MV Agusta LXP Orioli 2025 — Specifications

With its new LXP, MV-Agusta is truly entering the trail bike segment. Until now, its presence was assured by the Turismo Veloce, a sportier crossover closer to a Sport-GT than a rugged adventurer. Announced by the Lucky Explorer 9.5 concept, the LXP Orioli presents compelling arguments in addition to a very telling appearance.

There are no surprises in terms of design compared to its predecessor. MV-Agusta has simply removed the brake disc protection flaps, retouched the lower fairing a bit, and increased the size of the silencer. Otherwise, it’s a flawless continuation, with an imposing profile worthy of an Africa Twin and a real off-road stance. It doesn’t forget the patronym of the prototype that preceded it: the “Lucky Explorer” mention appears on the handlebar grips. Strangely, the LXP doesn’t broadcast the usual sensuality of Varese machines. Which seems normal after all: the brand targets a completely different clientele, lovers of dust rather than red carpets.

Moving up a notch, the three-cylinder engine gains power but, above all, torque and availability. While the 800 Turismo Veloce offers almost 8.6 mkg at 8,500 rpm, this new 931 cm3 changes the game with 10.4 mkg, obtained 1,500 rpm earlier. 85% of this muscle is available from 3,000 rpm. In terms of power, the gain is less significant but still very comfortable with 124 hp at 10,000 rpm; that’s 14 horsepower gained and a peak power reached also at a lower regime (-1000 rpm). This engine of only 57 kg engages the LXP towards top-tier performance, positioned between the nervousness of the 900 competitors and the power of the larger ships in the upper segment.

This engine benefits from the small attentions of the engineers, with a complete overhaul of the cases, as well as the lubrication and cooling systems; accompanied by an improvement of the ignition, the gearbox (still extractable) and a reduction of vibrations. Equipped with 4 valves per cylinder and a double ACT, the triple perpetuates its originality with a counter-rotating crankshaft and cams coated with a DLC treatment. The bore of the pistons increases by 2 mm and their stroke by 5.9 mm – again, it’s clearly the torque that has been favored.

The LXP is the first MV-Agusta of the modern era not to be built on the traditional steel tubular trellis frame connected to aluminum castings. It prefers the scheme inherent to the category, namely a double cradle in steel. It is indeed the most suitable for trail-enduro use. No central beam but a perimeter design with an optimization of the wall thickness to contain weight. The rear steel frame is detachable and the aluminum swingarm is also detachable. For the suspensions, Sachs has been selected to provide an inverted 48 mm fork and a mono-shock. No semi-active management; both are manually adjustable in all directions and offer a significant 210 mm travel. Not bad at all. Paired with a ground clearance of 230 mm, the 950 “Lucky Xplorer Project” will not fear venturing off the beaten path. Especially since the tire fit is not afraid of dragging on unpaved roads. The superb Excel Takasago spoke wheels measure 21 inches at the front and 18 at the rear, with tires whose thinness is revealing: 90 and 150 mm. By choosing Bridgestone AX41 as original fit, this MV finishes confirming its desire to explore the scent of trails and tracks.

In terms of braking, the LXP has gone all out. With two 320 mm discs and Brembo Stylema 4-piston calipers with radial fixation, it has nothing to envy a F3 800 RR. The rear will be quite satisfied with a 2-piston caliper to bite the 265 mm disc. All this beauty is under the control of a cornering ABS… but not all the time. The rider can choose to deactivate it completely or only on the rear wheel. Furthermore, it has specific functions for off-road riding.

The electronics monitor the brakes, and in many places. Like any modern motorcycle, the LXP is not stingy with technological bonuses. It has a 6-axis inertial unit, 4 Riding Modes (Urban – Touring – Off-Road – Custom All-Terrain), a cruise control, a Keyless system, all LED lighting, an anti-stoppie, a 2-level engine braking system, an up & down shifter, a launch control (sporting heritage) and a traction control system adjustable in 5 positions. 2 are adapted for road use, 2 others are designed for off-road use and the last for rain or rotten conditions. In terms of interface, everything is controlled on a large 7-inch HD color TFT screen. The layout is sober, clear, almost academic, with two display themes and submenus to parameterize the bike or appreciate the different data. Of course, connectivity is present, with a Bluetooth module and Wi-Fi to connect the smartphone and the MV Ride app. A small metal bar above the screen will be useful for fixing a navigator or other accessory. The Mobisat device is also part of the package to geolocate the motorcycle in case of theft (subscription offered for the 1st year).

But some elements are more important in everyday life. The Italian manufacturer does not forget the practical side and the needs of a trail with some elements installed as standard. As evidenced by the handguards, the rear rack, the crash bars, the large engine guard, the small additional headlights, the adjustable seat height (850 mm or 870 mm), a center stand, a folding gear selector and aluminum trekking-type rigid cases (39 and 32 liters). Between all this and the specifics of the chassis, MV-Agusta has put a lot of equipment and some luxurious peripherals but has not deemed it useful to install heated grips. At this price level, it is incomprehensible.

MV-Agusta is accustomed to presenting its new models in a high-end special series before declining them in a more affordable version. The LXP is no exception, except that MV inédites usually have names like ORO. The trail takes a different approach by adopting the name of a famous Italian driver: Edi Orioli. Quadruple winner of the Dakar, including two with Cagiva (the other identity of MV-Agusta), he was among the best rally-raid drivers of the 1990s. Orioli will sign on the tank of each of the 500 copies – which will be sold at a staggering price.

We console ourselves with the presence of a dedicated kit, including a certificate of authenticity, a protective cover, and a Termignoni titanium exhaust with carbon fiber end cap. Enough to gain sound and 4 kilos on the scale. The LXP Orioli thus goes from 224 kg to 220 kg. A standard weight for the category, equivalent to that of a Ducati DesertX or a Honda Africa Twin. In terms of prestige, however, MV does not play on the same ground.

M.B - Photo constructeur