conditions with taller bars and sumptuous (relatively...) seat but its OE tyres are easily overcome by the torquey 1200cc engine in the wet with the traction control stepping in regularly.

But, with the afternoon’s B-road route now dry, the MV takes on a completely different character. It needs you to put some effort in but on engaging roads with more grip, it feels like a totally different bike. The suspension is quite harsh but it responds to some rider input and the bike feels light and eager to tip into bends. It feels like a sportsbike in the way it responds, and the engine, when you let it rev, is amazing, full of grunt, quick-revving and sounds incredible.

MV Agusta Superveloce and Triumph Thruxton RS outside shop

The same run on the Triumph will also get you buzzing with excitement, although maybe not quite as much as the MV. The Triumph is so much fun to ride, so easy-going and relaxed thanks to its gutsy parallel twin engine that it flows through bends with speed and poise. It’s one of those bikes that you simply can’t help but enjoy riding. Is it as thrilling as the MV? Probably not. But the updates that Triumph have made enhance the package.

The Superveloce is a stunning bike that easily puts the Thruxton RS in the shade. The attention to detail, the styling, everything about the MV is beautiful – but you pay for this in terms of its ride. This is a bike for sunny days, light traffic and smooth roads as its suspension is harsh, the riding position uncomfortable at anything under 60mph and the motor aggressive and angry. However, when the moment is right it is fantastic to ride and makes you feel a million dollars.

Calling the Thruxton utilitarian would be harsh but the truth is that this is a good-looking day-to-day café racer that is easy to ride whatever the conditions.


4 out of 5 (4/5)

The single LED headlight and slim seat unit all tip a nod to the Ago years, the tail unit has a hint of Stoner Desmosedici to it and the colour dash is pure 21st century, as are its rider modes, launch, wheelie, cruise and traction control, ABS and up/down shifter.

Purely for show, the Superveloce 800’s decorative leather fuel tank and nattily designed fuel cap 'buckle' mimics those found on old racing bikes and while those 70s racers had to make do with just a tacho, but the MV has a 5" multifunction TFT dash with colour graphics, but its warning lights are too dull to see in bright light.

Should you wish, the Superveloce can also be hooked up to the MV Ride smartphone app, giving you access to a range of your bike's parameters to share with unwitting strangers down the pub.

The MV Agusta Superveloce 800 rear tail light looks similar to a Ducati Desmosedici

The standard Superveloce comes in red or yellow but there's also a gorgeous S model available in black with gold wheels and frame. Fans of boutique French cars might fancy the Alpine version and then there's the Ago paying homage to MV's most famous rider, Giacomo Agostini.


Engine size 798cc
Engine type Liquid-cooled, 12v, inline triple
Frame type Tubular steel trellis
Fuel capacity 16.5 litres
Seat height 830mm
Bike weight 173kg
Front suspension Marzocchi 43mm forks, fully adjustable
Rear suspension Single Sachs shock, fully adjustable
Front brake 2 x 320mm front discs with four-piston Brembo radial calipers. ABS
Rear brake 220mm rear disc with twin-piston Brembo caliper ABS
Front tyre size 120/70 x 17
Rear tyre size 180/55 x 17

Mpg, costs & insurance

Average fuel consumption 41 mpg
Annual road tax £117
Annual service cost £240
New price £17,780
Used price £15,000 - £15,500
Insurance group 17 of 17
How much to insure?
Warranty term Three years

Top speed & performance

Max power 146 bhp
Max torque 65 ft-lb
Top speed -
1/4 mile acceleration -
Tank range 149 miles

Model history & versions

Model history

  • 2020: MV Agusta Superveloce 800 released.
  • 2020: Superveloce 75 Anniversario limited edition revealed, run of 75 bikes, each around £23k.
  • 2020: Superveloce Alpine revealed in collaboration with French car maker, limited to 110 units.
  • 2021: MV Agusta Superveloce 800 revised with updated tech and new S version.

MV Agusta Superveloce 800 S revealed, standard model updated for 2021

MV Agusta have updated their runaway success Superveloce retro sportsbike with updated tech and brand new top of the range S model.

At the heart of both models is their 145bhp 798cc triple with its trademark counter rotating crank. For 2021 MV have made efficiency the name of the game with diamond-like coating abound as well as new tappets and titanium valve guides. The exhaust has had a complete rethink while new injectors were fitted, which together give a healthy midrange boost. The result is a Euro5 friendly engine without any loss in top end power – not bad work MV.

Together with the engine updates MV have also rewritten some of the electronic wizardry, which they say improves throttle response. Elsewhere in the engine MV have updated the clutch for easier use and quieter running.

The biggest changes for both models have come in the electronics department. MV have introduced an IMU to the Superveloce for the first time, while also integrated ABS from Continental. This means as many safety aids as you can shake a stick at including cornering ABS, lean sensitive traction control and revamped front lift control, which MV says now enables you "to execute a controlled wheelie instead of preventing it entirely". Bravo MV.

A side view of the MV Agusta Superveloce

The Superveloce now also comes with launch control and there’s also a new quickshifter/autoblipper for improved clutchless shifting. This whole lot is navigated through the new 5.5" full colour TFT, which can also double up as a 'mirror' to a smartphone for turn-by-turn navigation.

There has been a couple a couple of wee updates in the handling department too, with new frame plates that MV say improve chassis stiffness, while the forks have new settings for improved damping control.

