MV Agusta F4 1000 RR
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| MV Agusta F4 1000 RR |
The Italian brand has an enviably rich racing history that includes classic race footage of Giacomo Agostini piloting a 500cc MV to Isle of Man TT victory in the 1960s.
Massimo Tamburini, the man responsible for the original design of this bike, deserves credit as it’s one of the best-looking motorcycles I’ve laid eyes on. Beauty is, of course, in the eye of the beholder but, seriously, how could you not appreciate the angular bodywork in its pearl-white hue, contrasting black highlights and bright-red trellis chassis?
MV Agusta purists will surely prefer the bike in its iconic red and silver livery but I’d take this colour scheme in a second; it looks mint!
IF LOOKS COULD THRILL
High-spec components such as Öhlins 43mm upside down forks, TTX36 rear shock and Brembo GP Radial-type front calipers top off the visual package. I instantly knew I was dealing with a purpose-built, thoroughbred machine. If it goes as half as good as it looks I was in for an impressive ride.
Heading out on the open road for my first sample of this exotic piece of hardware was an interesting experience. There are three things that instantly grab my attention when I ride a bike for the first time: throttle response, riding position and braking power.
Of course, to properly assess these things you need time on the bike at a broad range of speeds but, within a few kilometres, I’ll already have an idea of what I’m dealing with.
The MV left me puzzled. I’ll explain.
Throttle response from the F4’s fly-by-wire throttle is unlike anything else I’ve tested. All major motorcycle manufacturers these days are using electronic or cableless throttle systems which work well by offering a very similar feel to a conventional, cable-actuated throttle. Not so with the F4 1000 RR. Its system is far from smooth.
It begins at the first twist of the wrist with virtually no resistance, giving the throttle a feel so light it takes some time to adjust to. This means the slightest bump or wrist movement gives a heap of unwanted throttle response, learner-like jerkiness and lots of action on the digital tacho.
As power is applied the delivery is snatchy to begin with and, as revs built, a trough reveals itself at around 6500rpm. It clears itself from there, though, and rapidly builds revs from 9000rpm and beyond. From 9000rpm the F4 1000 RR’s 198-horsepower engine literally screams and you’d be a brave pilot to ask for more.
As the bike quickly reaches its 14,000rpm limiter you’ve passed the optimum shift point, but you learn to tap the gearlever and grab the next cog just before reaching max revs. If the throttle is still wide open and the road ahead clear, this can be repeated all the way to top gear. From here, you’ll find yourself rapidly covering distance at top speed – less than three kays shy of 300km/h.
There’s no denying the 998cc inline four-cylinder engine with its short-stroke and DOHC is powerful and I had no reason to dispute MV’s claims of 147.7kW (198hp) straight off the showroom floor.
POLE POSITION
A tall and hard seat paired to low ’bars keep you perched high in a pure Superbike riding position. This cockpit is hardcore sports and comfort is unapologetically not in the equation.
Cruising city streets at slow speed you’ll feel every bump and road ripple. Even after softening the fork and shock settings via the electronic dash, the bike is still firmly sprung.
But, like a good Superbike, the harder I rode it the better it behaved, so I guess the moral of the story is if you feel it’s too bumpy, go faster!
As you turn into a corner, the scalpel-sharp RR quickly responds to your request. With your body well forward due to the seating position, there’s plenty of weight over the front tyre giving a planted feel through corners.
Brakes are extremely effective so no complaints there with excellent feel and big stopping power from the 320mm discs combined with the four-piston, GP-style radial calipers.
I would mention, however, that with your weight positioned forward and so much bite available from the Brembo stoppers, it’s easy to get the rear tyre off the ground under hard brakes, which quickly upsets stability. This reminds me that the RR is built for experienced riders and the ride will certainly keep you on your toes.
BELLES AND WHISTLES
The F4 1000 RR clearly doesn’t like being ridden slowly and throttle response and suspension will protest at around-town speeds. Find yourself some open road – or better yet, a track day – then the RR will feel at home and let you experience its sharply honed prowess.
Japanese sportsbikes used to boast the latest techno features but that accolade these days goes to BMW’s ballistic S 1000 RR HP4. The Bavarian brand’s flagship sportsbike offers a level of electronics not yet seen from Japan including self-adjusting electronic suspension, a quick shifter and launch control, to name a few. Now we have MV Agusta offering similar wizardry.
