Top test MV Agusta F4 1000 S

Top test MV Agusta F4 1000 S

Top test MV Agusta F4 1000 S

A matter of attitude

The design is familiar from the 750. Only the small digits on the mirrors and rear reveal the new, more powerful engine that is in the MV F4 1000 S. In the top test we looked for and found the right attitude to and for the MV.

“And is it good?” The question most asked by interested hobby racers during javelin training in L’Anneau du Rhin.

With curious looks and shiny eyes, they scrutinize the 1000-series MV that we bring to the Alsatian race track. However, we cannot yet answer whether it is good, because we have been looking for the right suspension setup for over an hour. So far, one thing is certain: sit down and drive off, as you know it from most Japanese motorcycles, does not work with the MV. It reacts extremely sensitively to changes to the various setting options.
Now that doesn’t have to be a disadvantage. Especially not when it comes to such fine and attractively packaged technology that people like to lend a hand. For example, to work out your “personal” sitting position – no problem thanks to adjustable hand and foot levers as well as an eccentric adjustable footrest. However, as we now know, it gets complicated and time-consuming with the high-quality spring elements. If a fully adjustable suspension is now considered standard in sports circles, the MV adds a few more features. Among other things, the compression setting of the Sachs shock absorber is divided into a high and low speed range. In addition, the swing arm pivot point can be changed in height using interchangeable inserts, while the rear can be screwed up using a push rod. Perspective and dedication are required here.
Trial and error. Because as long as the set-up does not match the course, the Italian behaves like a stubborn horse. In L’Anneau du Rhin, for example, a disproportionate number of laps pass because the suspension settings from the top test course do not harmonize here. For the pylon dance, we rely on handiness with a higher rear. The shock absorber worked well with little compression damping, but the fork had to be tuned very tightly to compensate for unpleasant nodding movements when changing lean angles quickly. Nevertheless, the 1000 series lagged far behind the top slalom times of the more manageable 750 series MV.
The weight does not provide an explanation. On the contrary, because the large 1000cc four-cylinder weighs 2.7 kilograms less than the 250 cubic centimeter smaller engine thanks to the lighter crankshaft and hollow-drilled transmission shafts. It remains to be assumed that the larger rotating masses, the 70 mm front tire (the 750 mm has a 65 mm cross-section at the front) and the steering head that is half a degree flatter are responsible for the more sedate handling. In the fast MOTORRAD slalom, the MV Agusta only managed to get a place in the midfield of the 1000 class. In the slow slalom, however, it was able to show off its high steering precision and cornering stability in the form of very high cornering speeds.
The remained stable F.4 1000 S also with the notorious top test brake measurement. The easy-to-dose six-piston Nissin system with 310 discs requires a strong hand, but it impresses with its excellent delay. It could be even better, however, if the rising rear wheel didn’t repeatedly force the brake to be released to avoid rollover.
But back to the racetrack, where the thing with the raised rear end of the pylon course doesn’t work because there is a lack of grip on the rear wheel and you have your hands full when braking to keep the wedging rear on course. Handiness or not: In L’Anneau, the fun of the MV only comes after the rear is lowered, i.e. the push rod has been shortened to one and a half turns and the compression level of the shock absorber for both the high and low-speed Area is closed until ten clicks. Quite a fiddly affair as the adjustment mechanism is difficult to access. Anyone who wants to change the rebound stage of the shock absorber should wear gloves, at least when the exhaust is still glowing hot, otherwise burn blisters are programmed.
Once you’ve finally turned all the cogs in the right direction, the MV becomes a real reindeer, and the testers’ initially gloomy expressions give way to a delightful smile. “Yes, it is good – if the attitude is right!”
And now: finally full throttle! Noise a big deal. A rather mild breeze escapes through the four tailpipes, which only rudiments how much power there is in the four cylinders. The intake noise is also elegantly restrained, so that the MV subjectively leaves an – to put it more elegantly – »unspectacular impression«. Only a comparison with other 1000s on the racetrack makes it clear how powerful the Italian marches. For example, if you want to follow it on a Yamaha YZF-R1, that means constantly driving down a gear in order to keep the R1 above 9000 revolutions. Even then, however, you don’t quite manage to stay in the beautiful Italian’s exhaust gas.
The test bench removes any last doubts about the brilliant power of the subjectively so discreet MV. With 165 HP it is only one HP behind the factory specification, and the voluminous torque curve with a peak of 108 Newton meters at 9900 rpm is impressive. The 1000 series is particularly impressive when it comes to pulling through measurements between 60 and 100 km / h: 3.4 seconds. With a full tank, the 217 kilogram beauty is even two tenths faster than the powerful Kawasaki ZX-10R.
Unfortunately, the MV power on the track cannot be implemented as harmoniously and easily as the almost linearly increasing power curve suggests. On the one hand, the translation of the throttle grip is responsible for this, because even with the slightest movement on the right end of the handlebars, the throttle flaps open so far that it is difficult to control the immense pressure available at the apex of a curve. On the other hand, the slight delay with which the injection system reacts to the commands from the throttle valve provides an additional adrenaline rush. The fuel-saving overrun cut-off of the engine over 3200 revolutions also takes getting used to. Below that, when the ovulation starts again, the engine braking effect decreases noticeably. No matter how fast it is: When it comes to drivability, the MV cannot hold a candle to a Yamaha R1. Although the powerful thrust, once it is applied to the rear wheel, can be finely dosed.
Despite the low-lying rear end, which is supposed to ensure maximum grip, the MV paints black lines on the asphalt at the exit of the curve. By the way: The somewhat more sedate handling of the machine expected due to the lowering can be got over due to the high stability and steering precision as well as the fine responsiveness of the spring elements.
Anyone who goes on the road with the racetrack set-up should be absolutely painless. While this works without any problems with the R1 or a Honda Fireblade, the MV relentlessly passes even the smallest bumps on the road to the very best. In the case of larger bumps in the asphalt, the F4 seems to capitulate, to stop any suspension and damping, with a significantly softer pressure stage on the fork and shock absorber it becomes bearable, but far from comfortable, because the basic adjustment of the suspension elements is simply too tight.
Hard but warm is the motto of the MV on the country road. Longer tours turn out to be torture because of the very sporty seating position, with a lot of pressure on the wrists and an acute knee angle. The exemplary gearbox and the civilized drinking manners are forgiving. The four-cylinder is content with an average of 5.9 liters of super unleaded on a leisurely country road. However, real fun only comes with less economical, committed driving style, preferably on smooth, spacious terrain, where the hard chassis and the super-sporty seating position show their advantages and ensure accurate cornering. However, the tighter the radii, the more difficult it is for the driver to move the 1000 from one lean angle to the other.
Absolutely out of place, although the strolling device par excellence, is the good-looking MV in town. A huge turning circle, in which you squeeze your thumb with the handlebars fully turned, and the built-in heating in the form of the exhaust system running under the seat make it really unsympathetic in city life. It gets even worse on sunny summer days when the four-cylinder is too warm and the fan blows the hot air exactly against the thighs and lower body. The MV is and remains a hot-blooded, spirited Italian.