Improvements to the bike include handling and electronics

The S model takes all these updates and adds fancy accessories. The cast wheels are replaced with lightweight spoked options for more retro charm, while the brown Alcantara leather makes it even more of a 70s throw back. What’s more the S is available with a nifty racing kit that has a single seat fairing and Arrow exhaust with accompanying remapped ECU.

Other versions

  • Superveloce 800 Serie Oro: Limited edition version with carbon fibre panels and styling tweaks including machined ali components (including headlight and taillight surrounds), dual race exhaust and tracker.
  • Superveloce 1000 Serie Oro: Limited edition litre version of the Superveloce unveiled in 2022 with a Brutale RR engine fitted.

Owners' reviews for the MV-AGUSTA SUPERVELOCE 800 (2020 - on)

2 owners have reviewed their MV-AGUSTA SUPERVELOCE 800 (2020 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your MV-AGUSTA SUPERVELOCE 800 (2020 - on)

Summary of owners' reviews

Overall rating: 5 out of 5 (5/5)
Ride quality & brakes: 5 out of 5 (5/5)
Engine: 5 out of 5 (5/5)
Reliability & build quality: 5 out of 5 (5/5)
Value vs rivals: 4 out of 5 (4/5)
Equipment: 4.5 out of 5 (4.5/5)
Annual servicing cost: £240
5 out of 5 Beautiful MV
04 October 2023 by Lincolnshire Poacher

Year: 2022

Annual servicing cost: £200

This a handsome machine with plenty of usable power; the machine is light at 173kg so it means the power is not wasted. The bike is lithe and clickable but it does require strength in the arms as with the low bars at slow speed there is not wind taking the weight off your wrists. The answer is to go faster!

Ride quality & brakes 5 out of 5

Suspension firm and brakes are very good. Saddle is hard.

Engine 5 out of 5

Love it! Responsive powerful and with rider modes it makes it easy to adjust power and ABS to the conditions

Reliability & build quality 5 out of 5

No corrosion or failures in the first 1200 miles.

Value vs rivals 4 out of 5
Equipment 4 out of 5

Good screen with navigation input from Bluetooth on phone. Sometime the app takes some time to correct the route if you are diverted from the planned itinerary.

Buying experience: Pleasant and good fun at Alfs Motorcycles (who have sadly now lost their MV dealership)

5 out of 5 A guided missile
13 February 2023 by Dave G.

Version: Euro 5

Year: 2021

Annual servicing cost: £288

A pocket rocket that is great fun to ride and turns heads.

Ride quality & brakes 5 out of 5

This is a bike for spirited riding, not tootling around town or commuting. I find the riding position surprisingly comfortable for what is effectively a retro-styled sportsbike and I'm 5' 10" and just shy of 60. Sure, there's some weight on the wrists at low speeds, but get it up to the national speed limit and its effortless. In fact, the relatively low screen does a great job of smoothing the airflow at motorway speeds, inspiring great confidence. The brakes provide plenty of feel and stopping power. The suspension is relatively firm with set-up according to Michael Neave's recommendation (which mine is), but I find it fine for up to 2 hours at a time. Some owners have complained that the rear brake became spongy (many theories about what causes this), but I've had no such problem.

Engine 5 out of 5

The engine is sublime when above 5,000 rpm and the engine maps and ride-by-wire throttle provide smooth power delivery. At idle or low speed, low rpm, the engine can sound a little rustic, but open it up and the sound is fantastic. Most of the time I run it in Custom mode, with the engine response, gas sensitivity and engine torque set to low. I'd only be able to ride it in Race mode for a short time, as I'd undoubtedly lose my licence! The experience is so intoxicating it's easy to get carried away.

Reliability & build quality 5 out of 5

After a year of ownership and 1,800 miles I've had no problems at all. I was a little wary of buying an MV, given some stories of earlier models having sprag clutch and rear brake problems, but they seem to have sorted out the gremlins. Also, the 3 year warranty is reassuring. Everything oozes quality, as you'd expect, given the price, and the engine even has a plaque on it with the name of the engineer that assembled it. There's been no need to send him an irate email yet asking if he was on the Chianti when he built it.

Value vs rivals 4 out of 5

I guess Italian motorcycles are like Italian women: beautiful, exotic and high maintenance. If passion gets you into a relationship with one, accept its not going to be cheap, but it'll be a blast and enjoy it!Some people have said it should have Ohlins semi-active suspension and Stylema brakes for the money, but I don't find it wanting in either the suspension or braking department on the road. Perhaps if I took it to the track and had the competence to ride it to the limits, I may hanker for these upgrades, but blasting along the A272 to Loomies, I don't miss them.

Equipment 5 out of 5

The up/down quickshifter is incredibly slick, meaning you barely need to use the clutch once you get above 30 mph. Also the connectivity is very good and the basic MyRide navigation app with turn-by-turn prompts on the dashboard is surprisingly good and easy to use. For aesthetic appeal, I'd recommend getting the solo seat cover, to give an overall cafe-racer look to the tail end. I removed the pillion pegs because, let's face it, who's realistically going to ride pillion - there's nothing to hold onto and the pillion seat is a postage stamp. My only gripe about the equipment would be the indicators - I wish they were self-cancelling, like on my Honda VFR800. The indicator symbols on the dashboard are very hard to see, so I often find myself riding down the road with an indicator on, thinking I'm cool and looking like a pill**k.

Buying experience: I bought the bike from MV Agusta London and it was an enjoyable experience. Rather than negotiate on price, I got a few things added in like a tracker and paddock stand.

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