Road Test: MV Agusta F4 1000 Tamburini — Page 2 of 2 — Page 2 — Road Tests…

8 Мар 2015 | Author: | Комментарии к записи Road Test: MV Agusta F4 1000 Tamburini — Page 2 of 2 — Page 2 — Road Tests… отключены
MV Agusta F4 1000 MT Tamburini

Road Test: MV Agusta F4 Tamburini — Page 2 of 2


parts are suitably upmarket, Front forks are 50mm upside-down units from as with the 1000S, but the legs are nitride coated, and 1.2kg There’s a similar saving at the where the Sachs shock, from F1 car racing, saves by using no gas reservoir.

More is shed by the use of aluminium instead of for the flanges supporting the 310mm brake discs. Calipers are Nissin six-pots, as on the 1000S. claimed dry weight is 183kg, a of 9kg over the 1000S.

The 998cc engine is every bit as Like the similarly limited-edition F4 750 SPR this motor has polished, intakes and high-tech surface spark plugs. Valve are unchanged, but new cams give lift.

The most significant is MV’s Torque Shift or TSS, a mechanical method of intake manifold length to engine speed. The normal of intake trumpets sits a pivoting aluminium support, holds four secondary of slightly smaller diameter. At low these are held next to the trumpets, increasing the speed of the entering the engine.

At higher the Marelli engine management triggers a pneumatic system moves the aluminium support and its trumpets away from the trumpets. This allows the to breathe through the wider, intakes for maximum top-end, allowing the engine to give low- and midrange. despite tuned for maximum top-end.

It seems to work. The Tamburini a claimed 173bhp at 11,750rpm, up on the 1000S’s max at the same revs, and you believe that the Tamburini is bit as good to ride as those suggest. More so, maybe, no dyno chart can convey the of stretching across the carbon-clad to the low clip-ons, and firing up the engine to the symphony of sound — airbox and those four organ-pipe silencers — is an ever-present part of the F4 Tamburini

My test took place on the test track, and the bike dished out some serious Every lap it was a big buzz to come though a left-right S-bend, open the tap to send the F4 blasting up the with a glorious howl and an flicker of rev-limit light as the approached the 12,850rpm maximum the gears.

The straight was gobbled up in a few seconds of eyeball-rotating violence, it was time to haul on the super-powerful flick down through the box the MV’s EBS electronic back-torque preventing rear-wheel lock-up, and the bike into a tricky, right-hander.

That tight turn the motor’s flexibility, because the kicked out of it with a surge of power. The TSS system was no doubt its stuff, though it was sophisticated that I wasn’t aware of it

MV Agusta F4 1000 MT Tamburini

Flickability through the slow was impressive. Its only hint of was a definite but not worrying twitch of the despite the transverse steering as it powered onto the straight. that could probably been dialled out given to fiddle with the set-up and countless suspension permutations.

there wasn’t enough for full exploration of the Sachs potential for fine-tuning, it had the taut yet feel of a seriously high unit.

The bike seems as well put as it is beautiful, and its light weight and power would be useful if you weren’t using anywhere all the performance.

But ultimate performance and never come cheap. In performance terms it’s to justify spending twice the of an F4 1000S on this bike, its extra power and crisper

But if money’s no object and you just to have the most powerful, stylish and rapid superbike MV Agusta and arguably any other has ever built, then better hope that one of 300 units — 19 are earmarked for the UK is still available. The F4 Tamburini lives up to its legendary name.

MV Agusta F4 1000 Tamburini

MV Agusta F4 1000 MT Tamburini
MV Agusta F4 1000 MT Tamburini

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