2005 MV Agusta F4-1000 S —

31 Май 2015 | Author: | Комментарии к записи 2005 MV Agusta F4-1000 S — отключены
MV Agusta F4 1000 MT Tamburini

2005 MV Agusta F4-1000 S

sport bikes oh yes, talk about them.

For the thirty years or so, that had some pretty good associated with it, but also a few ifs, buts and wishful of sorts. In spite of their domination of WSBK, endless in the smaller GP classes and their … appeal, Italian had to rely on good excuses and apologies, for not being worthy to Japan in the horsepower wars.

might not know this, but up to the seventies, there was nothing on the that could touch a 750SS or a Le-Mans in the twisties. that didn’t last and Italy’s insistence on twin power surely didn’t First, the horsepower war was lost to like the Kawasaki Z1, Suzuki and Honda CB900F.

Still, in the eighties, if you wanted a four handled . you’d be turning to and therefore Italy, for a replacement of the spaghetti tubed Japanese Bimota has a lot to do with the F4-1000 S you see especially one of the three musketeers decided to switch from heating systems, to designing racing frames, a certain Tamburini. We’ll get back to

In any case, by the nineties the sportbike war was over. Japanese bikes had the handling to match their power levels and Italy only console itself Ducati’s WSBK wins. wanting to take anything from the prowess of the 916/998/999 it was no small thanks to a racing that favored the big Italian over the 750 fours.

So, where that leads us? To the fact nowadays, there are no more buts or any other apologies Italy’s honor is back it deserved to be for a very long

The MV F4-1000 can confront the latest of the SS tools eyeball to eyeball and not consider blinking. Actually, it can do so the defiance reserved for someone who that he’s not only an well equipped stud, but an ultra cool looking with an IQ of 150.

After 700 of riding, I think that I the new MV 1000 pretty thoroughly and fresh memories from a supersport literbike comparo I was in, surely didn’t hurt. you leave stoplights with the wheel pawing the air in first, second, then third when you throw the MV into 120 mph with abandon and experience the solidity of that steel frame, when you catch a of yourself on top of the F4 from a huge street window, that’s you grasp the notion that god ride a Hog most of the time, but he takes the F4-1000 when in a hurry.

Yes, such is the feeling of while riding the thing. Add to ingredients the blind admiration at street corner or stoplight and the pride of ownership gets a new A nice MV anecdote?

I’ve seen so many pretty stop … in their to admire a parked sport as I saw with this MV. Yes, and without me even sitting on the

When you leave stoplights the front wheel pawing the air in then second, then gear, when you throw the MV 120 mph sweepers with abandon and the reassuring solidity of that trellis frame, when you a reflection of yourself on top of the F4 from a main street window, when you grasp the notion god might ride a Hog most of the but he probably takes the F4-1000 he’s in a hurry.

Our first 1:1 leaves me somewhat puzzled. I waited four years for test ride (in its 750 guise), the same four years MV has been in the doldrums and test where nearly unobtainable. the moment has come. I meet journalist in town, he hands me the and without any drama or fireworks, I am next to an F4 1000, key in hand.

My tells me: Enjoy and I nod knowingly, but the first impact is not as strong as the one I in front of the brutal MV Brutale. it’s the visual familiarity seeing the F4-750’s curves in and on the street what dulls my Without us noticing, seven have passed since the F4 introduction as a 750. Nevertheless, now the bike is mine (even if for a few days), it’s somehow

I can take my time and savor the and subtleties of the F4, roll them my tongue, feast on their

A 2004 Yamaha R1 passes in of me and with the MV as a yardstick, it’s not to spot the tricks and shticks the Japanese used in order to our attention. The aristocratic F4 doesn’t all those pyrotechnics to show its

Deciphering the articulate sculpting around the gas tank area can you occupied for hours. The cleanliness of the fairing sides oozes Although there is none of the busyness in the F4, there are plenty of to appreciate when you get up close. I the front headlight and find to my a tiny lip in the glass surface I’ve never been of. Why is it there?

Art for art sake. All this us back to that key man in Bimota’s Tamburini (He’s the ta in Bimota’s This guy -who never motorcycle engineering or design- is a detail freak. This is so full of details treated and at the highest levels of composition, you really can’t grasp the why it all. Because it’s beautiful, because it’s interesting, because it’s ….

Period. Ode to Tamburini aside, who’s somewhat sensitive to and design might claim the F4 is starting to look a bit dated, years are an eternity in terms of design. The F4 is a bit soft looking in age of sharp, hard cut surfaces. being the masterpiece that it is, that the F4 is not really susceptible to the of time.

