Top test MV Agusta F4 S
The art of the round
It stands in a prominent position in a world-famous art exhibition. And it is an artist itself. Because the MV Agusta F4 S sets new standards in the interpretation of the top test course.
Great art includes works that everyone understands.
The greatest achievement of this motorcycle is not only letting its forms speak, but also actions. The F4 S is the first series MV that lives up to its legend in real life. It drives as fast as it looks, excels with handling, driving stability and the finest details, but it can also start at the push of a button after a cold night, drive for hours in the rain or seep into a crowded city center in a tin box jam without boiling the cooling water.
What left a pale impression in the first two years of the F4, the low-torque and not exactly bursting with top performance engine, has been thoroughly revised. During the recent past period of financial turmoil and uncertainty as to whether M.V Agusta can still produce motorcycles at all, the development department has changed many of the internal engine parts. The crankshaft has become a kilogram lighter, other connecting rods have pistons whose bottoms are supposed to ensure better combustion, the intake ports have become two millimeters wider and the camshafts keep the valves open longer. Now the MV engineers dare to turn the four-cylinder real 13,300 rpm. Overall measures that bring 131 hp to the clutch. Compared to the most powerful F4 engine measured so far on the Dynojet test bench, that’s seven hp more, and the lead over the mediocre units of the old configuration is as much as eight to ten hp. The new models with the modified engines are now available from 60 MV dealers. 250 copies are expected to come to Germany this year.
Behind the dry facts there is a world of driving and sound dynamics to discover. If the four-valve engine still feels and sounds like a well-trained recreational athlete between 6000 and 10000 rpm, it radically changes tone and behavior from this mark. From its four intake funnels, it roars greedily directly into the driver’s ears, so that he simply has to give him what he wants. The engine revs up, the red lamp on the right in the cockpit reminds you to shift, another gear, another, until a feeling of intoxicating fascination spreads. Anyone who has discovered this occasionally catches himself addicted to turning down a gear to the limit. Anyone who thinks that is silly has never driven MV.
Nevertheless, it is advisable to divide driving the F4 into two strictly separate areas: on and off the racetrack. Away from the racetrack, the singing of sirens at five-digit speeds is avoided, instead swung along very quickly at a moderate speed and with the precision of a circular stroke. Here, too, the engine brings new experiences, because it behaves better than its predecessor. Although it still vibrates heartily here and there, you don’t need to open the gas very sensitively to accelerate from low and medium speeds if you just don’t do it completely without feeling. Then the country road gliding succeeds without any problems. The four-cylinder has to overcome a drop in torque between 4000 and 4500 rpm, above which the area begins in which everything can be done from strolling to an intermediate sprint. Of course, this requires more manual work than with a large-pot four-cylinder, but there is no hectic. The MV drive even overcomes load changes smoothly in the medium speed range. But there it also consumes relative to the requested service? absolutely seen anyway ?? too much. 6.3 liters per 100 kilometers are a bitter gasoline attribute for the pleasure of driving a super sports car far below its capabilities.
The F4 S finds its fulfillment on the racetrack. Certainly no one there finds it silly when the engine is precisely pushed to the limiter on every short straight, just so that the driver can compress the motorcycle again with full use of the Nissin six-piston brake calipers. Spectators listen ecstatically to the furious roar with which the four-pipe sound cannon in the rear of the MV shoots their eardrums. On the slopes, the deeper meaning of the extremely stiff chassis with its mighty fork legs in a triple clamp of the lower bridge, with thick wheel axles or the sculptural rear wheel swing arm opens up. And it becomes clear why you sit on the MV the way you sit. Everything about her is designed for fast driving. The chassis should remain stable even under the grip of race-ready tires, the driver should be able to shift his weight quickly past the narrow tank, be able to orient himself aggressively forward and feel in his hands what his motorcycle is doing.
