MV Agusta F4 750S Serie Oro

11 Июн 2015 | Author: | Комментарии к записи MV Agusta F4 750S Serie Oro отключены
MV Agusta Brutale 750 Oro

There has surely never been a motorcycle whose ordinary technical specification 750cc dohc 16-valve four hid so much innovation. every significant component of the F4 has freshly created by Cagiva, at the CRC (Cagiva Research Centre) studio in San Marino, headed by Tamburini and his right-hand man Massimo

Only the engine was developed at Varese base; and the powerplant, is unconventional although less so originally planned. The 749cc very oversquare at 73.8 x features the radial four-valves-per-cylinder drawn up more than ten ago, in collaboration with from Ferrari.

Early was slow, but accelerated in 1994, Claudio Castiglioni took the decision to scrap Cagiva’s GP team (after John had just finished third in the championship) in order to concentrate on the F4 The GP engineers were put to work on the motor and completely redesigned it, the original design of offset (two forward and two back, width) and forward-facing intake

The early prototype’s radial operated directly (via adjusters) by the specially shaped were retained, as their benefit was found to justify the complexity and cost. With valves the gas flow shape is better power is good and the curve is very favourable, Andrea Goggi, the youthful Cagiva 500cc racing who headed the development team. The motor’s removable cassette was also kept; alternative will be produced for racing.

the F4’s unveiling 18 months the delay in starting production was largely by the need to make that every component was able to deliver reliably at the required (some parts rejected several times). But the year has also been for further engine testing. performance, our main goal has reliability, says Goggi.

is absolutely essential.

The Weber-Marelli system has also benefited continued development. We have a lot of time with the fuel-injection, sure the transition from to open throttle is very Goggi says. Tamburini designed the 4-2-1-2-4 pipe system, which ends in striking under-seat quartet of after dismantling and rebuilding the of Claudio Castiglioni’s Ferrari F40 to some ideas.

Tamburini’s ensured that engine such as the clutch cover specially designed, in conjunction the fairing, for minimum width. The frame is notable not just for its of chrome-molybdenum steel tubes and magnesium (aluminium on the F4S) pivot sections, but also for the way the front and rear sections can be for rapid access to the motor a that Bimota co-founder introduced on that firm’s SB2 in The rear subframe is small-diameter tube.

If any one component sums-up the Serie Oro perhaps the swing-arm. The subject of a thesis, it was designed using stress analysis, looks gorgeous, and when cast in weighs just 3kg. The aluminium version is 50 per cent

Steering angle is a non-adjustable 24 with 98.5mm of trail head inserts to give geometry will be available as kit parts). The 49mm upside-down forks also feature clamps for the large-diameter tubular spindle. Like almost major chassis component, were specially developed in with CRC.

So too were six-piston front brake and their master cylinder, incorporate technology used in 500cc GP bike. The 310mm front discs are held by a five-spoke magnesium front (aluminium for the F4S); the four-piston caliper bites a tiny, 210mm disc.

At Tamburini’s both Pirelli, who provided the new Evos for the launch bikes, and have developed special front tyres that are to give the light handling of a 120/60 with the more feel of a 120/70. Rear in both cases is a 190/50 on a six-inch rim.

The bodywork style and function to an unprecedented particularly on the Serie Oro, uses carbon-fibre where the F4S be plastic. Both models the quick-release fasteners, integrated indicators, practical and stylish panel, adjustable hand and controls, and the neat and compact polyellipsoidal twin headlight Given the amount of work the 35-strong CRC team put into and producing even the tiniest it’s no wonder the F4 took than ten years to reach

MV Agusta: Rebirth of a Legend is not the most interesting circuit in but as the venue for the relaunch of MV Agusta it was the choice. The old circuit to the north of was the scene of many victories for the old MV which was based at nearby and dominated grand prix for many years. In total the won 270 grands prix and 75 world including no fewer than 17 500cc titles between and ’74.

Count Domenico Agusta, the son of a aviation pioneer, founded Verghera Agusta by building two-… bikes in 1945, and was successful. Domenico loved and his riders including Britain’s Sandford and Italian ace Carlo won world championships in the 125 and 250cc in the 1950s.

