Impression MV Agusta F4 1078 RR 312

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Impression MV Agusta F4 1078 RR 312
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Impression MV Agusta F4 1078 RR 312

The little more

The 1078 is the first four-cylinder super sports car of the modern era to exceed the 1000 limit. Is that the drop in the bucket or the one that brings the barrel to overflow? MV Agusta doesn’t give up on challenging the world.

L.eat me come home. Grab these deep handlebars, climb this high, wide bench and put your feet on these narrow pegs. Let me finally ignite the biggest and most powerful of all supersport engines the world has to offer. Let me hear how hard a 13 to 1 compressed eleven hundred burns and how little sound the new exhaust system lets out. “Alfredo, what’s going on?” “Scusi, Michele, we still have to mount a new clutch lever, it fell over, scusi …” Alfredo twists and I dig into the technical data. The drilled out four-cylinder should now push 190 hp. An anti-hopping clutch supports braking in corners. The first three gears are now longer, the suspension and damping have been revised. And otherwise? The MV remains entirely MV. In terms of design, hardly anything has changed on the road in its tenth year. New paintwork, higher windshield, the organ pipe exhaust system shortened a bit, that’s it. Timelessly elegant or already outdated, everyone has to classify that for themselves. It still catches me, even though the four organ pipes in the plump stern and the small spotlight have already reached the end of their optical duration.

“Alfredo, when can I finally go?” Alfredo has the disguise in his hand. Outside, the first race participants storm down the home straight in Misano, and I scratch my feet. Alfredo snaps on the large plastic part in no time thanks to the quick-release fasteners, and I jump on the 1100s. 21 liters of super are chuckling to be fired by me, Dunlop Qualifier RRs that are still cold need to be carefully warmed up and I have to relearn the track. It is now the other way around, so away with the old data on the hard drive. Play on it again that it is now going clockwise and what used to be an ever faster quadruple left is now an ever slower quadruple right, the first of which is very fast. Could work well with the MV, because if it really beats everyone else today, then it is in fast corners. After all, the F4 312 R, whose more powerful successor is the 1078, was one of the fastest 1000s in the Master Bike, that racetrack test in which real racing drivers on real racing tires chase times with the current team of athletes on a racetrack.

How does the new engine work? Bestial! The hammer! Honest. As is typical for MV, there’s not so much going on downstairs. At 4000 rpm and also at 6500 rpm there is even something like a small performance hole. But what happens then at 7000 rpm is violent. Then the radial four-valve engine unpacks the club and drives brutefully forward. So brutal that the next bend is much faster than expected. Oops, always squint at the exit of a curve and believe that the front tire can still transmit enough braking force even when leaning. Luckily it works. The wonderful fine metering of the new Brembo Monobloc brakes also plays a major role in this. It is simply the perfection on the brakes that you experience here. The deceleration is completely linear to the pressure of the lever, so you can apply the brakes really cleanly, which you would never trust with stoppers that are less easy to dose.

Alfredo organized a palette of cold Aqua naturale. It’s already warm on the Adriatic and I’m tense. Too much power, too bad a line, the ideal off-to-gravel bed combination. After all, while driving, I gradually begin to no longer think the old course backwards, but the new one forwards. That saves working memory.

A few more laps. Let the brutal foursome pull out of the basement. Only drive him towards the limiter on the longer straights. It’s getting better slowly. Brake later, drive more diagonally, accelerate earlier, the old racing driver rule shortens lap times. The Dunlops seem to be sticking quite well. In a fast chicane, the rear of the car takes too much action and knocks my line. So back out to Alfredo. “I need a little bit more compression damping.” “Si!” He replies, examining my stomach area. Then he explains to me that an 80 kilo spring would be installed again instead of the hard 110, but that that would be better because the new Sachs shock absorber would have a separately adjustable high and low speed compression stage. In fact, two clicks more cushioning bring the desired effect. Now it fits. Meanwhile, I have the confidence to do a lot on the rocket. Take advantage of the route. Accelerate earlier and earlier and on the next lap check my black stripes to see where I was driving. That’s the way it has to be.

The MV actually likes the quadruple right best. On the straight ahead accelerate to the fifth, at speedometer 249 take the first bend, downshift, second bend, downshift again, the third and then another down to turn around towards the pit entrance. No one does that better than the MV. The front wheel looks like it has been welded on, the new anti-hopping clutch perfectly controls the likely high braking effect of the huge four-cylinder engine. It works in conjunction with a system that opens one of the throttle valves slightly when the throttle is closed.

The transition from braking to accelerating is still a ticklish thing. The MV goes hard on the gas. Not as hard as the 1000s two years ago, but noticeable. And when you accelerate in an inclined position, what you actually don’t really want happens: the front wheel lifts off and you get straight on the rear wheel. 124 Nm should start at a good 8000 rpm, that doesn’t seem to be a lie.

Alfredo refueled me with high-octane and I with non-carbonated ones. And treat myself to a few more laps. Now I’m slowly back home on the MV. I got used to the stretched seating position, the heavy weight and the brutal engine power. I’m happy about the perfectly appealing new fork, the wonderfully functioning brakes and the almost smooth engine running. But I can’t do it longer than five or six quick laps. I just need too much strength for that. The diva with the brutal engine in alternating curves seems too tough, the sitting position too aggressive in the long run. I am home again. But the house could use a new plaster.

Data MV Agusta F4 1078 RR 312

Engine:
Four-cylinder in-line engine, 190 HP at 12200 / min, 124 Nm at 8200 / min, displacement 1078 cm³, bore 79 mm, stroke 55 mm, four radially arranged valves per cylinder, injection, multi-plate oil bath clutch with anti-hopping system, six-speed gearbox.

Landing gear:
Trellis frame made of steel / aluminum, single-sided swing arm, 50 mm telescopic fork in front, double disc brake in front, Ø 320 mm, disc brake in rear, Ø 210 mm, tires f / h 120/70 ZR17, 190/55 ZR 17.

Price:
22,690 euros

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