Table of contents

• MV Agusta F4 750/1000 and Brutale 750/910 for sale It will never be cheaper again
• Buying an MV Agusta has never been so cheap
• Reliable partner with species-appropriate husbandry
• sightseeing
• Technical data (type F4 750 S, model year 2002)
• Test in MOTORCYCLE
• Technical data (type Brutale S, model year 2003)
• Market situation
• Test in MOTORCYCLE
• Models

www.jkuenstle.de

21 pictures

Gargolov

1/21

Artist

2/21

Gargolov

3/21
Valve cover inspection? Right: Brutale 910 S, not R..

Artist

4/21
The Little Red Riding Hood shows the difference: In contrast to the S, the Brutale 910 R has a valve cover in signal color. And also other wheels (not in the picture).

Gargolov

5/21
The finest handlebar tube with a solid clamp: the Brutale cockpit and the seating position behind it are completely convincing. Important: keep an eye on the rev counter.

Gargolov

6/21
The Brutale 910 S put an end to the somewhat sharp 750 power output.

Gargolov

7/21

Jahn

8/21
Can a stripped motorcycle look sexy? It can! If there’s any reason to buy an MV F4 of all things, see it here.

archive

9/21
There is probably no other manufacturer who has brought so many special models onto the market as MV in such a short period of time. In the picture: the F4 1000 Tamburini named after the ingenious F4 creator, which started in 2004 with variable lengths of the suction paths.

archive

10/21
The Showa fork simplifies wheel removal with quick-release fasteners; the six-piston Nissins experienced and vehement anchoring.

archive

11/21
The term “exhaust” is very inadequate; In 2001, MOTORRAD editor Ralf S. called the work of art much more appropriately “sound cannons”.

Jahn

12/21
Small and digital speed display, large and analogue speed information – a wise combination, because the four-cylinder loves and needs speeds.

Artist

13/21
Only the small digits on the mirrors and rear give it away: It’s a 1000.

Jahn

14/21

Gargolov

15/21

Gargolov

16/21

archive

17/21

Artist

18/21

Artist

19/21

Artist

20/21

archive

21/21
With the unobstructed view of the connecting rod foot of the third cylinder, the MOTORRAD long-distance test of the F4 1000 S ended prematurely – major engine damage at mileage 12,341 and not an isolated incident. MV suspected machining residues in the oil circuit. A Test-F4 1000 R similarly died a year later.

counselor

Used purchase

MV Agusta F4 750/1000 and Brutale 750/910 for sale

MV Agusta F4 750/1000 and Brutale 750/910 for sale
It will never be cheaper again

Please stop creating any flimsy reasons to buy an MV at some point. The parts are the finest luxury goods, you don’t need any arguments. And they’re outrageously cheap right now.

Klaus Herder

16/01/2014

It’s tempting to begin a story about an Italian design icon with a quote from legendary US heavy metal designer Willie G. Davidson, of all things. And it’s very fitting: “If you go into the garage with a beer in hand just to look at your motorcycle, you have to be excited about it.”

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MV Agusta F4 750/1000 and Brutale 750/910 for sale
It will never be cheaper again

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So much yourself MV Agusta and Harley-Davidson may differ on the street when it comes to appealing not only to the brain, but also to the gut and the heart, they both play in the same league. It is probably no coincidence that the two companies were once closely related economically, even if only for a short time.

Buying an MV Agusta has never been so cheap

The MV world will never open up to those who, as great insight, repeatedly point out that an MV Agusta F4 S could never win a flower pot in comparison tests against the Suzuki GSX-R 750. And whoever emphasizes again and again that a Yamaha R1 is vastly superior to the 1000-F4 in terms of drivability has not got it. And probably never heard of an MV in the wild or in the garage lasciviously the cladding parts mounted with practical quick-release fasteners were ripped off. It doesn’t have to be, after all, there are many good reasons to prefer decent Japanese standard goods or something nice technocratic from German production to the athletes’ house.

But there are also people who don’t care how much fuel their motorcycle uses and whether a sitting position is still comfortable after two or three hours. Some of these people have dreamed of treating themselves to an MV Agusta all their motorcyclist lives. And so far they haven’t dared – mostly for two reasons. First: the sweethearts were simply priceless for normal wage earners. The MV modern era began with the F4 presentation at the 1997 Milan trade fair, and the noble first edition, dubbed Oro, cost over 50,000 marks. Around 33,000 marks for the F4 in the more popular S version, which was finally available from 2000, was still a lot of wood – Japo planes then cost around twelve million less. But the price argument no longer counts today. Buying a four-cylinder MV Agusta has never been so cheap – and probably never will be again.