It was the 500cc Gallarate engines for which MV became known, especially during period of domination after the Italian factories had quit in 1957. John Surtees titles), Gary Hocking, Hailwood (also four), Agostini (seven, plus six in the class) and finally Phil (two) maintained an unprecedented of 500cc dominance.

But in 1975 four-… MV could no longer off the two-strokes, and ironically it was Agostini who the title for Yamaha. By this Count Domenico, the firm’s force, had died of a heart MV had also built exotic roadsters such as the 750S and 750S America in the late but they were too expensive to and the firm ceased trading in

The seeds of the revival were when Cagiva boss Castiglioni bought the MV name the Agusta family in 1992, and to use it for the 750cc superbike that was known as the Cagiva F4. Massimo had originally designed the four a fairing nose similar to 500cc grand prix and the F4 was completely revised before its present form.

Following return with the F4 Serie other models will be to form an exclusive range. The due in July at approximately half the Oro’s price (under compared to about Ј24,000 but a year-long waiting list), be built at Cagiva’s new factory in using engines assembled at the old plant on the opposite side of Varese. About 1500 will be built this the figure increasing gradually in the

At this September’s Milan MV is likely to unveil a … of the F4, powered by a detuned 750cc in an identical frame, which be produced next year, as a dual-seat Biposto model. into the future, there also be a sports-touring variant, a series of models with engines. An 846cc F4 prototype 140bhp several years

MV chose to produce the F4 with a engine first so the bike form the basis of a World racer. The marque’s competition is likely to move closer year with the introduction of a Sport Production version of the F4. refuses to comment on his racing but it is possible that MV will be on the grid in 2001.

For a moment I was in This was only my fourth lap of the Monza circuit, north of and as the MV Agusta F4 howled towards the chicane after the famous Grande right-hander, I was confident I had my braking marker fixed in my

But that marker did not allow for the that on this lap, for the time, I’d found the to hold the 750cc four through the ultra-fast Curve The MV’s front brake the bike with its normal but as I approached the chicane I suddenly I was travelling faster than With eyes bulging my visor and no more room to speed, all I could do was throw the F4 the left-hand turn regardless.

I have worried. Seconds I was through the chicane and accelerating down the next straight my head behind the bubble, the F4 sliced through the left-right with such ease the incident was already history and my point had been proved after all. Such is the and the cornering power of the F4 that its had still not been thoroughly

Unfortunately I never did get to know Monza or the F4 Serie Oro quite as as I’d have liked. a few more laps on that and another F4, rain arrived to end my of the 16-valve 750. But that panic at the chicane had merely confirm what the previous few had suggested: reborn MV Agusta’s model, more than ten in development, is a remarkable bike the speed and, especially, the to match its sensational looks.

Few can have been as eagerly as the F4, about which so much has said and written since its in Milan in September 1997. All months later, it’s every bit as jaw-droppingly beautiful. in the gloom of an overcast April day at the traditional MV home circuit, as the launch venue by Cagiva Claudio Castiglioni for unashamedly reasons the F4 manages to look from every angle.

More even than its sculpted shapes and forms, the F4’s incredible attention to that captures the eye. the tiny polyellipsoidal twin placed one above the other in the of its fairing, all the way to the four cigar-shaped jutting from beneath its original and beautifully formed the MV has been designed and put together consummate skill and an absolute to take the easy option of bought-in components.

MV Agusta Brutale 750 Oro

That is maintained when you climb and ease into the seat, is thinly padded and, at low enough for most riders to get feet on the ground. The F4 Serie Oro is and compact, weighing 184kg dry and a 1398mm wheelbase (making it 7kg and 3mm longer than Yamaha’s but it’s reasonably roomy if you’re tall, and the footrests’ is adjustable.

