2023 Lucky Explorer 9.5 Prototype First Ride

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The Lucky Explorer 9.5 is not ready for production yet, but we got a ride on a prototype unit to get a taste of the upcoming adventure bike. (MV Agusta/)

MV Agusta creates uncompromising masterpieces. Taut, sharp, focused, fast, loud, beautiful, expensive motorcycles that, almost without exception, ride like racebikes with lights. But now, for the first time in its long pavement- and racetrack-focused history, the Italian manufacturer has set the stopwatch aside to develop a production adventure bike, complete with a 21-inch front wheel and exciting off-road potential.

The Lucky Explorer 9.5 adventure bike isn’t ready yet. The machine you see here is a prototype; a development mule still some way from sign-off on final specification. Riding modes and rider aids are still with the boffins in the lab, while the exhaust, switch gear, and paint scheme are clearly preproduction.

It’s 95 percent complete, so our ride on the Lucky Explorer 9.5 prototype can tell us much about the production model. (MV Agusta/)

The engine and chassis, however, are 95 percent close to ready, and pretty much as they will finally appear when the 9.5 goes on sale in 2023. A day in the saddle chasing MV’s development riders along glorious roads and the odd gravel tack near the manufacturer’s Varese factory demonstrated that the adventure bike market, and the mid-weight segment especially, will soon be joined by a serious new player.

Ducati’s DesertX stirred things up earlier this summer by bringing Italian engineering and sporting values to the dirt, and the 9.5 promises the same from MV. It wails and howls like all MVs, exciting on the road as only an Italian triple can be. Its twin headlights and close-fitting bodywork pay homage to the Cagiva Elefant that took victories at the Paris-Dakar Rally in 1990 and 1994, so racing remains in the mix too. But there’s also genuine touring and off-road potential, plus a new sense of everyday usefulness we don’t often see from MV.

The Lucky Explorer 9.5 brings MV sportiness to the dirt while providing composed street handling. (MV Agusta/)

Let’s start with that power unit, a new 931cc inline-triple derived from the 798cc “800″ engine found in the supersport F3, naked Brutale, and other MV middleweights. MV has made numerous internal modifications, including a new cylinder head, pistons, and valve train. But the capacity hike is the key, because the heart of the 9.5 concept is flexibility.

Peak power is quoted at 121.4 hp at 10,000 rpm and peak torque 75.2 lb.-ft. at 7,000 rpm at the wheel. Compared to the 800-powered F3 supersport machine (144.8 hp at 13,000 rpm and 64.9 lb.-ft. at 10,100 rpm) the adventure bike is down on claimed peak power but considerably up on torque. If the figures are correct, it should out-grunt the DesertX, KTM 890 Adventure, and even the other triple in in the mid-adventure sector, the Triumph Tiger 900.

A new 931cc triple with 121 hp and 75 lb.-ft. of torque powers the Lucky Explorer 9.5. (MV Agusta/)

On the road, it’s something of a revelation, driving cleanly and purposefully from as low as 2,000 rpm. Fueling is accurate; throttle response is delightfully linear. And the bike surges out of turns, no matter the ratio or rpm. The exhaust and airbox snarl aggressively in the grand MV tradition, but the flat torque curve is new.

The 9.5 can’t match the Honda Africa Twin for sheer mud-churning drive, but MV has certainly injected new character into its once high-strung triple. Brief forays onto gravel were made easy, the connection between throttle and rear Bridgestone as intimate and unintimidating as any in class, despite the lack of off-road rider aids on this prototype.

On the road, the Lucky Explorer 9.5 is a performer despite a tall stance and 21-inch front tire. (MV Agusta/)

What the Africa Twin can’t do is match the 9.5′s top-end energy. Back on pavement and with peg-scraping riding guides warming to their work, I was forced to elevate the pace, to start using the quickshifter and the top-end of the 9.5′s rev range. And at around 7,000 rpm there is a noticeable step in power, and from there the counter-rotating crank spins to the redline like a track-focused MV: fast, loud, and immensely entertaining.

The corners kept coming, and it seemed the limiting factor might be the new-for-MV 21-inch front wheel. But like Ducati’s DesertX, the 9.5 turns surprisingly well considering its “tall-bike” geometry and all-around ambitions. Once on its side, ground clearance is good too, and despite any rider aids on this prototype, the bike gives the confidence to open the throttle, dial in that torque early, and ride the grip of the rear Bridgestone A41.