The second reason that has so far prevented some MV fans from turning their dream into reality was “lack of reliability”. Admittedly, two major engine failures in the context of MOTORRAD stories – once in the endurance test F4 1000 S, a second time in a comparative test on the F4 1000 R – did not necessarily create trust, but seven years have passed, and A clear “yes, but” judgment can be made today on the subject of MV reliability. Yes, they weren’t absolutely isolated cases. But: There can be no question of an accumulation or even of a fundamental design problem. Problems could always arise when the four-cylinder was expected to run at very high speeds over a long period of time. So if you are thinking of pulling a well-hung F4 ashore for tough race training, you should bury this thought very quickly.

Reliable partner with species-appropriate husbandry

If it is kept in a species-appropriate manner, and that means committed gasping on the winding country road as possible, an MV Agusta is a thoroughly reliable partner, so you can safely strike. Come on, finally make your dream come true! Which one exactly you have to decide on your own, each of the four types of play discussed here has its own special charm. For purists and the I-put-them-in-my-living room group anyway, only the MV Agusta F4 S as a 750 comes into question. If you want to move the 750 more often, you can use the 137 hp third expansion stage of the 750-F4. Anyone who enjoys the finest suspension technology and is not afraid to spend hours working out a very personal fine-tuning will be excellently served with the MV Agusta F4 as a 1000 model. It couldn’t be more uncompromising. If you want to be accommodated much more comfortably, you can go for the much more humane Brutale. The 750 is the first choice when it really only comes down to getting an MV as cheaply as possible. All other Brutale prospects prefer to buy the 910 S. It is much more powerful and much easier to drive.

sightseeing

Artist

Only the small digits on the mirrors and rear give it away: It’s a 1000.

Those interested in buying a used vehicle should clarify three questions: Is the object of desire a MV Agusta F4 1000 and has it been moved more often over longer distances under full load and at high speeds – keyword highway brawl or racetrack training? If not, everything is probably fine. If so, maybe look elsewhere first, because under extreme conditions there can be problems due to the tearing off of the lubricating film of the connecting rod bearing shells and corresponding consequential and long-term damage.

Next question, valid for all models: Does the previous owner know that the eccentric clamp on the single-sided swing arm may be tightened to a maximum of 28 Nm – and did he always stick to it? If that is – well meant – has been tightened far too much, the receptacle should be oval and the needle bearing damaged. Replacements are only available in full, the price of the parts alone is around 500 euros. Last question, especially for the MV Agusta F4 750 owner: Has a front tire with a 60 or 65 cross section been fitted? If so, everything is okay. However, if the 70s cross-section (approved for the 1000s) is on it, there may be unwanted contact with the radiator or fairing when braking hard.

Technical data (type F4 750 S, model year 2002)

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, electronic intake manifold injection, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke: 73.8 x 43.8 mm
Displacement: 749 cm³
Rated output: 101 kW (137 hp) at 12,650 rpm
Max. Torque: 80 Nm at 10,500 rpm

landing gear
Steel tubular frame, upside-down fork, single-sided swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base at the front and rear, as well as rebound and compression damping, double disc brake at the front, disc brake at the rear.

Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/65 ZR 17; 190/50 ZR 17

DIMENSIONS + WEIGHTS
Wheelbase 1412 mm, steering head angle 66.5 degrees, caster 104 mm, spring travel f / r 118/120 mm, seat height * 820 mm, weight with a full tank * 219 kg, tank capacity 20 liters.

Measurements
(MOTORCYCLE 24/2001)
Top speed: 274 km / h
Acceleration 0-100 km / h: 3.1 sec
Draft
60-140 km / h: 10.7 sec
Consumption: 6.3 l / 100 km (country road)

* MOTORCYCLE measurements

Test in MOTORCYCLE

F4 750: 10/1999 (FB), 15/1999 (T), 25/1999 (VT), 3/2000 (VT), 8/2000 (VT), 12/2000 (VT), 10/2001 (VT ), 24/2001 (TT), 26/2001 (VT), 23/2002 (VT), 21/2003 (VT); F4 1000: 11/2004 (FB), 13/2004 (TT), 17/2004 (FB), 6 + 7/2005 (VT), 11/2005 (VT), 24/2005 (LT), 5/2006 (VT), 12/2006 (FB), 20/2006 (FB), 7/2007 (VT), 11/2007 (VT), 12/2007 (VT).

