2010 MV Agusta F4 1000 test at Misano

23 Май 2015 | Author: | Комментарии к записи 2010 MV Agusta F4 1000 test at Misano отключены
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MV Agusta F4 test Misano – and passion

MV Agusta F4 1000 is the most elitist motorcycle you can but don’t hold that it. It is that way because the people it always wanted the F4 to be the best, the and the most desirable object in It’s been all of those at various stages of its lifespan, but the 2010 F4 is still up there is the

Words: Tor Sagen/Photography: Fotomoto.it

The is that last years 1078 were starting to it was too heavy and it wasn’t going in the high tech direction as its In my view the 1078 is still a and desirable bike, but to stay the 2010 F4 1000 has arrived on time. All the latest technology as traction control and a double mode (Sport and Rain) are now in

Whilst being competitive in and winning customers with high performance motorcycles the Japanese brands, something can be described only by the word drives MV Agusta.

I fire up the new F4 in the pit lane and I’m greeted by a racy and sound exiting the four organ style pipes. already fiddled with the traction control and have level 4 for my first session.

the second and third gear on Misano on the first two laps the control on level 4 worked fine allowing me to worry my lines and warming up the tyres than being too cautious. -As as the Pirelli Diablo Supercorsa SP were warm though I a less intrusive setting. a lot of grip and stability in the latest of the F4 chassis, so as soon as I had done the up laps the high level of started to frustrate me.

Hence I changed down to 2 and then 1 in my next sessions. only in the early and late of the tyres you really need the levels of traction control on the MV F4. It’s also very to turn off the traction control as in reality there are 9 levels 0 is off. When I had optimal grip I got all the feedback I needed the chassis to handle traction my right hand.

The F4 with 10 shaved off its delicious lines is a lot more nimble than its Directional changes from one lean to the next are now more of a rather than a chore. The has been raised a little makes it easier to take the by its horns so to say, and hence make the F4 less demanding to Along with a shortened and fuel tank the seat is now and comfier.

The fuel tank is now in a 17 litre size rather the old 21 litre and it’s made of nylon saving an additional of weight compared to the old one. The new longer swing arm are one of the major to the weight savings. The adjustable has in fact been lightened at the same time torsional has been increased.

The suspension, consists of a fully adjustable release (good for fork leg service and front wheel 50mm Marzocchi fork and a fully adjustable rear are high quality items to MV’s requirements. They plenty of feedback through the and it’s easy to feed the mid-corner. I had some pretty headshake moments far into gear a couple of times there being a steering in place.

I’d have needed to stiffen up the shock a bit or raise the rear height, but no way if I would sacrifice any time to do that with a functioning track tool.

the F4’s massive speed only the best brakes do and the Brembo monoblocks are in place. The braking on Misano happens on the straight and on the back straight speeds of up to 240km/h needs to be off all the way down to around 70km/h. the 50mm Marzocchi fork and the front Pirelli Diablo SP an immense amount of forward energy is transformed into

The top speed of the F4 has been tested by MV to 305km/h in sixth gear we never come close to at The stability on the brakes is impressive and the is progressive. I had no problems with during my day in the saddle despite the that the new 320mm front are 5mm thinner than before.

a pure delight to feed in the down the straights at Misano as so much power on tap. The peaks at 186 hp @12.900rpm with a 600rpm before the rev limiter in. From 9.500rpm where max of 114Nm has been reached the is fabulous. I’ll recommend the MV F4 1000 for the scientists at CERN for the Higgs boson.

High acceleration above 200km/h third gear and up is a very side to the F4 package. Unfortunately not that much time you in that area on Misano but the famous Curvone, that become a “corner” when speeds of around 200km/h, the F4 through with enormous I’m pretty sure that I sat a new top speed through that on the F4 as the level of confidence in the chassis was

I hardly used first at all around the circuit even I could have with control in place and all. The delivery in second gear was but I could have wished for a lower second gear to go for it without having to resort to gear.