A 2004 Yamaha R1 in front of me and with the MV as a yardstick, not hard to spot the tricks and that the Japanese used in to grab our attention. The aristocratic F4 need all those pyrotechnics to its class.

Throw a leg over the F4 and you that Tamburini’s genius far beyond psychotic attention to and shapes. The thing is tiny, than any of the current 1000 that flaunt their compactness so proudly. Think it.

Work on the F4 must have in Tamburini’s atelier in the hills of the San republic, some 8-9 years yet he’s already been done that, the shrinking It’s time to take off my No twin spar aluminum could ever match the waist created by the corset-tight hug which the myriad of tiny tubes follow the F4 mill’s

… meets engineering.

A on the tiny starter button and the machine gun barrels that out from the tail, turn the grand organ of the Church of Metal. It’s not the volume, but the quality that send through my spine as I joyfully the thing with small twists, in Milan’s morning hour. Perky, people just smile with I’m on my way and it’s time for the surprise.

Tamburini is the man behind the machine named 916, so I expect a hard core, punishing, sado session I’ll get out of town, but no. The F4’s position is extreme but not excessively so, certainly no worse than a maybe less. The seat is but supports my lard well; are somewhat far away, but not very

All controls work smoothly, like, engine doesn’t pulling from low revs, gear is low enough for sprinting from stoplights without Clutch lever pull be lighter but that’s about it. I at my office, park the F4 underground and say till the evening, quietly for some stretches of clear on my way home.

Having an F4 waiting down in the garage doesn’t make my day of flying easy. However, the I’m back on the thing and up the north ring road, the becomes worthy. I let the engine and it has quite a lot to say. Strong, strong, GSX-R1000 like from down low until mid

I am not pushing it hard just but even at 5-6K it already quite an intoxicating drive. there’s too much traffic and I limit myself to playing a bit of Nintendo between the cars are crawling along at 70. I park the F4 because this thing too much attention.

Tomorrow is day and I’ve got some big plans.

My session lands me in a really super twisty mountain and the F4 is still out of its element. Revving 8K is well nigh impossible. The are too slow and narrow around That said, any 150-rwhp would be overkill, because is supermoto country, but it’s a time to learn the handling and while I pose for the camera.

On my way I’ve already noticed the steering accuracy and steely of the frame and even in a slow turn, they show worth. The clip-ons let you feel pebble in the asphalt, every ripple, feedback from the is really amazing. Yet, I say that the F4 is as quick steering as a CBR Again, the F4 is much more a GSXR-1000 in its response to steering and surely, the extra dry weight it around doesn’t help.

steering response needs time to be learned and requires a hand. While riding steering nakeds in this I can often drag my knee whereas with the MV, I find it to approach the limit. So our foreplay is but I have plenty of time.

I a 13mm wrench and 6mm Allen key and the footpegs to the lowest of their positions. This takes all of two brilliant!

This road collides with an important meeting I have near so my choice is return it to MV after a hundred miles, or keep it and do the shebang, 700 miles in all on the F4. Although bike fits the job at hand as as a Hodaka 175, it’s a no-brainer. Stuttgart, here we The autobahns and Alpine passes are for us.

After a quick jump home, I grab a 13mm and 6mm Allen key and move the footpegs to the of their adjustable positions. takes all of two minutes, brilliant! more legroom won’t

I stuff some half-clean a toothbrush and a few tampons into my bag and off we go.

At last, sunshine and a clean, Italian Autostrada. gaaassssssssss it! The cylinder mill likes likes it a whole lot. A full roll-on of the throttle in right into the rev limiter at or something RPM and the F4 kicks me with drive, a drive that’s there with the best of co. according to the seat of my pants.

claimed 167 horses feel real and it’s not just the top it’s the way the radial-valved mill from low revs through the mid-range to a top-end crescendo buys me. Till 8-9 it’s like torque-country, while in the echelons, the engine’s lust for revs is right up there a ZX-10R or R1. Am I getting carried here? Is it the best 1000cc ever? A quick glance at dyno graphs from the press says that might be the case.