FB = driving report, T = test, TT = top test, VT = comparison test, LT = long distance test; Repeat orders under Tel. 07 11/32 06 88 99, www.motorradonline.de/downloads

Technical data (type Brutale S, model year 2003)

Gargolov

The Brutale 910 S put an end to the somewhat sharp 750 power output.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, electronic intake manifold injection, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke: 73.8 x 43.8 mm
Displacement: 749 cm³
Rated output: 93.4 kW (127 hp) at 12,500 rpm
Max. Torque: 77 Nm at 10,500 rpm

landing gear
Steel tubular frame, upside-down fork, single-sided swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base at the front and rear, as well as rebound and compression damping, double disc brake at the front, disc brake at the rear.

Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/65 ZR 17; 190/50 ZR 17

DIMENSIONS + WEIGHTS
Wheelbase 1414 mm, steering head angle 66 degrees, caster 102 mm, spring travel f / r 118/120 mm, seat height * 815 mm, weight with a full tank * 212 kg, tank capacity 19 liters.

Measurements
(MOTORCYCLE 18/2003)
Top speed **: 251 km / h
Acceleration 0-100 km / h: 3.2 sec
Draft
60–140 km / h: 9.5 sec
Consumption: 8.6 l / 100 km (country road)

* MOTORCYCLE measurements, ** manufacturer information

Market situation

Gargolov

The Brutale 910 S put an end to the somewhat sharp 750 power output.

The Brutale makes up the bulk of the offer. With a bit of luck, you can get a bare 750 with just under 5000 euros; a comparable entry-level 910 costs around 1000 euros more. Well-groomed first-hand sweethearts are usually around 6,000 euros as 750s, and just under 7,000 euros as 910s. In the case of the disguised MV, things look rather the other way round: Ordinary 1000s with less than 20,000 kilometers are available for less than 7,000 euros; the 750 F4 costs at least 7500 euros, usually well over eight mille.

The main reason for this somewhat unusual constellation is likely that many 750s have often spent their previous lives as collectors’ items with correspondingly low mileage, while the 1000s, on the other hand, was used far more often as normal sports equipment. In addition, from the point of view of some MV gourmets, the 750 series can do a lot better – the keywords are handiness and sound – and of course draws on the nimbus of the original model. The upper price limit for the standard F4 is around 10,000 euros. F4 special models are naturally very rarely offered second-hand, a 1000 Senna or Ago then costs between 15 and 20 mille. The even rarer F4 750 Oro costs 27,000 to 30,000 euros. Regardless of whether the MV Agusta F4 or the Brutale – the condition of used MVs is always above average, even at an advanced age, a filled check book is the rule.

Availability on the market: low

Price level in euros	Construction year	mileage
Low 4500-5900	2003-2006	15,000-40,000
Medium 6000-7900	2001-2008	8,000-25,000
High 8,000-10,000	2000-2008	4000-15000
Type	in program	Sales
F4 750	2000-2004	approx. 900
F4 1000	2005-2008	approx. 1 300
Brutal 750	2003-2005	about 800
Brutal 910	2005-2008	approx. 750

Test in MOTORCYCLE

Brutale 750: 13/2001 (FB), 12/2003 (FB), 18/2003 (TT), 25/2005 (VT); Brutale 910: 12/2005 (FB), 14/2005 (VT), 14/2006 (T)

FB = driving report, T = test, TT = top test, VT = comparison test; Repeat orders under Tel. 07 11/32 06 88 99, www.motorradonline.de/downloads.

Models

Brutal 750 S Construction period 2003 to 2005, price: 14,950 euros; Colors: Red, Black, America; Special model: Oro (limited to 300 pieces worldwide).

Brutale 910 S / 910 R Construction period 2005 to 2008; Prices: 15 750/17 990 euros, colors: red, black, orange, red / black; Special models: Wally, Hydrogen, Italia.

F4 750 S / S1 + 1 Construction period 2000 to 2004; Prices: 16 800/16 900 euros, colors: red / silver, black, America; Special models: Oro (limited to 300 pieces worldwide), SPR, Senna.

F4 1000 S / S1 + 1 / R / R312 Construction period 2005 to 2008; Prices: 19 800/19 900/20 990/21 990 euros, colors: red / silver, black, silver / blue; Special models: Tamburini, Ago (each limited to 300 pieces worldwide), Senna.

Performance variants Brutale 750: 127 hp; Brutale 910: 136 hp; F4 750 S: from 2000 to 2001 with 129 hp, from model year 2002 with 137 hp (improved combustion chamber design, modified valve timing and pistons); F4 750 SPR and Senna: 140 HP, with non-approved exhaust system and special Eprom 146 HP; F4 1000 S: 166 hp; F4 1000 R / Tamburini / Ago / Senna: 174 HP (changed timing, valves and intake ports); F4 1000 R312: from 2007 with 183 HP (valves, throttle valves and intake ducts changed).

Internet

Fansites: www.mvagustaforum.de; www.mvagusta-online.de; mvbrutale.de

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