Man, the torque.
Raw feel, that was my first impression of the MV
– simply because I just jumped on and rode. You could
have been throwing me the key to any bike. I wasn’t
paying attention. And it doesn’t get any more subjective
than that – the MV impressed from the word go. But
how could I be so cold?
Sitting in my garage and going over the bike has
me wondering what was on my mind that day. I’ve got
a coffee to knock down before I head off on the 1000
but to be honest I could just sit here all day and
admire those lines. The exhaust system is only the
beginning. Follow the four mufflers as they curve
down a slinky subframe and you’ll find the most seductive
swingarm on any motorcycle. Hi-resolution silver gleams
off the wide rear rim, then it’s forward to the stylish
adjustable rearsets, adjustable brake and gear levers
and the die-cast engine covers.
If you’re game you might sneak a peek at the factory-racer-style
dash and gorgeous top triple clamp, graced with an
Ohlins damper and the sexiest anodised alloy levers
I’ve ever laid eyes on. Phew. And that body. Man.
That body.
All clean lines and no-fuss curves. Silky smooth
silver and red skin just waiting to be undressed.
That’s when I fall for the MV, popping the Zeus clips
and slowly removing a fairing panel to get a look
at the bike in all its glory…
Hitting that starter button, the F4 1000 S fires
into life without a hitch and proceeds to idle with
the crisp howl and rumble of a 240-horsepower MotoGP
bike. I guess seduction always leads to power, or
so they always tell me…
The MV feels as good as it looks. I love the seat-to-peg-to-bar
relationship. It gives me a good feeling between a
neutral and an aggressive stance and that’s exactly
the seating position I look for in a sportsbike. I
like to be able to use my legs and weight the pegs
without feeling like I’m trying to be a contortionist.
The handlebar position is low and close to me, plus
the levers are in the perfect position for me to keep
my hands and forearms level. Very comfortable and
in control – that’s how I feel as I head off for my
400km loop.
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I familiarise myself with the switches and
controls and re-adjust the levers. The adjusters
are easy and they look trick. I can’t get
the mirrors high enough to see above my elbows
but they’re better than most Italian mirrors
and look great with the built-in indicators.
Once I’m settled I pull in the clutch, pop
first gear and roll off up the street smoothly
and easily.
There are no glitches off idle and the 1000
pulls cleanly as I short-shift my way through
the traffic. As is the case with any bike,
the MV just feels much gruntier than I remember
it feeling at the track. The torque from 5000rpm
is truly impressive and the engine is very,
very smooth.
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The weight of the MV is evident straight-up, though
to be honest I prefer the subtle ride and stability
that the extra kilo’s offer over the average stiffly-sprung
lightweight 1000.
And attention. Wow, the amount of looks this thing
gets is insane. In fact, I’m getting paranoid as I
hit the posh areas on the North Shore and cop sideways
glances from every Alpha/Audi/Porsche Boxter driving
executive I wheelstand past. Could be the sound. Could
be the red. Might be the Italian flag on the side.
Whichever way you look at the MV – it looks fantastic.
The MV behaves well through the plebs travelling
to work and only pops and stalls once in 40 minutes
of thermo-fan crazed traffic. I was a little concerned
at the time because I’ve had so many dramas in the
past while testing Italian bikes but it was to be
the only misfire all week.
As I reach the final few kays of suburbia and head
towards the open stuff I start to play with the throttle
in an attempt to get those pipes working. You see,
I have a problem with the sound of the MV – I can’t
hear it! So many people keep telling how great the
bike sounds when they hear me coming but from where
I sit it’s all engine and induction noise. I don’t
know about you but if my bike sounds horn I want to
hear it!
So here I am, tootling down to about 60km/h on the
freeway and then nailing the throttle as I do my best
Beetle Juice impression trying to get my ear up the
back of the bike. But it isn’t working, Andrea Goggi,
so get back to the drawing board. Ok?
All jokes aside, the MV Agusta F4 1000 S is smooth
and relaxing for up to 150km but gets a little hard
after that. The ride is pleasant at 110km/h or 130km/h
but right on 120km/h, or 5000rpm in top, there is
a fair bit of buzzing happening. But the MV is also
a very fast and exciting motorcycle, while being in
no way intimidating or aggressive.