Many of the electronic rider aids were not available on the Lucky Explorer prototype, but the power character makes it easy to screw the power on out of corners. (MV Agusta/)

At normal road speeds the 9.5 feels light and maneuverable like the Yamaha Ténéré 700, and smaller and more agile than the Africa Twin, its long-travel, fully adjustable Sachs suspension plush and controlled. The riding position, with its wide, slightly swept-back bars, is natural, comfortable, and not too tall for 5-foot-7 me. The seat is adjustable (to 850mm and 870mm, or 33.5 and 34.3 inches), and the 5.3-gallon fuel tank, which should be good for a range of over 200 miles, isn’t as bulky as many in this market. There’s a large, clear 7-inch TFT dash, and the final version will have Bluetooth connectivity and cruise control as standard.

A 7-inch TFT dash is bright and clear and will feature Bluetooth when the Lucky Explorer 9.5 rolls out as a production unit. (MV Agusta/)

The screen strikes a clever balance between wind protection on the road and minimalism on dirt. MV says much R&D has gone into the 9.5′s whole aero package and the optimization of comfort and reduction of wind noise for both rider and pillion.

Front brakes are high-end Brembo Stylema calipers, which may seem like overkill for an adventure machine. But their feel and performance, on the pavement at least, are excellent. Confident, one-finger stopping is the norm both in the mountains and in the city.

A Lucky Explorer 9.5 test unit without its fuel tank and bodywork. (MV Agusta/)

Production 9.5s will come with switchable cornering ABS, for both on and off-road, as well as four riding modes: Urban, Touring, Off-Road (a first for MV), and a Custom map. A six-axis IMU will be linked to the multiple rider aids, including eight-level settings of slide control/traction control. Front-wheel lift control, engine-brake strategies, launch control, and cruise control will come as standard along with an up-and-down quickshifter with all rider aids accessed via the dash. Speaking of the dash, there will also be phone connectivity via the easy-to-use MV Ride app, which allows you track your route, marvel at your lean angles, navigate, and even read text messages.

Production Lucky Explorers will have electronic aids tailored for both on- and off-road riding. (MV Agusta/)

MV is yet to announce a price, but given the marque’s position at the premium end of the market and that the nearest obvious competition in terms of price is the DesertX at $16,795, we can expect the MV to be higher, around $18,000.

Verdict

During our brief road test this prototype Lucky Explorer 9.5 proved comfortable and hinted at genuine dirt potential. It purred along at 60 mph without fuss, grunted out of turns like an Africa Twin, and made everyday riding a breeze. But it went like a rocket too, howling like a lunatic in the process and inspiring smiles a mile wide.

So while MV may not give its name to the 9.5, which is known simply as the “Lucky Explorer 9.5,” the manufacturer’s DNA is still deeply involved in the way the bike feels and rides. It’s flexible, fun, and already has a lot on its side. We can’t wait to ride the real thing this winter.

Pricing for the Lucky Explorer 9.5 has yet to be announced. (MV Agusta/)

Lucky Explorer 9.5 Specifications

MSRP:	TBA
Engine:	DOHC, liquid-cooled 3-cylinder; 4 valves/cyl.
Displacement:	931cc
Bore x Stroke:	81.0 x 60.2mm
Compression Ratio:	12.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	121.4 hp @ 10,000 rpm
Claimed Torque:	75.2 lb.-ft. @ 7,000 rpm
Fuel System:	Fuel injection w/ 47mm throttle bodies; ride-by-wire
Clutch:	Wet, multi-disc; hydraulic actuation
Frame:	Steel double cradle
Front Suspension:	50mm Sachs, fully adjustable; 220mm (8.7 in.) travel
Rear Suspension:	Sachs single shock, fully adjustable; 210mm (8.3 in.) travel
Front Brake:	4-piston Brembo Stylema calipers, dual 320mm discs w/ Cornering ABS
Rear Brake:	2-piston Brembo caliper, 265mm disc w/ Cornering ABS
Wheels, Front/Rear:	Spoked, tubeless aluminum hub; 21 x 2.15 in. / 18 x 4.25 in.
Tires, Front/Rear:	Bridgestone A41 (on road) / AX41 (off-road); 90/90-21 / 150/70ZR-18
Rake/Trail:	TBA/4.6 in.
Wheelbase:	62.2 in.
Ground Clearance:	9.1 in.
Seat Height:	33.5/34.3 in.
Fuel Capacity:	5.3 gal.
Claimed Dry Weight:	485 lb.
Contact:	luckyexplorerproject.com

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