MV Agusta F4 1000 S — Road Test & Review — Motorcyclist Online

20 Июн 2015 | Author: | Комментарии к записи MV Agusta F4 1000 S — Road Test & Review — Motorcyclist Online отключены
MV Agusta 1000 Ago

MV Agusta F4 1000 S Motorcycle Ride

With the MV Agusta S motorcycle, Italy supersizes the most desirable 750, Japan Inc.’s new literbikes competition#151in terms of power and not much more money. By Cathcart.

Front Left

Claudio Castiglioni on Tamburini’s Bike Castiglioni poses Tamburini’s latest lust the F4 1000 S. We had a couple of questions.

the F4 1000 S almost unchanged from its now defunct 750 S predecessor, it time to freshen its styling?

We intended the styling of the MV F4 to remain unchanged even in 1000cc because we believe this is a work of art [that] will be as 10 years from now as the day it was launched#151just the previous model Tamburini for me, the Ducati 916. When you a beautiful bike like of these, you need to understand you must evolve it, not throw it and try to do something better, because you succeed.

Look at Porsche. years of manufacturing the legendary it came up with the 928, it intended to replace the 911, [because] it was ‘different’ and ‘modern.’ it had to pull the 911 out again, then it into the best-selling form in today, 30 years after its We have no intention of making the Ducati has by creating the 999 instead of the 916, which is a landmark in motorcycle history. It’s a big

We’re the ones who will so I suppose I should thank But look why they’ve done it: The 999 has built the way it is primarily with the of saving costs. But for this of motorcycle, which represents the of so many enthusiasts to own, savings should not come it.

We’re producing two-wheeled of art at a price [that] allows to buy them in significant numbers, and their performance. That us enough profit to stay in and continue developing them. So why the F4 Mille has the same styling as the F4, but subtle changes representing an of the existing model.

It’s the proper route.

Will the new F4 a volume production model, or a limited-edition luxury bike?

produce a maximum of 7000 MV in any one year, split between F4 and models, depending on demand. I the market is hungry for more, but a physical limit to how many we can We also don’t want to more. Look, Ferrari it must never increase beyond a certain point, never entirely satisfy

If any motorcycle company can claim to be the of the motorcycle world, rather the Alfa Romeo or the Maserati, it could only be MV Agusta. But I make that claim Manufacturing only a limited of bikes each year, as we are now is what stimulates the high of inherent quality and the sophisticated of our products.

Variable induction, valves, let alone Tamburini’s styling and leading-edge chassis all these differentiate our products those made in Japan. By production, we can deliver the finest as well as high technology. is what makes our motorcycles so

Front Left View Castiglioni on Tamburini’s Trophy Castiglioni poses with Tam

MV Agusta’s F4S debuted spectacularly at the Milan show, it was almost adored#151for its technical credentials as as its Tamburini-penned design and styling.

But emerged when it finally the world’s back roads two later. It wasn’t powerful (especially compared with 118-horsepower GSX-R750), and it was comparatively

With the all-new F4 1000 S, all changed. Because what MV has done in transforming its 750-class F4 a literbike goes beyond parity relative to the current literbikes’ performance. It maintained all the desirability that made the F4S so in the first place.

And all for around 21

I recently got a chance to ride a F4 Mille in the hills around the MV in Varese, Italy, and also on test track at Vizzola and was astounded at how good it is. As the owner of a F4S 750, I have a particular for making firsthand comparisons, and the two bikes look nearly at first glance, they’re and day in terms of performance.

They’re ergonomically, too. The 1000 a higher degree of comfort to its raised, reangled clip-ons and footpegs. You’d think the upright stance would in more bothersome windblast, but a screen with an upswept lip in the wind tunnel offers protection and makes 100-plus-mph much smoother.

