Test MV Agusta F4 S
It impresses with its design and it works almost perfectly. The S version of the MV Agusta F4 is an extraordinary sight too ?? and almost affordable.
Claudio Castiglioni is made of the kind of wood that is commonly used to carve permanent stakes.
Especially since the MV buyer receives a machine for this price whose excellent design and finish can hardly be matched by anyone else. The differences to the Oro series, which is limited to 300 pieces, are quickly listed: all plastic parts made of thermoplastic instead of carbon fiber, steel tank, all magnesium parts replaced by aluminum, the footrests are no longer adjustable, the brake discs a little thinner. Results in a weight of 219 kilograms with a full tank for the F4 S, 12 kilograms more than the Oro. Whether this is noticeable when driving?
Rather less. Amazingly, the responsiveness of the engine, the valves of which are arranged radially to the cylinder axis, make the biggest difference to the luxury version. Even at idle, the in-line four-cylinder engine takes on the gas cleanly and, accompanied by slight vibrations, pulls significantly stronger through the wide field from 1500 rpm to 13000 rpm. The maps of the ignition / injection electronics were obviously trimmed for better power development. Further differences: The crankcase is manufactured in large series using the die-casting process and is therefore much more precisely manufactured than the sand-cast housing of the first series. And with 125 hp, the S presses three horses more on the test bench than the Oro. Even at zero degrees outside temperature, the F4 S runs into the limiter at a top speed of 273 km / h, the acceleration and pulling power are at the best Japanese level.
So the MV is by no means exclusive, but has that fire under the fairing that the drivers of super sports bikes love so much. Thanks to the excellently coordinated injection, the performance can be called up at any time with a short burst of gas, accompanied by a whole symphony of intake noises and exhaust tones. This beguiling hiss must also have been positive for the type testers, because the MV is louder than its four-cylinder competitors.
Transferring the power of the engine to the rear wheel is the job of a six-speed cassette transmission. The gears slide smoothly when shifting, the clutch requires little manual force. With the relatively short final gear ratio, you can rush through the country roads, there are hardly any limits to driving enjoyment.
But the chassis of the MV is even more fascinating than the engine, a combination of precisely manufactured steel lattice tubing, cast aluminum parts for the swing arm mounting and the rear aluminum frame. The rear is supported by the strut and a rocker with a strut on the swing arm. This strut is adjustable in length, which means that the rear can be easily adjusted in height. This perfectly ingenious construction fulfills any task that can be placed on a motorcycle chassis with astonishing precision and ease. The front runs like on rails over the most wavy surfaces, the rear irons even rough blunders by road builders. The mighty Showa fork with the beautiful quick-release fasteners on the wheel axle and the triple clamp on the fork legs sets standards in stiffness and steering precision. The MV turns on the brakes extremely safely and yet light-footed like hardly any other motorcycle.
Its stability during load changes is also impressive. Thanks to the ingenious geometry of the swing arm pivot point, pinion and chain wheel as well as rich damping, the MV remains stable even when the gas is suddenly closed or opened. Although with a 125 hp engine and the extremely short wheelbase of only 1412 millimeters, an annoying reaction from the rear of the vehicle would be expected.
The easy-to-dose Nissin six-piston pliers delay the MV with vehemence. However, the rear brake should only be used very carefully for support. Otherwise the rear wheel will tend to lock too quickly. It is difficult to say whether this is due to the wheel load distribution, the high braking torque of the engine, the geometry or the effective rear wheel brake. The MV definitely demands a great deal of sensitivity from its pilot.
And mindfulness when maneuvering. Because when the front wheel is fully turned, not even the thumb of the world’s slimmest biker fits between the handlebars and the tank. Which shouldn’t be too big either. The extreme sitting position and the short distance between the handlebars and the end of the bench spoil people over 1.85 meters from the joy of MV. But even for smaller contemporaries, MV driving at low speeds is exhausting. The handlebar stubs are already extremely low, even when racing. It only becomes pleasant when the wind pressure carries the upper body, which works well from 100 km / h. The slim and low fairing is only designed for top speed anyway. There is only a draft shield if you fold yourself up behind the ignition key.
D.he MV Agusta F4 S offers the finest driving qualities, is almost unrivaled in terms of design and finish and has a sonorous name. Anyone who now has 32,000 marks left in their account can fulfill a dream.
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