Ahead is a unique dominated by the stylishly asymmetrical panel, in which a digital sits to the left of a large, tachometer calibrated to 17,000rpm. red-topped fork legs (at in diameter the Showas are wider those of any other production complete with preload and adjusters, protrude through the top

The aluminium yoke carries a oval badge with the 004/300, signifying that bike is one of the first few Serie or Gold Series, F4s of which a of just 300 will be built. An …hlins steering damper is transversely and fixed at both in a new layout patented by CRC. the front brake and clutch cylinders are freshly designed, and the subject of three separate

Hit the starter button, blip the and you’re rewarded with a crisp and tuneful exhaust from the radial 16-valve As I headed up the Monza pit lane the F4’s low-rev warble into a full-blown howl, I the bike was fitted with a tuning-option pipe, but MV has somehow to homologate this system for use. Well, this is

Maximum output of the 749cc is a claimed 126bhp at 12,500rpm, is actually 7bhp less Suzuki’s GSX-R750 (to name one rival), and it’s clear there’s no way the F4 could be competitive open-class sportsters such as the R1 in a line, either on top-end or midrange grunt. Peak of is produced at a highish but by 750cc standards the Italian has a linear power delivery. It cleanly from low revs and hard from below which was about as low as the needle through Monza’s chicanes, really letting rip at the top end.

The motor was impressively smooth, especially the first of the bikes I rode, which was a well-thrashed F4 (complete with un-anodised swing-arm), in contrast to the trio of machines that had been for the launch. While the newer I rode had a slight high-frequency typical of a Japanese four, the was remarkably smooth all the way past the warning at 12,600rpm, till it hit the at 13,300.

MV claims a top speed of and says the F4 has recorded a genuine on a slight slope during at the Nardo circuit in southern I must have reached 150mph (no time to look) on long start-finish straight, hitting the anchors for the first Equally importantly, the six-speed on both bikes was supremely and the F4’s fuel-injection system a notably smooth and controllable when the throttle was wound in mid-corner.

That helped the MV get out of the fast, but it was the chassis that was the of the show. The frame of tubular and cast magnesium is immensely as is the hunky magnesium swing-arm. combined with the high suspension, light weight and geometry to make the F4 manoeuvrable, and wonderfully stable.

Most fun was the Parabolica, a fast, never-ending where you could just the bike on its side, plant knee on the ground and whiz getting on the gas harder and harder as the spilled out onto the start-finish

Again the well-used development felt slightly the sweeter of the two F4s I rode, which Tamburini put to its suspension being better The Sachs shock worked but I would have liked to try up the rear end of both bikes to my 14-stone weight. Two much and lighter testers who rode the F4 before me pronounced it the best-handling roadster they’d ridden, so it was surprising that the bike a bit soft for me.

Both front and rear units are multi-adjustable, and the rear end can be not only for ride height, but to give a choice of rising-rate by alternative pivot points for the Given more track and a few stops for adjustment, I’m the already fine-handling F4 could been given even steering with no notable of stability. But with a queue of journalists awaiting their in the pits, there’s no way I was going to coming in before I had to.

There was no need for fine-tuning of the braking as the pair of specially developed Nissin calipers bit the 310mm enough controllable force to even those drainpipe-like Showas. Pirelli’s new 120/65-section Evo Corsa front tyre, in collaboration with CRC, heaps of grip and a very steering feel, too, its influence on the overall handling was hard to judge.

Similarly, we know just how competitive the F4 is until it’s pitched against some serious For all its stunning looks and innovative cynics will argue with some logic) the Serie Oro is no lighter or more than a GSX-R750 costing than a third of this Ј24,000 price, and that for riders the MV’s classy won’t make it significantly than the Japanese bike.

But to the F4 Serie Oro in such terms is to the point regarding a bike is one of the most stylish and immaculately vehicles ever built, as as one that will for ever be as the machine with which one of the greatest motorcycle marques its return. For the F4 to be this fast, agile, this special, good right from the go is an achievement to match any in the long and history of MV Agusta.

MV Agusta Brutale 750 Oro
MV Agusta Brutale 750 Oro
MV Agusta Brutale 750 Oro
MV Agusta Brutale 750 Oro
MV Agusta Brutale 750 Oro
MV Agusta Brutale 750 Oro


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