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Top test MV Agusta F4 1000 S

Top test MV Agusta F4 1000 S
A matter of attitude

This is how MOTORRAD – MV Agusta F4 1000 S tests

With the first motorcycles, the driver had no choice, there was no manual transmission at that time. Today modern motorcycles have five or six gears to keep the engine in the optimal speed range. There is no general answer to how many gears a motorcycle needs and how they should be graded. As is so often the case, it depends on the successful coordination. This is certainly less critical with a high-torque cruiser than with a smaller-capacity sports car with a narrow rev range and high top speed. Starting off because of a long first gear often turns into a balancing act between stalling and slipping clutch. The connections are important when driving, the engine speed should not drop too far with every shift. In contrast to the 750 MV, whose first gear was quite long for road use, the 1000 overrides the racing gear gradation with its powerful torque. Therefore there are eight out of ten possible points in this criterion.

Was there anything else? – MV Agusta F4 1000 S.

> plus
Adjusting the chain tension is child’s play thanks to the eccentric
Noble tool kit
Good light output from the headlight
Great workmanship

Little consideration in the mirrors
There is a risk of crushing the thumb on the inside of the curve when turning
Large turning circle
Adjustment screws for the compression and rebound stage of the shock absorber difficult to reach

>Suspension settings
Compression damping: racetrack 3 clicks open, country road 7 clicks open
Rebound damping: race track 8 clicks open, country road 9 clicks open
Spring base: 5 turns visible
Steering damper: completely open
Shock absorber:
Compression damping: racetrack 10 clicks open, country road 20 clicks open, both high and low-speed
Rebound damping: race track 1 turn open, country road 1 turn open
Spring base: 10 turns open
Height adjustment: 1.5 turns out

Conclusion – MV Agusta F4 1000 S.

With the F4 1000 S, MV has put together a fascinating motorcycle that, unlike the 750, is motorized as befits its class. The bearish four-cylinder only lacks a little fine-tuning. For 20,000 euros you get high-tech, the finest workmanship, and a very tight but good chassis ?? provided you have the right knack for setting.

Performance diagram – MV Agusta F4 1000 S

The almost linearly increasing performance curve looks exemplary. You don’t feel the small drop at 5500 revs while driving. Even the big dents in the torque curve at 4000 and 6000 revs can be covered by the inconspicuous but extremely powerful four-cylinder on the road. Because of the very short first course ?? with other 1000s it reaches up to 150 km / h – the jumps to second and third to fourth gear are larger.

Brake diagram – MV Agusta F4 1000 S

With an average braking deceleration of 9.43 m / s², the MV only lands in the middle. Due to the slightly rising rear, the easily adjustable brake has to be opened again and thus thwarted better deceleration values

Scoring: Drive – MV Agusta F4 1000 S

The 1000 MV is certainly not lacking in performance. More like good manners, such as a soft response that would make it easier for the driver to bring performance to the asphalt. The transmission earned top marks for it. The gears can be changed easily, precisely and with short gearshift travel, only the high actuation force of the clutch is a problem.

Scoring: Chassis – MV Agusta F4 1000 S

With the right coordination, the MV is great fun. Stability and steering precision are at the highest level. However, the risk of screwing up the large number of adjusting screws is very high. And then the fun stops very quickly.

Scoring: Safety – MV Agusta F4 1000 S

The brake needs a strong hand, but otherwise leaves nothing to be desired in terms of controllability and delay. The lean angle seems almost unlimited. Even with racing tires you can’t reach the limit. The MV has an adjustable steering damper, but this is not required. It is sufficient in the weakest position both on country roads and on the racetrack.

Scoring: everyday life

The theoretical range of 356 kilometers is excellent for a super sports car. The payload of 123 kilograms is enough for a single-seater, the MV is not made for the big vacation tour anyway

Scoring: comfort

Comfort isn’t the MV’s forte. She’s too much of a racer for that. Only when you fold it up you will find proper wind protection behind the cladding. The engine runs very rough around 3000 revolutions.

Scoring: costs / environment – MV Agusta F4 1000 S

At 20,000 euros, the MV is not a special offer. The high quality workmanship and fine components justify this price? at least partially. Unfortunately, inspection costs and spare parts prices are also high. For example, a complete mirror with indicator costs 240 euros and 32 cents.

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