All Tests – 2013 MV Agusta F4 Test: the prestige of the senses – Technical update on the 2013 MV Agusta F4

2013 MV Agusta F4 test: the prestige of the senses

All Tests - 2013 MV Agusta F4 Test: the prestige of the senses - Technical update on the 2013 MV Agusta F4

With its F4, MV Agusta has so far offered one of the most beautiful sports motorcycles on the market. In 2013, the Italian manufacturer tries to combine beauty and efficiency: the Varese Super (be) bike gains in both performance and sophistication…. Test.

2013 MV Agusta F4 technical update


Mechanically, the 998 cc inline four-cylinder of the new MV Agusta F4 is largely unchanged since its major overhaul in 2009 (read in particular).

However, it receives new valves (still in the radial position), while the 79mm diameter pistons are now covered with a more resistant anodized treatment. Still in terms of reliability, this compact engine has seen its lubrication circuit revised: the oil pressure increases by 18% to better protect the moving parts..

The intake has undergone bigger changes: the pressure of the fuel pump goes from 3 to 3.5 bars and the air box is redesigned, as are the forced air intakes under the front optic. The operation of the height-adjustable intake vents (a system that MV Agusta was among the first to use as standard) has been optimized to smooth the transition between their high and low position..

Mikuni injection is unique and still operates under the orders of a ride-by-wire electronic accelerator. Typed "supercar" with its short stroke (50.9 mm), this strongly compressed engine (13.4: 1) will seek its high power in the revs: 195 hp at 13,400 rpm for the "standard" F4 and the Mid-range F4R, no less than 200.8 hp at 13,600 rpm for the F4RR which tops the range !

On this luxurious version, MV Agusta has for the first time installed titanium connecting rods, a noble material which allows a weight saving estimated at "21%"by Italian engine manufacturers.

Likewise, the crankshaft is forged on the engine of the RR: thanks to this process, it would weigh 2% less than that of the "base" F4 and F4R, which would reduce its inertia by 6%. Direct consequence: the block of the F4RR takes its turns even faster, a character trait which is confirmed in a spectacular way in action !

This rather torquey "4-legged" (110.8 Nm at 9600 rpm for the F4 and F4R, 111 Nm at the same speed for the F4RR) is mated to a six-speed cassette gearbox, which allows it to be "easily "extractable. This gearbox is connected to a hydraulically controlled multi-disc clutch in oil bath on which an anti-slipping device is installed..

As standard, the three models are equipped with a new shifter called EAS (Electronicaly Assisted Shift) which not only allows you to upshift gears on the fly, but also to lower them … without disengaging! Yes, you read that correctly: more details in the "Electronics" section below.

Cycle part

Like the engine, the chassis has not received a lot of changes: the tubular trellis-type frame in chrome molybdenum steel is still connected to beautiful aluminum plates, while the equally attractive single-sided swingarm is reappointed.

The chassis has just been retouched to improve its rigidity, but also to accommodate the new electronic control unit, as well as the new airbox. The main change is in the suspensions: on the "standard" F4 and F4R it is a huge, fully adjustable 50mm Marzocchi fork. At the rear, the base model carries a Sachs mono-shock, also "fully adjustable", while the F4R adopts a top of the range from Ohlins (the famous TTX 36).

As for the F4RR, it is dressed at Ohlins front and rear, and not in the "Promotions" department: the suspensions are electronically adjustable in rebound and compression from the handlebars! The preload adjustment remains manual. The same goes for the steering damper: on the standard F4 and R its operation is mechanical, while it responds to electronic impulses on the F4RR.

The latter is also distinguished by certain high-end refinements such as an adjustable caster angle, a Brembo master cylinder and radial-mounted monobloc front brake calipers (Brembo M50), while the F4 and F4R are equipped with radial calipers. Brembo but a Nissin master cylinder.

In addition, the F4RR’s handlebars are more inclined and slightly narrower, while the axis of its swingarm is located 3 mm higher compared to the F4 and F4R. So many modifications aimed at strengthening its "racing spirit".

Finally, the three models offer lighter spoke rims than before: on the "standard" F4, they are cast and weigh 500 g less, while the superb forged elements present on the F4R and F4RR would allow a gain of estimated weight 650 g. This is not nothing insofar as it is a question of unsprung masses: it is therefore directly to the benefit of liveliness.

The "base" F4 and F4R are advertised at 191 kg dry, while the F4RR would show a small kilo less on the scale. A difference to be put a priori to the credit of its smaller diameter fork (43 mm against 50) and its brake calipers worthy of a MotoGP.


This is undoubtedly the area where the 2013 F4 model has evolved the most. All three models have the same general management system, called "Motor and Vehicle Integrated Control System (MVICS)..

Behind this barbaric terminology hides a set of wickedly sophisticated "scholarly chips": the three motorcycles carry as standard an anti-skating adjustable on eight levels ("8" being the most intrusive mode, "0" disconnecting the system) , an anti-wheelie and a shifter.

The proper functioning of these aids is based on the data provided by the electronic ride-by-wire accelerator (throttle opening, engine speed, speed, gear engaged, etc.) and on those stored by the three gyroscopes and the three mounted accelerometers. on the bike.

It is also possible to choose while driving between four injection curves previously defined at the factory: Sport, Normal, Rain and Custom, a mapping with which it is possible to adjust several parameters as desired. And not least: the system offers to reduce or increase the sensitivity of the throttle, to choose between three torque curves (Sport, Normal or Rain) or to influence the behavior of the mechanics by accentuating or notably by reducing engine braking !

All at your fingertips, since it suffices to enter the "Custom" menu via the starter button, then to scroll through the various submenus with the arrows installed on the left stalk (or in duplicate on the right from the console). And that’s not all: on the F4RR, this mode allows you to intervene step by step on the compression and rebound settings of the Ôhlins suspensions, or to choose between automatic management of the steering damper or a defined setting. "in his hand".

By default, the suspension settings of the RR are subject to the selected mode: in "Sport", the settings are drier and go softer by selecting the "Normal" or "Rain" mode..

Finally, this advanced electronics also makes it possible to disconnect the famous shifter mentioned above. Like competing "Quick Shifts", the MV Agusta device allows you to shift gears without disengaging or even shutting off the throttle: according to the engine engineer, its efficiency translates into a higher shift speed of "40%".

But where this EAS stands out is that it offers the ability to downshift without disengaging. Discovered in MotoGP in the early 2000s (on the Suzuki GSV-R, in particular), this astonishing feature allows you to downshift without resorting to that good old left lever.

To put it simply, the ECU (the electronic brain of the motorcycle) receives the order to downshift and prepares to process it in a fraction of a second (the control unit is capable of completely shutting off the throttle in 0.095 seconds!). It then synchronizes the engine speed, proceeds to a micro ignition cut-off to facilitate the change of the previous gear and presto, voila. !

For safety reasons, this function of lowering gears without disengaging does not work "only between 1000 rpm and 12000 rpm", explained the engine engineer to us. The F4 2013 is the very first motorcycle of production to receive this device: several motorcycles entered in World Superbike are moreover still without it. Forza MV Agusta !

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