F4 1000R review

Claudio Castiglioni, big boss of MV Agusta, would like to put everyone’s minds at rest regarding the future of MV Agusta. During the Misano launch of the MV F4 1000R he gave a personal
promise that now his company has been re-structured and re-financed, it is totally secure and will always be there for its customers. Like fellow Italian marques Aprilia, Benelli, Bimota, Ducati and Mondial, MV Agusta has been through turbulent times recently, but as always their phenomenal Latin passion will see them through, so for that they must be applauded.

MV Agusta claims its bikes are the most beautiful in the world. A biased opinion of course, although not at all near the truth. While past models have looked and sounded like they would take on all comers, I believe they failed to deliver – especially on the track. The tables have now turned, however, as two of the current models recently finished third and fifth in the European Superstock Championship at Monza. Finally, it seems, the modern MVs have some credibility.

The actual MV Agusta logo has always been a favourite of mine and has adorned many gorgeous bikes over the years. However, despite their splendour, I’ve never desperately desired one. Being expensive and exquisite are the major reasons for this, as I’d hate to drop one.

With an increase of 8bhp on the F4 1000S the R now has around 165bhp, giving it a claimed 180mph top speed. The power increase has come from a new Magnetti Marelli fuel injection system, new pistons, an increased inlet valve angle giving increased flow and a new cam profile increasing lift and duration. The throttle bodies remain 46mm but the butterflies are PC adjustable, which helps servicing costs.

To ride, this latest MV evolution is class-equalling fast with the main difference in feel being a slightly more linear power delivery giving more revs and more power at the top end. The Japanese 1000cc four-cylinder motors tend to tail off at the top end whereas the MV arrives at the 13,000rpm rev limiter with ease.

The engine also utilizes a clever electronic engine braking system under deceleration, which can be adjusted, as can the engine mapping should you want to get serious on the racetrack. A
redesigned, stronger clutch with extra plates has also been fitted to help with racing or track day abuse.

Overall weight is now down 4.5kg to 192kg with the main savings coming from the lighter trellis frame, skeletal Brembo wheels and fuel injection system. Again, comparing it to the competition, the MV feels heavier (it needs to lose 10kg) so requires more physical effort to ride, although it does remain super stable whether cornering or riding at high speed. The front half does look quite weighty, probably due to the chunky new forks, while the rear looks lighter with its single-sided swingarm and the ultra skinny Brembo wheel. My bike was shod with Pirelli Super Corsa Pros, the perfect tyre for the Misano circuit should the sun have stayed out for the day. But it didn’t. Rider comfort is also improved now a bigger, more aerodynamic screen has been fitted to reduce wind buffeting.

Many years ago MV set the standard for the best looking dashes and this continues. Neat, clear and functional, the only gizmo missing is a gear indicator. It’s amazing how we suddenly expect certain features to be the norm.

Stopping power should be as good as it gets now with radially- mounted calipers and 320mm discs, but for some reason a Nissin master cylinder has been matched with Brembo calipers giving a powerful if slightly wooden feel. Shame.

The clutch master cylinder is also a Nissin item, which at least tallies with other mis-matches like the Marzocchi forks, Sachs shock, Öhlins steering damper and Nissin rear brake caliper.

My test was on a damp but drying track so I couldn’t give the suspension a proper workout, however the new 50mm nitride coated forks, now with an extra 10mm travel, certainly look the business, as does the multi-adjustable Öhlins look-a-like rear shock. While the riding position is race- like and the general feel of the bike quite firm, I found it reasonably comfortable during my 20-minute stints.

Personally, I don’t think the black, grey and red graphics show off the true splendour of this masterpiece. The traditional red and silver would appeal to me more, but all the same it oozes quality engineering and technology. It’s also a joy to ride, but is probably 15kg overweight and uses a strange mix of components. That said, it ticks all the important boxes and, like every MV built from 1997, it will stand out and make you feel extremely special.

