Any list of the world’s most desirable motorcycles is likely to include the MV Agusta 750S. If you fall under the spell of the iconic inline four, you’ll need at least $60,000 to put a good example in your garage.
Produced in the first half of the 1970s, the 750S was tricky to ride, three times the price of a Honda CB750 and more at home on the track than the road. But it looked amazing, and it still looks good today.
The Tributo looks just as good, and it’s also much more than a pretty re-skin of a factory MV. Everything that surrounds the 109 hp, three-cylinder motor is custom—from the traditional-style frame to the suspension.
The tubular double-cradle frame looks old school, right down to the loop that extends over the rear fender. But it’s likely to be much stiffer than the 750S original: it’s fashioned out of 30 mm ChroMoly steel tubing, TIG-welded, and with a more modern geometry.
The forks look like Cerianis lifted from a 1970s GP bike, but despite the traditional construction, they’re a modern design by the German specialist Oram.
They’re CNC machined from aluminum alloy, fully adjustable, and measure 43 mm in diameter.
Rake is set to a sporty 25 degrees—just half a degree more relaxed than the latest Brutale 800 chassis geometry. Trail is a shorter 3.35 inches compared to the Brutale’s 4.05.
Oram supplied the shocks too, which are also adjustable. They’re hooked up to a box-section double-sided swingarm, built using the same 25CrMo4 steel as the frame. (The final drive is via chain, rather than shaft.)
The 18-inch wheels come from the Milan-based specialist JoNich. Measuring 2.50 at the front and 4.50 at the back, they’re built up from aluminum rims and stainless steel spokes. The rubber is surprisingly modern: Metzeler’s Racetec RR K1 compound, which is more commonly found on trackday bikes.
Drum brakes are not going to cut it with this level of performance, so the Tributo is anchored by 320 mm Brembo dual discs and four-piston calipers at the front.
The rear disc is a 230 mm Brembo, with a two-piston setup. Discacciati supplies the clutch and brake master cylinders.
The tricolore color scheme is all present and correct, including the iconic red leather seat and the gorgeous tank, which echoes the disco volante (‘flying saucer’) design of yore. Even the Monza-style filler cap looks period correct, and the tachometer (from race brand Scitsu) is timeless.
Performance, however, will be on a par with a middleweight 21st century sportbike. In other words, it’ll be more than adequate for 90% of riders and virtually all road conditions. Maintenance should be easy: Bosch fuel injection is much less hassle than four Dell’Orto carbs.
The Tributo is not the first time Magni has taken inspiration from the 750S, though. Five years ago, the Magni Storia [back left, above] was launched—essentially a kit that fits the Brutale 1090 and costs around €8,000 (US$9,100).
To our eyes, the Tributo is an even more successful concept. And it’s not vaporware: a quick chat with Giovanni Magni reveals that he’s taking orders already, and production is ready to start pronto.
The build cost depends on customer spec, but Giovanni puts the starting price at €36,000 excluding taxes—around $41,000. In other words, it’s a half to two-thirds of what you’d pay for a good original 750S.
That sounds like excellent value to us. Your money buys a high quality motorcycle, hand built in small numbers, with a reliable modern drivetrain. And the provenance is good too: Magni’s links to MV Agusta stretch back to 1950, when Giovanni’s father Arturo joined MV’s racing department.
The history of the two companies has been entwined ever since, and we’re delighted to see the relationship continuing.
The Tributo has just rocketed to the very top of our Want List.
Magni | Facebook | Instagram | Images by Alessandro Olgiati
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