The engine pulls hard from 5500rpm and gets really
strong from 8000rpm to its 12700rpm limiter (which
is a shock as the tacho face goes to 17000). Shifting
somewhere between 11500 and 12000rpm gives best results
for real top-end riding but you only need that power
on the track. Fast road riding is possible below 10000rpm
on the MV.
I’m dropping the revs down to as low as 5500 or 6000rpm
as I roll through the twisties I’m holding third gear
most of the time. The MV is responding well to subtle
inputs through the ‘pegs and ‘bars but as I push more
through some of the bumpier sections the bike, which
felt subtle and stable on the way up here, is getting
all out of shape off the corners. A few (actually
five) clicks on the steering damper and a bit less
rear rebound is a quick fix but a few days of dialling
in the multi-adjustable chassis would get the MV sorted.
And you would need at least a couple of days with
the amount of adjustment available – even the swingarm
pivot is adjustable.
Turn-in is very quick on the road and there is loads
of feel coming back at me from the front-end. It really
seems to me to be one of the best front ends in the
business and as most of you know a good front end
is what creates confidence and confidence brings speed
and smoothness. The brakes, although requiring more
pressure at the lever than most Japanese bikes (could
be the weight) are strong and very communicative via
their braided lines. The result is a bike that has
sucked me in and made a connection with me as I flow
through the mountains. High lean angles, lots of corner
speed and, if necessary, hellish acceleration up top.
Make no mistake; this is a true 300km/h motorcycle.
I was getting an indicated 280km/h on the chute at
Eastern Creek and on the same day, doing similar times,
I was getting 270km/h on a mate’s GSX-R1000.
The MV holds its own on the track but does take more
effort and finesse to bring down to low lap times
than its Japanese friends. The only reason I could
find was the weight handicap, which did tend to make
set-up more critical than on a lighter bike that can
be ridden more aggressively. I rode the MV at two
very different tracks and it was an animal at one
but a bit difficult at the other – but I am confident
that it was all in the set-up and unfortunately time
was a restriction for me due to our printing deadline
and the clock stopped.
Throttle response is great but I was having trouble
getting on the gas smoothly. The MV has what is called
EBS, or Engine Brake System. The idea is to control
engine braking into turns without the extra weight
and complexity of a conventional slipper clutch. The
way the EBS system works is that as you shut off and
run into a corner, an air inlet is opened in cylinder
number two and that allows some burning. The set-up
of the system is programmed into the Marelli EMS on
the S model but could definitely do with some fine-tuning.
I’m all for corner entry speed – I learnt to ride
on 250 proddies so I run into corners quit fast and
I love slipper clutches. But the MV had me scratching
my head and not feeling at all confident when I tested
it at Eastern Creek.
The 1000 S ran into the corners really quick
but, just before the middle of the turn when
I would normally start on the throttle, there
was a sensation like the ignition switch was
flicked off then on again, then the engine
braking would kick in and cause me to run
wide in the apex. It was an unnerving feeling
but, like the suspension, it is only a problem
that needs time and I’m sure it could be dialled
out.
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As a road sportsbike I rate the MV Agusta 1000 S
as one of the best I’ve ever ridden and with the amount
of adjustment on hand I know the bike could only get
even closer to perfection.
DARYL BEATIE ON THE MV
These 1000cc sportsbikes are the pick of the
crop to have fun on. They’re light, they steer, they
stop and they go hard. And the MV Agusta F4 1000 S
does all of those things.
When the F4 range was launched a few years ago it
had a smooth 750cc engine but the move up to 1000cc
has made it even better. The new bike has gained torque
through the extra capacity and the whole package is
great.
When I rode the 1000 at Phillip Island I was impressed
by the acceleration and how easy it was to ride. You
can spin it off the turns if you want to and it’s
got good grunt and excellent brakes. It’s also stable
and changes direction without shaking its head. There’s
a bump before the fast right at ‘The Hayshed’ where
many bikes shake under hard acceleration but not the
1000.
THE HISTORY
MV Agusta was born during the postwar reconstruction
period. Founded in the 1945, it actually initially
produced and commercialised the first fifty units
in 1946 riding the wave of an era that will mark the
conquest of individual mobility. To give an image
and value to its production, MV Agusta launched its
challenge in competition terrain, adopting a philosophy
which soon became also a commercial slogan: ‘Racing
experience at the service of mass production’. Three
years after the birth of the World Championship, S.
