Kilometer Magazine: MV Agusta F4

6 Июн 2015 | Author: | Комментарии к записи Kilometer Magazine: MV Agusta F4 отключены
MV Agusta 1000 Ago

km. Evolution

MV Agusta F4


Some motorcycles are simply others are rolling works of Since its world introduction in the MV Agusta F4 has never left the category. With an entirely new just shown at the EICMA in Milan last month, now is a time to look back at the twelve years of F4s.

MV roots reach back than a century, when Giovanni Agusta started out in the business of flight, eventually Agusta aircraft for World War I. World War II, his son Domenico who had inherited the upon his father’s … in reestablished the company as Meccanica (hence “MV”) and produced his motorcycle in 1945. By the 1950s, MV motorcycles were winning and building a reputation for engineering and reliability.

This continued the ‘60s and most of the ‘70s legends like Mike and Giacomo Agostini at the controls, but by the the company was out of business as a result of a economy. In 1992, Cagiva bought the rights to the MV Agusta and began in earnest the effort to the once great Italian to its former glory. The F4 would be a key in that revival.

Serie The Prototype

At the 1997 EICMA Cagiva’s racing division the world with a prototype that would essentially the rebirth of one of Italy’s most racing brands. The motorcycle was the MV F4 750 Serie Oro . Just 300 models built in 1998. Developed in with Ferrari, the bike was an masterpiece. Its bodywork, fuel airbox, and all its trim pieces made of carbon fiber.

magnesium was used for the wheels, plates and even the patented which allowed the drive to run through the unit rather around. Of the 300 Serie Oros in 1999, just 60 would be for the US at a price of $39,995.

The 748-cc four used “over bore and … proportions, it to rev to an astronomical 13,300 rpm a speed only 600s could reach without scattering internals while making 126 on the way. Ferrari engineers brought in during early and had a heavy influence on the initial

One such example is the sixteen valves; from the center of the chamber, the valves angle allowing conformity with the shapes of the cylinder head and resulting in increased airflow. MV is still the only motorcycle to use this technology. The lucky few who get their hands on one were with one of the most spine-tingling howls in the motoring world.

Then there’s the exhaust Over the past decade, no exhaust system has been more often than the quad-tipped, pipe organ mufflers. After dismantling the system from MV Agusta’s Claudio Castiglioni’s personal F40, designer Massimo designed the unique 4-into-2-into-1-into-2-into-4

The exhaust system was more just pretty; it gave the F4 a wail typically reserved for Italians.

The gearbox on the F4 was a cassette-type, on an F1 car. The entire transmission was a unit that could be out for a separate unit with gear ratios by simply an inspection panel and pulling out the assembly. The front brakes had six-piston calipers and it was the first motorcycle fitted with a master cylinder as standard

The chrome-moly trellis frame was by hand and had concentric steering races that allowed for angle adjustments in just The rear suspension used an length linkage that ride height adjustments of the rear shock settings. The has long been the F4’s and continues to be the centerpoint today.

The possesses the elusive perfect between quick turn-in and front-end feedback, a result of many would describe as the setup: 24.5 degrees of and 104 mm of trail on a 1398-mm wheelbase.

The one of the first in production to feature a speedometer, flashed “200 while the yellow-faced tachometer carryover from Ferrari) from zero to 17,000 With such close it’s little wonder the F4 is considered the motorcycling equivalent of a It also explains the five-spoke wheels that are almost to those on an F50, and the “F4” that bears a striking to the F40 badges.

And yet despite all its impressive and advanced features, the F4’s draw is its looks. It was at the time, and is, an absolutely stunning bike. his work on the Ducati 916 Superbike acclaimed to be one of the best-looking sportbikes made Cagiva designer Tamburini’s magnum opus be the MV Agusta F4. In fact, many the F4 to a “2.0 version” of the Ducati Tamburini had designed just years prior.

From the projector headlamps, to the single-sided to its svelte, almost feminine the F4 exuded Italian … and performance on a red and silver rolling

An F4 for the Masses

In 2000, the first (if it can be called that) version of the F4 Called the F4 750 S (the ‘S’ standing for Italian for road), it was identical to the Oro on which it was based, but with exotic materials to keep the in line with other superbikes (namely the Ducati of the time. Aluminum components substituted for magnesium, and aluminum carriers were replaced steel.

