Driving report MV Agusta F4 1000 S

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Driving report MV Agusta F4 1000 S
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Driving report MV Agusta F4 1000 S

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After a long wait, we not only heard the touch of spring, but also the powerful sound of the 1000 MV. MOTORRAD exclusively delivers the first driving report of this dream.

It really is. Slim, low, very elegant, very sporty. Painted in red and silver, as it should be. But without any major, externally visible signs of power. “1000” is written on the mirrors, which is still as ruthless as on the 750. “F4-1000” is also written on the seat hump and again in small letters on the fork bridge. That‘s it, and that’s actually enough. Because those who need to know, the drivers, would notice and internalize what they were moving even after a blind tasting after a few meters-
gen: the long-awaited 1000 MV. The dream of many irredeemably lost fans of this picture of a motorcycle, which of course in its previous form
had a drawback: little pressure below and
in the middle, a power delivery that is too extreme.
There can be no more talk of that. Although the 1000 MV four-cylinder intones the same pithy mechanical running noise as the smaller 750, it also seems a little sticky at the very low speeds; but already at 3000 revolutions the turbulence in the intake tract and exhaust has smoothed out, and then there is F.4 1000 S very energetic
the direction: forward, namely
presto. Accelerated very quickly between 3000 and 7000 tours, if you leave the city, suburbs and arterial roads behind you, you gain space that you can find in MV-
typical, precise turns begins. The 1000 does not push
simply more torque than the 750 because of its larger displacement, it was specifically optimized for this. Opposite the stepped curve of the smaller one
Motors, its power delivery looks like freshly ironed.
Constant companions on the MV? as a supplement to the bitter, high-frequency nailing running noise? strong vibrations. In their about the
They will never be of almost constant intensity over the entire speed range
itchy and annoying, but prove that the
Japanese four-cylinder culture has reached a level that is not so easy to catch up with or even to surpass. On the other hand, however, it must be emphatically pointed out that MV, as a relatively small manufacturer plagued by a chronic shortage of money, has come a long way on this point and has carried out careful coordination work. Starting behavior, cold running, the on and below 3200 rpm the restart of the overrun cut-off as well as the load change behavior of the engine ?? always a sensitive topic? are almost perfect. Even the consumption of 7.3 liters per 100 is efficient
kilometers driven is not excessively high. The only small blemish that remains to be mentioned is the noticeable tendency of the throttle valves to suck in a little when closed.
Which is why the first small turn of the throttle after a roll phase requires both soulful and energetic grip in order not to be too late at the apex of the corner.
When the speeds swirl against the five-digit range and its limiter, the MV motor demonstrates the downside of its high-torque design. It doesn’t snap as explosively as champagne like the Kawasaki ZX-10R four-cylinder, for example, but rather takes a little longer. So
about a blink longer per 1000 tours. Which just means that when you switch from one to
the other machine would reveal subtle differences, but that the MV engine is not lacking in temperament. It comes down to the simple brutality that one can expect from a 1000cc high-performance engine. Pulling up the front wheel gives you a
Mastering insane speeds in second gear tears apart the rear tire as if it were getting a bonus from the nearest tire dealer. And by the way:
What the four-barrel sound cannon fires out from behind on this occasion doesn’t sound exactly phlegmatic either. About the most wonderful sound a four-cylinder fan can imagine.
Nobody seriously expected that the excellent chassis of the 750 MV would match the performance of the big one
Motors would be overwhelmed. Nevertheless, the developers have revised the chassis for the 1000 series. Thanks to a different eccentric insert in the steering tube, the fork is half a degree flatter, and the spring elements are also tuned differently than on the 750. Until recently, experiments were carried out with the shock absorber. This does not result in any major differences in driving behavior; The 1000 MV also pulls its tracks with the precision of a very fine drawing device, springs and dampens very, very tightly. Whatever setting options are available for the damping, including high and low-speed adjustment for the compression stage of the shock absorber, can confidently be opened completely.
The specimen that was available to MOTORRAD was raised over the push rod of the rear suspension; that made handling pleasantly easy on the country road. For the racetrack, it will probably be better to go a little deeper at the rear to get more grip when accelerating at an extreme angle. What was simply not popular on the main and secondary roads in the Black Forest, which formed the MV district for this driving report. However, they revealed that very narrow streets, perhaps even poorly surfaced, as well as very tight curves were not preferred anyway
Route profile will be the MV drivers. Unless they are very agile
and in the best possible condition. MV continues to drive
exhausting; the sitting position is still
more bent forward than with the
Ducati 916. If you fully support yourself on your arms instead of applying the holding forces for your upper body with your stomach, back and neck muscles, you rob your journey of any flow. You have to train to loosely control the steering
Support smoothness of handling. The MV makes this clear to you more bluntly than any other motorcycle. Without the self-sacrificing physical effort of its pilot, it remains as repellent as a wire brush.
Everything is easier at higher speeds and in further corners, as the airflow helps to support the upper body. If you then involuntarily take your head down, dive into inclines that were hardly thought possible and draw a bold black line under the roar of the motor at the exit of the curve, you have got it: The mighty fork tubes, the stable, swinging swing arm, the telescope-thick wheel axles, all of this The assembly of fine parts is beautiful to look at, but mostly a means to an end. Nothing for the showroom. Everything about this motorcycle belongs and wants to be on the racetrack. From the brand emblem to the last little screw. And the driver, yes, he wants it too.

Technical data – MV Agusta F4 1000 S

Engine: water-cooled four-cylinder four-stroke in-line engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, arranged radially, bucket tappets, wet sump lubrication, injection, Ø 46 mm, uncontrolled catalytic converter with secondary air system, 650 W alternator, 12V / 9 battery Ah,
hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression ratio 13.0: 1
rated capacity
122 kW (166 hp) at 11750 rpm
Max. Torque 109 Nm at 10200 rpm

Chassis: tubular steel frame, upside-down fork, Ø 49 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 310 mm, six-piston fixed calipers , Rear disc brake, Ø 210 mm, four-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/65 ZR 17; 190/50 ZR 17

Dimensions and weights: wheelbase 1408 mm, steering head angle 66 degrees, caster 98 mm, spring travel f / h 118/120 mm, seat height 810 mm, weight with a full tank of 220 kg, load 199 kg, tank capacity 21 liters.

Two year guarantee
Colors red / silver, silver / blue, silver / yellow
Price 19800 euros
Additional costs 200 euros

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