Sandford conquered (1952) the Title in the 125 category
and, in parallel, marked the beginning of an era characterized
by the crushing domination of MV Agusta motorcycles.
For over 20 years, the red and silver fairings identified
motorcycles capable of making a legend of all those
who were privileged enough to grasp its handlebars.
Amongst these apart from Giacomi Agostini, whom alone
conquered 14 of the 37 World Titles, the passionate
fans were enthusiastic about the exploits by Surtees,
Hocking, Hailwood, Read, Ubbiali and Provini, all
riders that contributed with their results to the
record of 270 Grand Prix wins by MV Agusta.
During this unforgettable competitive period, the
most indelible wins were those conquered in the top
class, the 500. Dressed in red and silver, these invincible
‘record machines’ took the hearts of all fans sensitive
to the esoteric charm of the inline four-cylinder.
An engine endowed with an extraordinary force largely
underlined by the four megaphone-like exhausts, responsible
for an unforgettable and terrifying roar. Distinguishing
features that could not remain an exclusive heritage
of the fortunate witnesses of that unforgettable era,
needed to testify also in the future. In 1980, the
year MV Agusta activity ended at Cascina Costa (VA),
the most noble brand in motorcycle history could count
75 World Titles (38 riders championships and 37 constructors
championships) conquered by Sandford, Surtees, Hocking,
Hailwood, Read, Ubbiali, Provini and obviously Agostini.
However, by the 15th of September 1997 the legend
of MV Agusta went on and was born to a new phenomenon
– the F4 Serie Oro. Coherent with its past the new
MV Agusta, produced in the Schiranna (VA) factory,
appeared as a sculpture modeled around an extraordinary
inline four cylinder, precious in shape and equally
as esoteric as its predecessor. The new creation appeared
immediately like a synthesis of the sports motorcycle.
A concept that after five years no competitor has
yet been able to surpass.
– www.mvagusta.com.au
SPECIFICATIONS
2004 MV AGUSTA F41000
www.mvagusta.com.au Price: $32,900 + ORC Colours:
Red/Silver, Blue/Silver Claimed power: 122kW [166hp]@11,750rpm
Claimed torque: 109Nm [80ft-lbs]@10,200rpm Dry weight:
192kg Fuel capacity: 21 litres Measured average fuel
consumption: 6.5L/100km ENGINE & GEARBOX - Type:
DOHC, liquid-cooled, four-cylinder four-stroke with
four radial valves per cylinder Bore x stroke: 76
x 55mm Displacement: 998cc Compression ratio: 13.0:1
Fuel delivery: Weber Marelli multi-point EFI Exhaust:
stainless steel/alloy four-into-one-into-four under-seat
Transmission: six-speed close-ratio, constant mesh
cassette-style Ratios (1st to 6th): 2.92, 2.12, 1.78,
1.50, 1.32, 1.19 Final drive: sealed chain Final ratio:
2.60 [15/39] Clutch: wet multi-plate, hydraulic actuation
CHASSIS - Frame type: Chrome molly tubular trellis
frame with alloy swingarm pivot plates and alloy single-sided
swingarm Wheelbase: 1408mm Rake: 24.5 degrees Trail:
98.5mm Front suspension: 50mm fully adjustable Marzocchi
inverted forks, 126mm travel Rear suspension: Sachs
fully adjustable shock with adjustable ride-height,
120mm travel Front brake: dual 310mm semi-floating
rotors, dual six-piston Nissin calipers Rear Brake:
single 210mm rotor, four-piston floating caliper Front
wheel: cast alloy, 3.5 x 17in Rear wheel: cast alloy,
6 x 17in Front tyre: Pirelli Diablo Corsa 120/70 –
17 Rear tyre: Pirelli Diablo Corsa 190/50 – 17 Seat
height: 810mm Overall height: N/A Overall width: 685mm
Overall length: 2007mm INSTRUMENTS Speedo, tacho,
odo, tripmeter, clock, reserve light, engine check
light, EFI warning, indicators for high beam, blinkers
and neutral
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