To avoid misunderstandings: The MV is not easy to move. The raised rear and the low-mounted handlebar stubs, even lower than on the Ducati 996, force the driver into a not exactly comfortable posture. Initially, this sitting position leads to tension in the neck. With the inevitable training, that goes up to a certain extent. It is more difficult to get used to the load change reactions at high speeds. Due to the overrun fuel cut-off when the throttle valve is closed, the engine brakes heavily and starts again vigorously when it is opened. At the same time, the throttle valves are difficult to open. Indecisive play on the throttle grips the line. So the MV driver is required to apply the throttle gently and precisely once after turning in, in order to be able to arrow out of the curve with finely dosed use of power.
Even the chassis qualities of the MV have to be developed step by step. Because it turns so easily and precisely, creates brilliant cornering speeds and remains so unmoved in an inclined position, even under heavy acceleration, that it pushes the standards far upwards. Proof of this may be the finding that no motorcycle has completed the top test course as quickly and with such good lap times as the F4 S. Its only weakness in the chassis remains the heavy front-heavy weight distribution, which is pushed over the front wheel in extreme lean angles noticeable, but especially when braking sharply. The rear wheel rises too quickly and the rear begins to waggle. Despite largely pre-tensioned fork springs, ample negative spring travel at the rear and although the braking effect is very easy to adjust. For the first tire change, a front tire with a 70 mm cross-section could prove to be the better choice. Such tires should be released in spring 2002. There is another option: remove headlights, mirrors and indicators and set up the MV as a racing machine. She would like it.
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Top test MV Agusta F4 S
The art of the round
Conclusion – MV Agusta 750 F4 S.
You can drive the F4 S in two different ways. Enjoyable, sporty, in love and aware of the fact that something special is about to happen. Or uncompromisingly sporty advance with it into new areas of curve art and lines. In any case, it demands a lot of dedication, mental and physical. And above all the dedication of a proud 33,210 marks.
MOTORCYCLE readings – MV Agusta 750 F4 S
MOTORCYCLE measured valuesBraking and driving dynamicsBraking distance from 100 km / h 38.8 m Average braking deceleration 9.9 m / s2 Comments: Very finely adjustable braking system front and rear. Due to the high front wheel load, the rear wheel tends to lift off relatively early. The optimal deceleration therefore requires a little practice and a sure instinct, especially since the rear wheel likes to dance out of track. Handling parcours I. (fast slalom) Best lap time 20.27 svmax at the measuring point 112.5 km / h Comments: The MV Agusta marks the best value in all MOTORRAD top tests so far. Precise to the millimeter, with relatively little steering force, it arrows through the pylons and benefits from the well-cushioned spring elements, its stiff chassis and the unusually slim silhouette. Handling Parcours II. (Slow slalom) Best lap time 29.2 svmax at the measuring point 56 km / h Comments: Even through the long, S-shaped curves, the stable chassis irons as if pulled on a string. It is noticeable, however, that the MV tends to slip over the front wheel when turning hard. The slight lack of torque in the engine prevents better lap times. Circular path 0 46 m, best lap time 10.25 svmax at measuring point 56.2 km / h Comments: With the best cornering stability, unlimited lean angle and non-slip tires, the MV Agusta also sets top values in the circular path. But as in Slalom II, there is a clear tendency to slip over the front wheel at the grip limit.
What else stood out – MV Agusta 750 F4 S
What else stood out + the beautiful headlight also shines well + adjustment of the chain tension is child’s play thanks to the eccentric + cranked valves make it easier to control the air pressure … + … and quick-release fasteners on the cladding all maintenance work hardly any consideration in the mirrors when turning the thumb of the hand inside the curve is clamped Better grip over the handlebarsSide stand with 80 percent accident guaranteeTiresPirelli MTR 21/22 Dragon Evo CorsaChassis settingRace trackForkCompression damping: fully closedRevolution damping: 5 of 21 clicks openSpring base: 2 rings visibleSpring leg 6 to 8 clicks open Rebound damping: 6 clicks openSpring base: 2 rings visibleSpring strutCompression damping: 10 clicks open Rebound damping: 12 clicks openSpring base: 11 threads visibleHeight adjustment: shortest setting Steering damper: completely open
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