The history of Mv Agusta seems almost a fairy tale, a company founded by the intuition of a great man who made the great Italian brand in the world. The name Agusta appears during the early years of the twentieth century and identifies one of the Italian aeronautics industry pioneers: Count Giovanni Agusta. Of Sicilian origin but living in Lombardy, Giovanni Agusta founded his company in 1907 at the "Cascine Costa" in Samarate (VA). The production of Agusta aircraft intensified during the First World War, when the Count he enlisted as a volunteer in the battalion files Airmen of Malpensa. At his death in 1927, the company passed into the hands of his wife Giuseppina and his son Domenico, which soon will find themselves facing a crisis in the aviation industry such as to require as soon as possible to the shelters, in order to avert a possible failure. He was born the idea of ??converting the production of aircraft in motorcycles, so to answer to the growing desire of the Italians a motorized individual mobility. It began first to create an engine intended for use motorcycle, characterized by low production and management costs, with a displacement of 98 cc. 2-stroke, three-light distribution, primary gear, clutch in oil bath and change of two relationships. Unfortunately the development of this engine was interrupted by the intensification of the second world war, so much so that, in 1943, the plant in Cascina Costa was occupied by German troops.
The occupation lasted until the end of the war, when Domenico Agusta, in order to complete the development of the new motorcycle project, decided to form the Mechanics Verghera. The new company was now ready to face the challenges of the motorcycle market. The Sixties represent the car consecration mass, but, in parallel, resulting in a setback of the motorcycle market. The MV Agusta reacted to this change in consumer spending in a true enterprising spirit, offering new models to attract motorcycle enthusiasts. Among these, the most significant in historical terms, was the 600 four cylinder, the first maxi motorbike on the market with four-cylinder engine. The engine, derived from 500 Mike Haillwood GP, experienced a series of developments which culminated in the high performance 750 S America, capable of speeds of 220 Km / h. That same year saw the introduction of the 125 Disco, named for the 2T engine rotating disk distribution. From the late sixties onwards he began the era Agostini, who, with 350 and 500 three- and four-cylinder, prevailed without interruption from 1967 to 1973.
The two models were produced, with the first three-cylinder engines and, later , with four, to counter the advent of 2 Japanese Rates. After the death of Count Domenico, which took place in the early seventies, the company was faced with troubles related to economic problems. This was a period characterized by the clash of two opposing trends in the administration of the Company; the first aimed at pursuing investment in 'sport, the second to reduce them in order to balance the books. Prevailed a middle course of action, which resulted in limited development of the Racing Team and an impoverishment of the models, down to only two: the 350 and 750. The former was offered in three grades, "Scrambler", " GTEL "and" SEL ", while the 750 was available in Sport and Gran Turismo. In competitions, the MV managed yet again to stave off the pressure 2T Yamaha and Suzuki of Saarinen and Barry Sheene. The framers of this resistance to the Japanese were: the tough Phil Read, with two wins in the 1975 season, and of course Giacomo Agostini. Agostini returned from a spell with Yamaha, sensationally returned to ride Cascina Costa to seal machines, August 29, 1976, at the Nurburgring, the last victory of palmares MV Agusta. The precarious economic position forced MV Agusta management to seek a new economic partner. The solution was found by contacting the giant public finance EFIM (Ente Investments and Financing Manufacturing Industry), claims that, in order to rehabilitate the company, the release of the MV Agusta in the motorcycle industry. A difficult decision, he did die in the bud, a new generation of twin-cam power units in 16 high-powered valves (750 and 850 cc), whose debut was scheduled for the Motorcycle Exhibition in Milan in 1977. But the company, which in fact had booked the stand, he deserted the trade show, continuing its commercial life until 1980, when even the last present exemplary in the warehouses of Cascina Costa, was sold.
The name MV Agusta returned to the headlines in July 1986, when the trade press published an advertisement for the sale of racing bikes, prototypes, bodies and engines of the legendary racing division. The news raised such clamor that the leading journalists of the day demanded government intervention to protect the nation's cultural heritage. Unfortunately the great historical and technical value of these invincible racing cars, was not enough to pique the interest of the Ministry of Industry and State Holdings, so that the entire lot of motorbikes and spare parts, went in favor of ' Italo American Roberto Iannucci, to the tune of about one and a half billion lire. In an atmosphere of controversy and nostalgia for the glorious past of the brand, it closes the industrial chapter of MV Agusta of Cascina Costa.
- Exterior Colour Red