But you know the downside. If you squander this sort of money you’ll be sleeping in the dog kennel. Move over Rover, you’ve got a new roomy.Claudio Castiglioni, big boss of MV Agusta, would like to put everyone’s minds at rest regarding the future of MV Agusta. During the Misano launch of the MV F4 1000R he gave a personal
promise that now his company has been re-structured and re-financed, it is totally secure and will always be there for its customers. Like fellow Italian marques Aprilia, Benelli, Bimota, Ducati and Mondial, MV Agusta has been through turbulent times recently, but as always their phenomenal Latin passion will see them through, so for that they must be applauded.

MV Agusta claims its bikes are the most beautiful in the world. A biased opinion of course, although not at all near the truth. While past models have looked and sounded like they would take on all comers, I believe they failed to deliver – especially on the track. The tables have now turned, however, as two of the current models recently finished third and fifth in the European Superstock Championship at Monza. Finally, it seems, the modern MVs have some credibility.

The actual MV Agusta logo has always been a favourite of mine and has adorned many gorgeous bikes over the years. However, despite their splendour, I’ve never desperately desired one. Being expensive and exquisite are the major reasons for this, as I’d hate to drop one.

With an increase of 8bhp on the F4 1000S the R now has around 165bhp, giving it a claimed 180mph top speed. The power increase has come from a new Magnetti Marelli fuel injection system, new pistons, an increased inlet valve angle giving increased flow and a new cam profile increasing lift and duration. The throttle bodies remain 46mm but the butterflies are PC adjustable, which helps servicing costs.

To ride, this latest MV evolution is class-equalling fast with the main difference in feel being a slightly more linear power delivery giving more revs and more power at the top end. The Japanese 1000cc four-cylinder motors tend to tail off at the top end whereas the MV arrives at the 13,000rpm rev limiter with ease.

The engine also utilizes a clever electronic engine braking system under deceleration, which can be adjusted, as can the engine mapping should you want to get serious on the racetrack. A
redesigned, stronger clutch with extra plates has also been fitted to help with racing or track day abuse.

Overall weight is now down 4.5kg to 192kg with the main savings coming from the lighter trellis frame, skeletal Brembo wheels and fuel injection system. Again, comparing it to the competition, the MV feels heavier (it needs to lose 10kg) so requires more physical effort to ride, although it does remain super stable whether cornering or riding at high speed. The front half does look quite weighty, probably due to the chunky new forks, while the rear looks lighter with its single-sided swingarm and the ultra skinny Brembo wheel. My bike was shod with Pirelli Super Corsa Pros, the perfect tyre for the Misano circuit should the sun have stayed out for the day. But it didn’t. Rider comfort is also improved now a bigger, more aerodynamic screen has been fitted to reduce wind buffeting.

Many years ago MV set the standard for the best looking dashes and this continues. Neat, clear and functional, the only gizmo missing is a gear indicator. It’s amazing how we suddenly expect certain features to be the norm.

Stopping power should be as good as it gets now with radially- mounted calipers and 320mm discs, but for some reason a Nissin master cylinder has been matched with Brembo calipers giving a powerful if slightly wooden feel. Shame.

The clutch master cylinder is also a Nissin item, which at least tallies with other mis-matches like the Marzocchi forks, Sachs shock, Öhlins steering damper and Nissin rear brake caliper.

My test was on a damp but drying track so I couldn’t give the suspension a proper workout, however the new 50mm nitride coated forks, now with an extra 10mm travel, certainly look the business, as does the multi-adjustable Öhlins look-a-like rear shock. While the riding position is race- like and the general feel of the bike quite firm, I found it reasonably comfortable during my 20-minute stints.

Personally, I don’t think the black, grey and red graphics show off the true splendour of this masterpiece. The traditional red and silver would appeal to me more, but all the same it oozes quality engineering and technology. It’s also a joy to ride, but is probably 15kg overweight and uses a strange mix of components. That said, it ticks all the important boxes and, like every MV built from 1997, it will stand out and make you feel extremely special.

But you know the downside. If you squander this sort of money you’ll be sleeping in the dog kennel. Move over Rover, you’ve got a new roomy.