Comparison test MV Agusta F4 S against Suzuki GSX-R 750


Comparison test MV Agusta F4 S against Suzuki GSX-R 750

Pasta sushi

Either al dente enjoyment, cooked by a master hand. Or raw fish, light, rich in protein. Culinary worldviews: completely different, full of flavors, really tasty. Just like the MV F4 S and Suzuki GSX-R 750.

Unforgettable the CB 750 Four, which trumpeted pithily in the roaring seventies from gleaming chrome four-in-four systems. The high-frequency howling of the first GSX-R 750 is legendary, and with its aluminum frame and unprecedented liter output it dominated heater dreams and robbed heater mothers of sleep. Infernal machines, excess power, insane speeds. The 750s, only for tough guys and girls. A few days have passed since then, and today, in the age of R1, ZX-9R or Fireblade, the fabulous values ​​of yore can only make you smile.
750 cm3 that seemed long out of date in sports circles. Until suddenly the MV Agusta F4-750 lit up three quarters of a liter with the power of a comet. And until shortly afterwards Suzuki launched the 2000 GSX-R, which is currently whirling around the world of athletes with brute force. Two ultra-modern, highly characterful interpretations of the same theme: the classic 750cc superbike with inline four-cylinder. Japanese and perfected is the Suzuki GSX-R 750, aesthetically and technically ingenious the MV Agusta F4 S, which, as is well known, takes up the four-in-four symbolism. Caramba, Caracho, the seven-and-a-half, because of the time!
In both cases, current concepts celebrate the current climax of their implementation. MV: composite bridge frame, made of tubular space in the area of ​​the steering head ?? with adjustable steering head angle ?? and cast aluminum plates in the swing arm bearing, single-sided swing arm at the rear, upside-down fork at the front with a respectable 49 millimeter guide tube diameter. Suzuki: Aluminum bridge frame, reinforced in the steering head area, two-sided swing arm at the rear with a stabilizing upper cable, at the front the upside-down fork, which is obligatory for Suzuki in this class. Both motorcycles have in common: a central spring strut with a lever system, pushed to the MV, pulled on the Suzuki.
It is no coincidence that the MV chassis resembles that of the Ducati 916 series, as both are works by the design genius Massimo Tamburini. Nor is it surprising that the Suzuki conceptually builds on a long line of Japanese super sports cars. Most Nippon athletes are so similar that only design and detailed work determine the character of a model. The GSX-R is no exception, but sets a new lightweight record with a ready-to-drive 193 kilograms. At the rear, with a narrow 5.5-inch rim, it moves away from the six-inch dimensions that are common in its class and towards good directional stability. The six-piston calipers on the front brake have also had their day, the 2000 GSX-R are four enough for a suspect reference brake, really a dream of effectiveness and controllability, by the way, also at the rear. Thank God she holds on to her sensitive steering damper, which ensures directional stability at all speeds.
A suspension arrangement that works extremely well. Beet field, country road, motorway, racetrack ?? the GSX-R masters all driving situations with ease. It is smaller, wirier, more flexible than all its predecessors and also of higher quality. She does not know of any sagging shock absorber, only very seldom a stamping rear wheel, but a fork that breaks through when braking late. Nevertheless, it is clearly the best GSX-R chassis that has ever existed, paired with this incredibly powerful engine. Truly a moose, seen across the entire speed range, it outperforms all 750 cc models that have been seen so far, and even breaks into the power domain of sovereign big bikes.
The three-quarter-liter engine tears so unchecked, turns so fresh, that it brings tears of joy from your eyes. If necessary, it pushes hard from 2000 rpm, hangs on the accelerator, but makes a slight jolt when reversing from thrust to pull, for example on the racetrack at the apex of a curve. The jolt is far less severe than with the old model, but it is clear. And also stronger than on the also not jerk-free MV. In addition, the initially hesitant, then hacking power input when upshifting the GSX-R bothers, especially in everyday use. It takes a lot of effort to accelerate gently through the gears, but the gearbox of the Suzuki, with its briefly translated overall, spoils with its exemplary function.
The powerful engine could be in any “Honkasuya” with other side covers. Like almost all current Japanese four-wheelers, it has coated aluminum cylinders, the timing chain runs laterally, then directly over two overhead camshafts and bucket tappets to the tightly angled valves. Injection and engine management are good form anyway, basically similar to the downdraft inlet or the alternator directly on the crankshaft, which of course increases the overall width of the engine. For this, the engine is built short, with the complex offset gear shafts known from the previous model and a three-part motor housing helping. The merit of this design: a long swing arm that keeps unpleasant chassis reactions small.