In the long left after the back straight is I felt the traction control in more often than places as it’s a hard second gear corner I switch to third whilst at a leaning angle. The G forces me firmly in a left corner so I use my upper body to help the bike upright ahead of hard braking area and the right hander.

The 2010 MV F4 1000 will do 250km/h in gear which is all you need on I still made my way up to fifth a of times just to sample the even when the revs are not at then. It’s all good and the six-speed cassette type is a delight and the clutch feels and easier to use than before.

my way down the gearbox ahead of braking areas is also helped by a very good slipper clutch. The F4 keeps its and shape to perfection whether accelerating or decelerating.

The new 998cc four engine is more than older versions and with considerable weight there’s also more for a larger air-box. This has heavily to the 186 hp max power figure. The new oil and cooling is now a lot more efficient at lower engine speeds many MV Agusta owners welcome. I’ve had a few very moments riding in traffic on the old MV so this is really good

The re-engineered engine is now one that’s up with the best in all areas than just relying on power and torque figures. The MV Agusta F4 1000 has got huge whilst the F4 RR312 1078 was at the end of its cycle as far as the engine goes.

The new all instrument panel is a treat for the and it can be adjusted for night or day usage. On the models it was sometimes difficult to see the lights in sunlight, now this has been completely eliminated a flashy looking new instrument A gear sensor is in place the current gear selection up on the digital panel along traction control setting and all the data on a big and easy to read panel.

I believe that the MV Agusta F4 1000 has spent an amount of time in the air tunnel its aerodynamics as bikes such as the Hayabusa. Some very designed aerodynamic funnels now all over the new fairing. As always an amount of attention to detail is on on the F4.

The mirrors that have to be on a are just as much a part of the design of the F4 as any other part. If you for CRC you’re simply not allowed to whack on a pair of ugly Mickey Mouse style On the 2010 F4 there’s even funnels in place underneath the to deflect high speed air into a smooth flow the riders elbows rather crashing into the rider more turbulence at speed.

the same story on air entering by the and underneath the bike avoiding air crashing onto the rear or elsewhere creating even high speed stability. As far as I’m the front fairing of an MV F4 is one of the most design elements in motorcycling and the is even better than with a new but subtle even than before design.

I could honestly spend just looking at the 3 dimensional lines on that front the details really come out on the red in the sunlight. The front is as smooth as having been tortured for a years by the wind. The F4 has indeed designed to spend considerable of time doing 150mp/h and being a natural at it. If only MV made high speed touring bikes, too…

to the aspects of the evolution to the F4 design are of the exhaust system ending in the new design four pipes the seat. Insiders have us that Claudio Castiglioni requested this and other only weeks before It’s fairly evident at the whole F4 package and finish the one and only sore point is the in finish from the bronze exhaust collector box and the removable new coloured square end-pieces.

I they have been partly to make the new F4 more evo, but also to cash in on carbon fibre exhaust I bet CRC is working on ways to hide area a bit better for future


The 2010 F4 is still a track tool as ever. The big is that of a lighter package a better power to weight than before. It is down a on torque compared to the big-bore and I feel that perhaps gear could be even

MV Agusta have pretty addressed every issue I had with the 2008/09 RR312 reducing excessive heat in the lower to mid rev zones which is good news for those intend to ride the F4 on the road and for reliability, too. The 2010 F4 is now a lot more practical for road whilst still remaining a sharp and aggressive track

It’s more race than road bike like we want it to be, but more than past models for Sunday rideouts. The pegs are and the amount of ground clearance is The F4 likes nothing better high corner speeds and great stability to match. The new engine is not quite as powerful as the BMW S R but it’s not far off. The chassis and the that looks smooth hot chocolate are my favourites with the F4.

Disregarding lap times and high gizmos I’d rate the 2010 MV F4 only to the Aprilia RSV4 closely followed by Bavaria’s son. The Japanese manufacturers can dream of ever building a such as the F4. Pure passion.

New and chassis

Super aerodynamic which is handy for wiping off all the from people drooling on it

power to weight ratio previous models

Better comfort including less radiation whilst the bike smaller and nimbler


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