Driving report MV Agusta F4 1000 R


Driving report MV Agusta F4 1000 R

Driving report MV Agusta F4 1000 R

The finishing touch

She is already a legend in her lifetime, an icon among super athletes. But even eminences like the MV Agusta F4 1000 are not spared criticism. They want to silence them in Varese with the latest fine-tuning on the chassis and a stronger, massively redesigned four-cylinder.

Ouch, that won’t work. Dark black storm clouds gather over the Misano racetrack. Devour the bright blue of the sky in no time at all, as if they wanted the first roll-out of the MV Agusta with all their might F.4 prevent 1000 R. The pit lights, however, are green, and the first pilots bravely move out onto the slightly damp runway. But only a little later, torrential rain washes the driver and mechanic back into the pits. Anyone who thought that the highest powers would have to show understanding when presenting an MV is bitterly mistaken.
Maybe it’s because the F4 1000 R is not immediately recognizable as “the new one”. Rather, MV relies on the maintenance and careful development of the still inspiring design language of the F4. And is equally dedicated to technical evolution. Because contrary to what the largely unchanged exterior suggests, they are
Changes to the technical basis drastic. Sure, the forged aluminum-
Brembo wheels with the extremely fine-grained Y-spokes can be recognized at first glance. They should reduce the rotating mass by four kilograms. With the well-known invigorating effects on handling.
Also new: the Marzocchi fork. As usual with a huge 50 millimeter guide tube diameter, but with carbon-
Nitride-coated sliding tubes and, above all, new fork feet. You are now wearing radially screwed monoblock pliers from Brembo with four individual legs-
that bite into 320 millimeter (previously 310 millimeter) panes.
The heart of the MV, the in-line four-cylinder, experienced the greatest overhaul. For a wider speed range and even more top performance, the technicians largely turned the cylinder head inside out. What has remained is the radial arrangement of the valves and their diameters of 25 and 29 millimeters for the outlet and inlet. Newly shaped intake ports, Nimonic valves (a chrome-nickel alloy) and, above all, camshafts with more lift and longer opening times should ensure greater power output across the entire speed range.
The cylinder bores and thus the graphite-coated Mahle pistons moved 1.5 millimeters in the direction of the inlet side from the combustion chambers in order to improve the flow conditions. And finally, a sensor on the exhaust camshaft provides the new, very compact Marelli injection computer with additional information. In connection with a new throttle valve sensor, MV wants a weakness criticized in every test ?? the hard throttle response of the four-cylinder? get out of the world.
But enough with the subjunctive. Misano in the rain ?? that doesn’t make a diva friendlier. A few more cautious laps are still possible, but MOTORRAD would like to know more. It was quickly agreed that the impressions had to be deepened with the first test motorcycle in Hockenheim. On a dry slope at a spring-like 23 degrees. Under such conditions, even the sound check must be much more positive.
Fortunately, the MV-Vierzy is babbling-
still looks eerily beautiful
the four tailpipes, while the previously harsh mechanical noises are significantly reduced. And already the first cautious rounds show that
the manners of the F4 R (surcharge to the S 400 euros), of which a 1 + 1 variant comes to dealers in addition to the single-seat version, have significantly improved in terms of throttle response. Gone are the days,
when, after a short roll phase, the engine apparently sucked the throttle valve in the intake tract and only accelerated again with a caustic jolt. The
F4 1000 R accepts the marching order much more smoothly. Even if she has not yet achieved the polished manners of the Yamaha R1 or a GSX-R 1000, she is definitely more sociable than her predecessors in this regard.
The stability of the MV in fast corners has always been flawless. Thank God the »R« is no exception. Which it immediately proves in the Hockenheimer Parabolica. Hard right, sharp left ?? and then just open the tap, load one gear at a time in an inclined position. The MV catapults her rider through the seemingly endlessly long left-hand bend just as evenly as energetically, keeping the thrust constant up to the limiter at 13000 / min (F4 1000 S: 12700 / min). Only the hindquarters stir a little. Above all, there is tremendous progress. In view of the 167 HP measured later (see performance diagram), no wonder.
And then the hairpin. Drop anchor, but powerful. Impeccable braking stability, powerfully gripping Brembos, nothing to be desired. The MV dives into the hairpin with a bang, and masters this tricky passage quite calmly thanks to the fine feedback from the front wheel. At the exit of the bend, the MV shows that the adjustable Ohlins steering damper is not installed for nothing while heartily robbing the cranks. Then full Lotte again, twitch briefly before the fast right, throw anchor, turn left, pull up, again to the right. The MV follows the given course purposefully and willingly, and is extremely open to corrections in the choice of line. Apparently the lighter wheels did not fail to work. Because the chassis geometry is unchanged.
Nevertheless, the brisk Hockenheim circuit will not be a relaxed affair. The reason: Instead of placing the driver with a short tank and relatively high handlebar stubs tightly and loosely on the handlebars, the MV stretches its pilot over the long tank when reaching for the low-mounted stubs. Nevertheless, apart from this shortcoming, the Italians have put the lever in the right places. And
they want to stay tuned. You recently signed a five-year cooperation agreement with Porsche Engineering. Seen in this way, the metamorphosis from S to R was more of the latest touch. And probably not the last.

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The finishing touch

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