At 5,000-6,000 it’s slightly below the of torque, the GSX-R1000. However, the Suzuki’s engine waves by 10K, the F4 continues to build on an wide power plateau up to before it starts to taper Time to take off my hat again. The Big have thirty something of in-line four experience, and fat RD facilities, nobody is supposed to with them while the higher high octaves triumph about their

Yet this engine’s development was in the mid nineties and kicks their butts, even though it has no edge hi-tech. The up to date … (like the ZX-10R’s) part of the way toward explaining the top-end breathing, but how come a factory manages to develop a … power unit? in case you’re thirsty for on one of Italy’s most respected dyno, the F4 put down a healthy RwHp, 1.6 hp more than the Kawasaki ZX-10R.

MV Agusta F4 1000 MT Tamburini

Beats me, it be that those radial make the difference?

On paper, the F4 should have better protection than the 750 version, to a double bubble windscreen. I know about that.

On the the F4 nonchalantly catapults me to 150 mph and I don’t that much time to about the issue, I am busy the windblast. On paper, the F4 1000 have better wind than the 750 version, thanks to a bubble windscreen. I don’t about that. I have making my 6’4 frame behind it and my head threatens to go its own way my arms are quite stretched.

It out that the riding position is old school than I first The high seat prevents me tilting my head up without a lot of and I’m only 60 miles the ride. Soon enough, I am nearer to the Alps and the roads winding. Now, I’m with the feeling of riding a precision tool that to the road perfectly and all discomfort is forgotten. Unsurprisingly, the refined manners and poise remind me of the series.

Of course, Tamburini engineered bikes as well. In speed plagued Switzerland (speed are kindly mailed abroad as I have no intention of helping to the poor country’s national so off the highway I go. A nice Alpine not too high, flowing roads, home at last.

I am approaching seems like a 75mph but I’m doing 110. The and sensitive Nissin brakes the thing down in a hurry, two gears accompanied by that metal organ sound, hard like. The solid calibration swallows it all without a zip, nada.

The F4 comes at these speeds and those few pounds disappear as if by magic, the Michelin Pilots hold the the tenaciously to the road. The more I the more the F4 seems to like it, everything in its stride. Powering out of turns, there’s not even a of the headshake I’ve encountered on a at times. The only nuisance is a hesitance while giving short throttle blips on

Unlike three of the 1,000cc fours (the Honda a double injector system), the MV has butterfly throttle bodies and no controlled secondary butterfly to things out at small throttle and this could be the culprit. it’s a really minor The suspension, set up on the firmer side of is way less harsh than of say, a Duc.

It might not the bumps at a Suzuki’s level, but reassuring and the perfect poise you keep pushing on. The peace of that the cycle side coupled with the monstrous from the engine, produces an to be savored. On long sweepers, is quite neutral, allowing you to on the line and not on corrections.

When you those corners, the engine is all set to you up to the moon.

… meets No twin spar aluminum could ever match the waist created by the corset-tight hug which the myriad of tiny tubes follow the F4 mill’s

By darkness, I reach the no-limits autobahns. Unfortunately, it’s cats and dogs. Is it time to down a bit and be reasonable? Naaaahhh.

The wet is feedback from the tires so important and the MV’s handlebars to transmit clear messages, as I out the last 100 miles to Stuttgart at MPH. After four of riding, my neck simply to fold back at anything those speeds.

Next day. Sunshine and an autobahn. What she’ll do? seen 180 for a few seconds but realized I was getting near to the irreversible damage point.

After all the about the wind protection by this way too long a trip, I say that the other comfort are rather good. Seat to distance is long, as large as of the roomy R1, thus my long are at ease. The seat is reasonably after these long although by now my buttock is a bit resentful of the foam.

At the end of the day, only the in my neck makes the last hundred miles till a bit of a chore.

The more I press, the the F4 seems to like it, taking in its stride. Powering hard out of there’s not even a hint of

That’s it. It’s over. A unsuitable test for a 1000cc tool, yet nothing really wrong.

I stare for a few minutes at the red and bullet, that carried me 700 miles and another colleague to pick the bike up. A shame I just wanted to enjoy the some more. After the thing and seeing what beauty can do, I was left with the I more! sensation. Don’t if I’d be saying the same the 750cc version, a bike couldn’t compete with the top of the because of its engine size.

with this F4-1000, is no need to turn to its beauty and to find a justification. Yes, that good, right with the other litre and that’s before we talk the MV’s sheer class. In an track comparo, it finished behind the R1 and ahead of the other Funny, in light of my historic towards Italian sportbikes, I myself turning to lap times and for reassurance. The F4-1000 convinced me them.

Italy’s honor.

MV Agusta F4 1000 MT Tamburini
MV Agusta F4 1000 MT Tamburini
MV Agusta F4 1000 MT Tamburini


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