The MV row quad might look very similar. Because it was created almost a decade ago, it is more suitable for older Japanese. Central drive of the camshafts, the alternator behind the cylinder bank. His crankshaft thus rotates in an additional bearing. But he is extremely narrow? Slimline world champion among the in-line superbikes, thanks to the MV ?? s with a small frontal area and consequently low air resistance. And that works, because although its super short-stroke 750 with its radially arranged valves lets go of “only” 126 horses, the MV gallops at 273 just five km / h slower than its rival with its truly bearish 143 hp. In both cases that is probably quick enough.
In fact, in a direct comparison, the increased performance of the GSX-R is less noticeable than expected. She can’t shake off the MV on the country road, nor on the highway. Of course, the Suzuki wins every intermediate sprint, which gets it meters out of the curve on racing asphalt. The MV, at least 27 kilograms heavier, looks noticeably weaker, although it burns splendidly.
Nice that the Suzuki protects its passengers from the wind cane ?? The MVler does not sit so well even with a deep kneeling position. He does it automatically, because the MV forces him into a much more crouched, sportier sitting posture. And it fits perfectly for sport, including a narrow knee and plenty of scope for all kinds of gymnastics. The seat cushion, the perfect flow of information? about road or road conditions? guaranteed without tormenting the buttocks. That’s how it has to be, not as spongy as on some Nippon motorcycles. The MV is less torturing than expected on the country road, even at low speeds. Thanks to the tight but super-sensitive spring elements that gently filter away rough patchwork.
No question about it: the MV Agusta offers the best chassis of all modern sports motorcycles. Basta. What a driving behavior: perfect speed and cornering stability paired with brilliant maneuverability. The accuracy of a laser when turning, no unpleasant behavior when braking late in an inclined position. Unfathomable lean angle with an excellent feeling for the tire grip. Amazing. On a leisurely country road trip, it stands up a bit when braking, otherwise there’s nothing to complain about, even the rear brake works perfectly. Well, maybe heavy, very fast drivers want even more damping reserves. Just a bit, because the F4 offers more than most Japanese racers anyway.
The GSX-R also does an excellent job, but doesn’t quite come close to the MV’s marvelous chassis. It also has a good seat cushion and transports its driver more comfortably overall, with higher handlebars and a tank that is somewhat bulky compared to the MV, but which shortens the distance between the seat and the handlebars. On top of that, your pilot sits high, which keeps the knee angle comfortable, which is a very relaxed affair. Thus, the R-Upper attacks the turns more upright, but ergonomically well equipped. And, with the same tires and the same commitment, brings out a tiny time advantage on the racetrack, even though the Suzuki is subject to the perfectly driving MV here on points. The Suzuki engine in the MV chassis? that’s it. But you can be extremely satisfied with one as well as the other and you can already call both milestones.
A few more words about the equipment: The hand levers on both motorcycles are adjustable, the MV goes one better with eccentrically adjustable foot pedals and also comes with a work stand. In general, the MV: Sure, the Suzuki also offers a high standard of workmanship and equipment, but the Italian masterpiece sets a high bar. These weld seams, the wonderful detailed solutions, the exuberant equipment, the love of design and implementation, it is praised, better still sung about.
A.The GSX-R is also beautiful, turns on, offers everything you need in the usual practical manner and even a little more. It gives its driver a full 12,000 marks for taxes, insurance, many liters of fuel, several sets of tires plus one or the other race training or weekend trip, without really missing anything. In addition, it is not designed to be as mercilessly athletic as its Italian opponent. But the MV is imperial outside, is simply more dignified, more valuable. Even the rubber grips or even the paint feel better. This high quality justifies the price, which in view of some competition ?? about a Ducati 996 Biposto ?? in the now well-stocked range of motorcycles around or over 30,000 marks is actually not that high.

MV Agusta F 4 S.

2nd place road It drives wonderfully, every kilometer is a pleasure, even when you leisurely swing on the country road. However, it stands for pure driving, only secondarily for suitability for everyday use. Convenience, mirror, windbreak ?? available, nothing more. Place on the racetrack It only loses three tenths of a lap time. But it offers the best chassis in the world. Truly a stroke of genius that would blow everything away with a little more effort.

Suzuki GSX-R 750

Platz Strasse Comfortable, strong as a bear, as fast as an arrow ?? the 2000 GSX-R is in many ways the best ever. And it has what it takes to breathe new life into the 750 cc class with power. Platz racetrack It’s a little bit faster, it drives bombastically, almost unbelievably well for a Japanese serial athlete. But not quite as ingenious as the outstanding MV.

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