Nice#151even if those stylish are just as useless as before.

somewhat comfortable is a good on a bike this powerful. MV 166 crankshaft horsepower for the bored and F4S-based engine, a whopping 32 increase over the 750cc There’s nearly 50 percent torque, too, and from the it feels every bit of that.

and … for the new motor measure 76 x vs. the 750 engine’s 73.8 x 43.8mm so a little more bore, but a lot …, which is presumably the 1000 gets its impressive and seamless, almost totally power delivery. There’s of the layered delivery that you get the Japanese literbikes, especially the and Kawasaki machines, which are in nature.

All this makes the S deceptively fast. You need to reprogram your perceptions to get a on just how quickly it actually The way the MV builds power is intoxicating, and you can rev it right to its 11,750-rpm power and brush the rev limiter without tailing off, in real-world use you’ll find yourself at around 10,000 rpm#151which, by no is where peak torque is

With essentially the same gearbox as my 750 (which needs to be hard to make decent the big MV can be shifted well short of and still surf the fat part of the curve, gathering momentum Falcon-like right up to its factory-documented top of 180 mph.

MV Agusta 1000 Ago

Top speed and power aside, it’s the way the big MV responds to riding that really We’ve already mentioned the riding position. The engine is smooth at all rev points, which that despite a lighter than the 750’s unit, MV have gotten the balance just right.

Riding a high-strung sportbike everyday traffic can be a pain, but the MV is docile. The engine is flexible and down low, though the which is a bit stiffer to handle the extra torque, can work the left hand pretty Despite that, the new engine gears more sweetly the 750’s, with less of a feel.

The only other I noticed was some excess from emerging from the fairing, especially when I jeans for one ride around the

2004 Mv Agusta F4 1000s Left View

Still, ironic that this new MV, the most track-oriented of the new literbikes, is the most user-friendly and ridable in of engine performance. It’s GSX-R1000 than ZX-10R.

I heard MV had adopted an electronic setup similar to the system on M1 MotoGP bike, I was skeptical, because that was the one thing I care for when I rode Checa’s ’03 racebike. into corners with engine braking aboard a motorcycle wasn’t a lot of fun.

But I have worried, because the system#151which holds open the cylinder’s valves depending on the rate of decrease of engine and throttle opening151worked wonderfully; no rear-wheel chatter even if you get with engine braking, and no two-…-style freewheeling toward the leading to the sense that the CPU is the bike, not you. Instead, only a distinctive noise around 5000 rpm on deceleration#151brrrrrm!#151to the fact that you have one valves stay open to that rear-wheel chatter.

This is one reason the MV is so stable the hard braking delivered by the Nissin calipers squeezing discs, a direct carry-over the 750 F4. But there’s another reason: A valve on the Sachs shock high-speed rebound damping to the back wheel from during hard stops. thundering down the main at Pirelli’s test track and the brake lever hard for the bends at either end failed to any chink in this system.

an added safety measure as as a handling improvement that without compromising the MV’s ride quality, even on surfaces.

The 1000 S employs the TIG-welded chrome-moly frame as the but it now comes fitted with a adjustable 50mm Marzocchi rather than the 49mm originally chosen by Tamburini. the steering-head angle has been a touch to 24.5 degrees 24), the bike’s handling peerless, with great making it easy to flick side to side in chicanes or on a set of street corners.

The use of chicane is because what we have is a sportbike with such and satisfying performance that it to be ridden on the racetrack, where you can in its awesome engine performance and handling without fear of cameras or four-wheelers pulling out side streets. That’s not to say the MV isn’t also a surprisingly real-world streetbike, just its true performance benefits the 750 just do not become truly until you take the machine out the racerack.

With total MV Agusta limited by the number of four-cylinder the Varese factory can produce on a triple-shift basis to around bikes a year, half of 750 Brutales (the 7500 has discontinued), the F4 1000 S’s of just under $21,000 excessive, representing a roughly 35 premium when compared to current mass-produced motorcycles as the YZF-R1 or the Honda CBR1000RR.

The two I spent with MV Agusta’s new F4 S convinced me that this is the Ferrari of motorcycling, in performance as as appearance. For the first time we have a four-cylinder European able to live on competitive with the best of Japan in terms of performance, with style, allure and history. of Italian bikes have like that!

For more contact Cagiva USA at or 830-3300.

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

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