2013 MV Agusta F4 and F4 RR- First Ride Review

11 Фев 2015 | Author: | Комментарии к записи 2013 MV Agusta F4 and F4 RR- First Ride Review отключены
MV Agusta 1100 Grand Prix
MV Agusta 1100 Grand Prix

2013 MV Agusta F4 and F4 RR – First Taming the Italian stallion.

Spain—I fear I may be slipping the technology curve of late. As the Cycle World staffer to in my company-issued Blackberry for an iPhone, I’m now getting a handle on this Facebook thing. Perhaps traits of my father have to manifest with age?

a master mechanic throughout of his professional career, lacked the to learn how to program a VCR back in the I must wonder what my old or, for that matter, legendary MV rider Giacomo Agostini . make of the depth and complexity of the menu options on the info-rich LCD of the new MV Agusta F4?

An all-new MVICS — Vehicle Integrated System) featuring ride-by-wire control first applied to year’s F3 675 model has been developed and tailored for the latest F4. electronics package offers the comprehensive multi-map engine-management I’ve encountered, also rider-assist features such as control, an anti-wheelie function and an assisted shifter that seamless upshifts while having an auto-blip feature for downshifting.

While the complexity and sophistication of chip-controlled technology rivals the found on the Aprilia RSV4 BMW HP4 and Ducati Panigale . I believe the F4 benefit greatly from a way of navigating through the various And although this may sound a bit the F4’s two-button switch on the clip-on handlebar lacks a feel, which makes it frustrating to use while wearing

I experienced some tense while lapping the 14-turn, Ricardo Tormo Circuit in Spain, where MV staged the F4 and F4 RR press launch. My anxiety stem from tapping the RR’s 201 claimed crank (which is 6 up on the base model, to a 500-rpm-higher rev ceiling made via titanium connecting rods and valve springs).

Rather, I being rear-ended while off the race line, feverishly to toggle and lock into a level of TC. Something as basic as one of the eight available TC sensitivity should be more intuitive. To credit, moving amongst the maps (Rain, Normal, and Custom) is more easily as the starter switch serves duty as a mode toggle the engine is running.

The Custom map allows adjustment of parameters that are each within the three default These include throttle (which can be set to filter out minute movements); two levels of engine (affecting how quickly the electronically throttle plates react to grip rotation); soft or rev limiters; two engine-braking settings determine how much the throttle remain cracked open deceleration); and lastly, torque (which implements Rain reduced peak output via the maximum throttle plate when the twist grip is

All told, four 20-minute sessions wasn’t nearly time to sample the full of possibilities. Two sessions aboard the RR introduced further electronic with its electronically adjustable suspension in place of the Marzocchi and Sachs shock of the base Switching among the RR’s maps also alters the values for compression and rebound

While not an active system that of the HP4, the F4 offers an screwdriver if you will. I have to however, that making changes while stopped on pit proved tedious because the on the left bar only allowed the damping value to be incremented in one A lot of button presses are required to go a setting of 10 to 9 for example, requiring you to through the full range to get to 9.

The F4 and F4 R are in white or red/silver graphics for and $19,498 respectively, while the F4 RR in white/black or red/white commands

The RR also employs an electronically steering damper with two of operation. Manual has you assign a of damping resistance within dash menu, while mode dynamically adjusts firmness to suit the bike’s or rate of acceleration; a good option.

Personally, I preferred the simplicity of the CRC unit on the base F4, experiencing bar movement when driving off second-gear corners with the tire skimming the rumble lining the track’s outer I must think, given time, I may have found a manual setting for the RR.

Wearing crafted forged wheels MV claims to represent the very possible while working aluminum) gives the RR an agility over its cast-wheeled sibling. is, both models require effort to bend into and track through an apex as on rails. I marveled at the level of provided by the stock Pirelli SP radials, as well as the bike’s limitless cornering clearance.

My laps came with the sensitivity and response settings set to in conjunction with a TC setting of 1. took the edge off, up focus for hitting my marks and the superb chassis. The TC strategy MV retards ignition advance by throttle closure, producing a stutter-free reduction in power and the anti-wheelie aspect is very While not a failsafe against over backwards, the benefit is that the front end never slams to the ground.

I found the auto-blip downshifts ease rider workload charging deep into allowing full attention to be on braking. It’s never easier to maintain constant pressure and front-end load changing down through the making good use of the powerful Monobloc M50 calipers on the RR or the F4’s impressive (if not as exclusive) Monobloc M4

The downhill approach to the circuit’s corner requires dropping to second gear while over. This section a testament to the system, allowing a of traditional clutch-assisted downshifting to the method. I must say, the tracked straight and true time when simply down on the shift lever and the twist grip and clutch

By contrast, an old-school approach in a bit of chassis movement with the momentarily stepping out.

All both versions of F4 I rode an F4 R that differs from the model in its Öhlins TTX shock and wheels) proved MV have great strides of late in the raw power and performance the F4 has always While this may not be your MV, the magic of MVICS has made the more refined and accessible ever. Just imagine Ago, the all-time leader in Prix victories, could do such a machine.


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