The sand-cast engine from the Serie Oro were replaced by …-cast cases, and bodywork also lessened the These changes made the nearly 25 pounds heavier, but it mattered considering the price

The F4 S would sell for $18,895 a sum considering a 2000 Suzuki 750, arguably the benchmark sportbike at the time, was retailing for less than half amount. But sell it did, and by the North American supply of 200 motorcycles was on the road. Early-release models would arrive to the gap, and they sold out as quickly.

EVO2 and EVO3

The 2002 would be a big one for the F4, with a new a growing lineup. Dubbed the the 2002 F4 featured a new engine that produced more 13 horsepower at a speed just 400 rpm than before 137 hp at 12,600 The power increase wasn’t from more revs; it was a of improved electronics as well as internals. New pistons, valves, and a and lightened crankshaft replaced the old

Visually, the new bike was identical to the models but for the “EVO2” decals on the section.

2002 would be the first year you could get a F4. Cleverly called a “1+1” it was more for show than for two-up riding. The seat was less than three-quarters of an thick, and took up a space six inches wide.

Thankfully, it affect the performance numbers 1+1 weighed less than a more than the monoposto ) or the which was still just

The limited edition F4-750 was released in 2002 to honor the Ayrton Senna, who was himself a motorcycle enthusiast. Profits the 300 worldwide units (60 or so for the US) went to the Aytron Senna a program to underprivileged children in developing

The bike would carry the same EVO2 engine, but a 13,900 redline to provide over-rev for racing and a few changes in the namely upgraded clutch and a closer-ratio gearbox. Carbon trim pieces, special and two-tone red and silver wheels also included.

This would become MV modus operandi from on: A special edition motorcycle be released one year with technology or trick new components. numbers would be produced 300 worldwide with 60-ish Stateside.

The next year’s production bike would have most of the special new technological innovations, if not necessarily the build materials (carbon and components were always as add-ons from the MV Agusta catalog), and would be dressed in livery. 2003 would see very little changes on the other than the clutch updates from the F4 “Senna“ and an designation.

SPR: Last of the

In late 2003, MV Agusta the F4 750 SPR. It was the highest-output 750 that MV would build, producing 146 hp at rpm, with a redline to 13,900. The engine featured Mahle pistons with compression, an optional-fitment RG3 exhaust (included with the motorcycle), camshafts with higher and longer duration, completely polished intake and exhaust modified velocity stacks, and valves.

It even came a complete set of quick-change final sprockets to tailor overall for specific track setups.

distinguishing the SPR from the standard F4 was matte black livery specialized decals. Like the F4 all the unpainted plastic trim were upgraded to carbon The tachometer had a bespoke white noting to SPR owners that were special.

The SPR would be the 750-cc F4 that MV would and it was the only F4 offered for the 2004 year.

A Liter Bike is

Thanks to a rule change in allowing four-cylinder bikes up to to compete in the World Superbike MV Augusta would finally the ranks of other cycle offering road-going “liter” The F4 1000 “Ago“ was released in as an early 2005 model, in of Giacomo “Ago” Agostini, who 15 world championship titles and 122 wins in his racing career. that 13 of the championships and 110 of the races won on MV Agusta motorcycles, it seemed fair for the company to acknowledge accomplishments by naming its new sport in his honor.

The first 1000-cc to be hand-built in Varese followed the design as the 750, complete radial valves. Output was 167 hp at a more relaxed 11,700 rpm and 80 lb-ft of torque. New for the 1.0-liter was a clever engine-braking system utilized a valve on the number-two to release compression on deceleration, as a sort of a slipper clutch.

The cassette-type gearbox was carried from the 750s. Now an established on most special edition the trim pieces were all fiber. New gold-anodized ten-spoke Marchesini wheels were along with a red Alcantara and a big number “1” in a yellow oval on side another nod to Agostini’s winning MVs. The F4 1000 S in late 2005 and continued 2006.

It would be 100 percent identical to the “Ago” but in standard MV and without the carbon fiber or the forged wheels.

In 2005, the F4 “Tamburini” arrived. This to honor the F4’s designer, lots of lightweight carbon, various sections left (but still clearcoated) to the extravagance of the model. The same forged wheels from the were paired with gold anodized fairing and it had specially-machined magnesium structural

The standard two-piece Nissin front calipers were to billet monoblocs a first on a motorcycle and it had a five-way rear with high-speed and low-speed and rebound dampening adjustment.

