MV Agusta F4 Ago – Motorcycle news, reviews & riding tips —

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MV Agusta 1000 Ago

MV Agusta F4 Ago (January 2005)

is about as close as most mortals will get to riding the legendary Giacomo Agostini. for those not up to speed on their racing history, here’s a recap

Ago (pictured somewhere on page, at an historic meeting), is for two reasons: one is the 15 world championships and 12 TT to his credit; The other is the Italian is recognised as motorcycle racing’s true superstar.

Most of his were won with MV Agusta, he switched to Yamaha in 1974, the end of his career. Not surprisingly, when MV was hauled out of the proverbial ashes a few ago, the company was keen to its association with its most racer.

Back to basics

we get too far ahead of ourselves, we should go back to basics and have a gander at the MV F4 and exactly what’s

Styled by Massimo Tamburini also penned the Ducati the machine began life a few ago as an inline 750 four. It owed to any other machine out there this was begun with a sheet of paper.

While the 750 didn’t have the raw numbers of the Japanese class it still had serious horsepower, was easily the best styling in the showrooms, and a very, very, handling package. Of course the MV name also carried cache.

Move on up a couple of and word was out the factory was playing a one-litre version of the bike, had some very serious claims. The F4 1000 S and its brethren trickling into the country in 2004, starting at $32,900 ORC.

For your money you an inline four-cylinder bike was surprisingly small in stature, a claimed 192 kilos dry, and had a power claim of 166 horses.

And the

What’s the Ago namesake and how does it from the rest of the range? For a it’s one of limited production run of 300

It has a host of niceties you won’t on the cooking version, such as suspension (like a serious rear shock and titanium-coated carbon fibre bits in the package, two sets of exhausts of which is a competition item) all sorts of other goodies. The don’t really add up to $20k on own (did we mention it’s at $52,000 plus ORC?), so you to factor in the Ago name and the limited status.

Ours had the competition fitted, but was otherwise as it comes out of the

Like all this series, the is very compact, and a bit of a struggle for folk. Having said the seat is relatively high for a sports bike.

Standard of is terrific. A lot of that has to do with the level of detail given to the where even relatively components such as master reservoirs are specifically crafted for the

The initial balance and location of feels good from the ride — there’s no or weird quirks. Okay, one: The mirrors look and are hopeless for seeing anything you. If that’s the biggest for style, I could live it.

We really only had a quick on this machine, … came away with a of impressions. One is that it’s very, quick. We didn’t the space to get it much over but it got there with considerable leaving no reason for doubting the claim.

The gearbox on this new example was a little notchy, but experience with F4 750s this soon goes once the bike is fully run in.

It has the sports front end set-up ever come across on a It’s forgiving and hugely In fact, at one stage I started why the brakes were a bit weak, I looked down at the speedo and we were going much, quicker than expected.

As a handling package, it’s one of machines that needs an pair of hands at the controls once you realise that, is capable and confidence inspiring. a lot of sport bikes, it’s not fund at four-tenths but very when ridden with enthusiasm.

It sounds terrific with the competition pipe a hackle-raising shriek once you exploring the upper reaches of the

Okay, now for the tough question: Is it the money? In terms of straight and bolts per buck, no it’s The ‘plain’ F4 is much better as is any of the one-litre sub-$20,000 Japanese bikes.

Let’s phrase the differently: Would you be happy it if you could afford it? Hell You’d be grinning like a dog two tails. After all, only money.

Want to more about Ago?

If like to know a bit more the gent, you could do worse starting with, is where we sourced the photo.

by Guy Allen


Engine: 4 4 …, 16 valve, DOHC radial valve


Compression ratio: 13:1

system: electric

MV Agusta 1000 Ago

Bore x 76 x 55

Max power: 122 kW (166 hp) at 11,750 rpm (at

Max torque: 109 (Nm) at 10,200 rpm

system: liquid cooled oil heat exchanger

Engine Weber Marelli 1.6M — injection integrated induction discharge electronic Multipoint electronic injection

wet, multi-disc

Gearbox: gearbox, 6 speed, constant

Frame: CrMo steel trellis (TIG welded)

suspension: upside-down telescopic fork with rebound-compression and spring preload adjustment diameter with titanium coating on the legs

Rear progressive, with single swingarm, single Sachs shock absorber with adjustment rebound-compression damping and preload adjustment

Front brake: double floating disc, 310mm 6 piston solid block Racing’ calipers

Rear single steel disc, diameter, 4 piston caliper

tyre: 120/65 — inch

Rear tyre: — ZR17 inch, or ZR17

Front wheel: forged aluminium, 3.50 x 17

wheel: Marchesini, forged 5.75 x 17

Fairing material: and carbon fibre

MV Agusta 1000 Ago


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