This sexy spec sheet includes Öhlins race-spec suspension front and rear that’s fully adjustable via the dashboard – no spanners or screwdrivers needed here. An Öhlins steering damper is also electronically adjusted. Then there are the multiple engine modes (‘Sport’, ‘Normal’, ‘Rain’ and ‘Custom’) incorporating traction control and an anti-wheelie function. There are also two engine-braking modes (amount of clutch slip), throttle sensitivity and engine response settings. You can even select a ‘Soft’ or ‘Hard’ rev limiter.
The quickshifter comes into its own for clutchless upshifts without closing the throttle. Also, for the first time on a production superbike, the RR features an auto-blipping function on the downshifts.
While the quickshifter features a gearlever sensor to interrupt ignition, the auto-blip function uses another sensor when shifting down. It’s used by all MotoGP and WSBK teams with the idea of allowing the rider to concentrate on braking and the task at hand.
e-HARMONY
The F4 1000 RR has the full bells and whistles you could imagine, but how well does it all work? Despite brimming with a high-tech electronics package, riding the bike was a bemusing experience.
If a cutting-edge sportsbike is to offer such advancements then you’d expect them to seamlessly enhance the riding experience and – more importantly for somebody looking to buy a racing thoroughbred such as this – to improve laps times. On the bike I tested, they did not (we didn’t test it on a track). Both gear-shifting systems were intermittent in their performance and, as great as it is to be able to adjust everything via the digital dash, this needs to be more user-friendly, too.
Even once familiar with the functions, I struggled to make adjustments ‘on the fly’ despite wearing only medium-thickness gloves, and it was near impossible to operate the dash buttons without removing my mitts.
HAPPY FUN TIME?
We’re spoilt for choice these days with all major manufacturers offering sportsbikes with serious performance and function.
The MV has huge amounts of performance but it lacks in the function department. Sure, it offers features the others don’t, but if they’re not user-friendly and faultless in doing their job, then why offer them?
So was my time with the MV a happy one? It was frustrating. The bike offers so much yet struggles to deliver in certain, key areas.
On the track or un-policed, smooth, roads the F4 1000 RR will be an absolute jet and, once you adapt to the throttle feel, it accelerates and stops as quickly as you dare. Around town, though, I was counting down the kays to the next open road while gawking at its stunning looks in shop window reflections. Did I mention how good it looks?
I’ve also ridden a standard F4 and, while not perfect itself, it’s streets ahead of the RR in terms of throttle connection. It’s possible the test F4 wasn’t typical of the model and other examples might be more rider-friendly. MV Agusta understands the need for constant development of its models so we’ll watch progress on the F4 1000 RR with great interest.
SPECIFICATIONS
MV Agusta F4 1000 RR
ENGINE:
Type: Liquid-cooled, DOHC, four-cylinder with four valves per cylinder
Capacity: 998cc
Bore x Stroke: 79 x 50.9mm
Compression ratio: 13.4:1
Fuel system: EFI
TRANSMISSION:
Type: Six-speed, constant mesh
Final drive: Chain
CHASSIS & RUNNING GEAR:
Frame type: Chromoly steel tubular trellis
Front suspension: 43mm Öhlins USD fork with adjustable rebound compression and damping, electronically controlled spring preload, 120mm travel
Rear suspension: Öhlins TTX progressive single shock absorber with rebound and compression damping, electronically controlled spring preload adjustment, 120mm travel.
Front brake: Twin 320mm disc with radial-mount four-piston Brembo caliper, ABS and TC
Rear brake: Single 210mm disc with four-piston Nissin caliper, ABS and TC
DIMENSIONS & CAPACITIES:
Dry weight: 185kg
Seat height: 830mm
Fuel capacity: 17 litres
Wheelbase: 1430mm
WHEELS & TYRES:
Front: 3.5x17-inch alloy with 120/70 ZR17 Pirelli Super Corsa SP tyre
Rear: 6.0x17-inch alloy with 190/55 ZR17 Pirelli Super Corsa SP tyre
PERFORMANCE:
Max power: 147.7kW (198hp) at 13,400rpm
Max torque: 114Nm ( 84ft-lb) at 9200rpm
OTHER STUFF:
Price: $33,990*
Colours: Notturno Black/Red/White or Pastel Red/White
Test bike supplied by: MV Agusta Australia
Warranty: 24 months/unlimited km
source : http://www.mctrader.com.au/news-and-reviews/article/articleid/86439.aspx
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