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Driving report: MV Agusta

The new MV Agusta F4

No snow, temperatures on the right side of zero, finally riding a motorcycle again. And then also this motorcycle: the new MV Agusta F4.

The beautiful woman is waiting in the paddock of the Almeria race track in southern Spain. It is extensively renovated, ten kilograms lighter, stronger. A super sporty promise with the option of more comfort, easier handling and better running smoothness than its predecessor.

Fortunately, nothing has changed in the sound. The new MV four-cylinder also emits an impressive, robust nail, growls in the airbox, hisses from the four rectangular silencers. It carries you away, lets you drive off immediately. First there is a trip to the country road; After a few warm-up kilometers on an endless straight, you turn right onto a well-developed side road, which meanders over a high plateau into a wide gorge. Despite a brisk pace, the engine only has to flex its muscles to some extent. Nevertheless, there are indications that it has a strong center – measured at peak speeds of around 13,000 rpm, this is the range between 6,000 and 8,000 rpm. The load changes take place in exactly the right dose between violent and delayed; here a successful mixture preparation and a drive train with little play and tight shock absorbers complement each other. The advantages of the new tank shape are immediately apparent. The fuel tank has become shorter and lower, and it no longer rises as steeply in front of the driver as the old one. The contrast between the edge of the tank in the driver’s stomach and the need to lean far forward to the low-lying handlebars has been resolved, and the new F4 is easier to use. Ten kilograms less weight also contributes to easier handling.

Driving report: MV Agusta

The new MV Agusta F4

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In an inclined position with a pull over a hilltop – on the MV, this happens without the handlebars beating or other nicks.

Traction control is included in this price. Like the Ducati system, it works in eight stages (stage one is the professional level), but only uses the engine speed to detect a slide. Smaller slides were not absent, a young colleague of the Stoner generation, who fully trusted the system, even produced a spectacular near-highsider in the immediate vicinity of the MOTORRAD editor. At the end of a long left turn he had once again increased the lean angle and at the same time fully opened the gas. A combination that obviously overtaxed the traction control. In contrast to the more highly developed systems from BMW and Ducati, MV still requires sensitive use of gas.

The Almeria circuit is not only characterized by an extremely winding first part, but also by a 900 meter straight. This creates conflicting feelings. On the one hand, the 1000 model with 186 hp sucks away the slightly rising asphalt strip in a flash, on the other hand, even without a direct comparison, it becomes clear that a BMW S 1000 RR is about 20 hp better. And because you finally have to shift gears on the straight, three times up and then just as often, the two souls of the F4 gearbox reveal themselves. As precisely as the aisles can be loaded upwards, they feel doughy when stepping down. At least on the test motorcycle, it took concentrated, courageous kicks on the gearshift lever to properly engage.

In the braking zones, the new F4 feels almost exactly like the old one. Very stable, but relatively quickly with the rear wheel in the air due to the front-heavy weight distribution. Perhaps a slight lowering of the rear would be helpful, at the same time this measure could increase the grip of the rear tire somewhat. But these are little problems that are part of every adjustment process that rider and motorcycles go through together. Much more important is that the F4 has enough potential to solve it with on-board means. Oh, how nice it would have been to have driven another day with her, to improve myself, to coordinate her carefully. Beyond the eternal snow, with temperatures on the right side of zero.

Technical data of the MV F4

MV Agusta

The MV is elaborately processed right into the interior of the engine.

Water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 49 mm, regulated catalytic converter, 350 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 41:15.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cc
rated capacity 137.0 kW (186 hp) at 12900 rpm
Max. Torque 114 Nm at 9500 rpm

Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 210 mm, four-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17

Mass and weight:

Wheelbase 1430 mm, steering head angle 66.0 degrees, caster 100 mm, spring travel f / h 120/120 mm, dry weight 193 kg, tank capacity 17.0 liters.
guarantee two years
Colors Black, red / silver, anthracite / silver
price 18,500 euros
Additional costs 250 euro

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