In of new technology, however, the highlight of the F4 was its Formula One-derived Torque System (TSS). Using intake trumpets, the system long intake runners at low speeds for optimum torque, would literally rise up the plenum at higher rpms and in half, effectively truncating the path at higher engine for a maximum output of 170hp.

this would be the swan for the first-generation 1000-cc engine just two years of production. It was the technologically advanced model to and at $42,695, it was the most expensive as

F4R: Second-Gen Liter

Seemingly built to cash in on the of the first Senna special MV released a second version in Called the F4 1000 Senna it would feature the second of MV Agusta’s 1000cc engine. it lacked the TSS system, but it did have a new Marelli 5SM ignition-injection system.

It was the first to have a Mahle and it marked the first significant in the cylinder head design, the intake valve angle from 9.5 to 10.15 degrees. Max was now up to 174 hp.

The F4 1000 Senna featured the ten-spoke forged wheels as the and the Ago, but finished in silver than gold. It had the same shock as the Tamburini and the requisite fiber trim pieces. It did away with the Nissin in favor of the vastly superior four-piston, four-pad Brembo

The F4 1000 Senna would become the F4 1000 R model in Swapping its carbon bits for and fitting a simple three-way rear shock unit, the F4 1000 R debuted with the change in graphics since the F4. While color options included traditional red over the F4R now offered bold new graphics to the distinguish the big boys from the 750

It also marked the end of MV’s five-spoke star design using instead a completely thinner ten-spoke forged design as standard equipment.

The F4R was the MV Agusta model homologated for racing, with Cagiva own Eraldo Ferracci fielding a in the AMA series. But less than a after the R debuted, it was rendered by the 2008 F4 1000 R 312. the “312” because it achieved a 312 km/h top speed at the Bonneville flats, the engine received more updates including intake valves, lighter and another new ECU.

Power incredibly to 183 hp and the 2008 model holds the fastest official lap around the Nurburgring at 7:21.8.

CC: the MV Agusta

In 2007 MV unleashed a that truly embodied the of a bespoke motorcycle. Called the F4CC, it was named after CEO and co-founder Claudio Castiglioni. It had materials, well, everywhere. The CC a full carbon fiber almost devoid of paint.

plates and triple clamps crafted of magnesium. Every of the bike that would be cast aluminum replaced one-off billet pieces.

The was, in theory, the same from the 312, but with the bored from 76 mm to 79 mm giving the an ultimate displacement of 1078 cc. The were lighter than in the 312 thanks to a special machining the intakes 2 mm larger, and all sixteen were made of titanium. The TSS intake length system to help the F4CC make its 190 hp.

A full titanium exhaust by Corse was included with the bumping the total output to 200 hp.

It would prove to be the ultimate in and even included a limited Girard-Perregaux watch and a made-to-order leather jacket. The F4CC was for the motorcyclist who had everything, yet wanted Only 100 examples were for the world, making it one of the most modern bikes, especially its $120,000 price tag.

1078 RR: The End of the Run

Ten years after the incredible F4 was made available to the MV introduced the F4 1078 RR. No longer by Superbike homologation rules, MV the ante in the “liter bike” with a CC-engined standard road bike. Of course, it exactly a full-on CC engine, but it was cc, made 190 hp, and had a rumored top-speed of under 200 mph.

Ironically, the RR replica) wasn’t legal for in any class, but that didn’t It was a newer, more powerful F4 – more could anyone

Unlike most motorcycle which over a decade typically undergo at least two and several minor redesigns, the F4 is an The silhouette is the same from ‘99 to with body panels 100% interchangeable between Unfortunately, an unchanging design kept the MV engineers’ hands when it came to updates.

considered the F4 a perfect design, so worked solely on increasing the of the engine and improving chassis

The F4 has never been a perfect It’s always been a bit It runs hot. Comfort is a It tries to smash your at full lock.

And the self-retracting stand of early versions has the parts counter hopping. But of those things really away from the F4. Owning one is dating a supermodel with issues; you’re still the of Average Joes everywhere who know better.

We‘re confident the entirely new 2010 F4 continue its predecessors’ fine and it may even improve in the social department.

see what others are about this story.

MV Agusta 1000 Ago
MV Agusta 1000 Ago
MV Agusta 1000 Ago


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