At Misano the F4 1000 R made quick work of the compact circuit. Always entertaining, on this the track the majority of time spent here was on the sides of Pirellis latest Dragon Supercorsa Pro series tires. The front has a steeper profile and rear gets a different tread pattern. Both warmed quickly and were exceptional. images by mv and danny coe

Since its introduction in 2004, MV Agusta's F4 1000 continues to evolve. Arguably one of Tamburini's most exquisite creations, Soup was invited to test the 2007 at one of our favorite tracks, the Misano circuit on Italy's Adriatic coast.

Our test proved quite challenging as the single day launch began its first session the motorcycles rolling from pit lane in pouring rain. Early season testing in Europe can present weather related challenges, but what is impressive is how differently the European manufactures address such situations. New-model intros stateside (in the rain) would have the attending journalists motel bound, feet up and most likely logged-on to Soup for the industry's most current happenings. However the European contingents arrive with the necessary provisions in hand, in this case inclement weather set-up notes, and on a moments notice MV Agusta had their motorcycles prepared to test.

Soup was anxious to see the launch officially start as the latest F4 had undergone numerous changes and been kept tightly under wraps until the designated pre-launch cocktail hour. Amidst an evening rain the anticipation ended with start of our technical briefing hosted by none other than Claudio Castiglioni, MV Agusta's Chairman. Claudio (if we may) proudly welcomed the visiting press and invited everyone attending to experience MV's latest F4 1000R in its purest form, on the racetrack. Following a detailed tech briefing, Chairman Castiglioni cordially hosted a fine dinner at a nearby restaurant. Needless to say we were indeed impressed by the company representation. Perhaps our admiration grew even more-so the next morning when both Mr. Castiglioni and MV's chief engineer, Mr. Andrea Goggi were also trackside for the test. Such support is very rare, and for us clearly demonstrates the true passion of the legendary marquee which today seems stronger than ever.

For '07 the 'R' in F41000 R stands for 'revamped.' The engine is completely new. Stronger by 10hp, it has more low end and even boasts a higher rpm limit. Some of the updates include new cams, reshaped intake ports, re-angled intake valves and repositioned cylinder location. Updates are supported by a more robust clutch and a faster more precise ignition.

Also present at Misano for the launch, Pirelli came fully armed with a container of Supercorsa rain tires. Prior to the first session MV technicians fit proper rains and made the necessary baseline wet weather suspension adjustments. Although pensive, Soup was ready to test in any condition and after traveling long distances to experience MV's F4, test we would. Fortunately for everyone, following the first round of test sessions it dried and soon we were also able to explore the new MV's limits in the dry. Ultimately while riding in the wet we were also to gain some added insight with performance of the new machine.

The Tech Brief:

Starting with the engine, engineers explained that with this new motorcycle they have succeeded in achieving their primary goals; maintain the existing character of the F4 engine with its excellent mid-range power, but to also find increases in both peak-power and over-rev. The changes have resulted in 10 more horsepower, a raised peak-rpm ceiling and increased torque output, yet at a slightly lower rpm- point. Additionally, the engine is more robust with a larger clutch, receives a faster processing Weber Marelli 5SM ECU complete with flash e-prom, and an now has an adjustment-free potentiometer which eliminates the need for external throttle butterfly adjustments.

Not only is the new F4 more powerful but it also improves in power-to-weight ratio, braking and streamlining. All of this was made possible with a lighter chrome-moly frame, beautifully forged Brembo wheels, upgraded radial Brembo brakes, revised suspension components and a better windscreen. Several of these updates account for an overall weight reduction of eight pounds.

Detailing the Changes

As much of the '07 F4 is entirely new, we will start at the top. Increased engine output is a direct result of what are considered major revisions. MV's engineers retained their proven radial valve cylinder head design but have now positioned newly shaped 29mm intake valve's at different angles. Previously the intake valves were inclined at 9.30 degrees. This number now moves to 10.15 degrees, with the change in angle yielding a 2mm increase in longitudinal distance between intake valve pairs. The added clearance was found to reduce turbulent crossover between intake and exhaust and helps to redirect the intake charge away from the adjacent cylinder walls for improved filling. Additionally, the results of comprehensive flow analysis actually determined the previous location of the cylinder's walls in relation to the intake path hindered incoming flow, so to optimize cylinder filling and combustion, the cylinder bores have now been moved rearward 1.5mm. No small changes here, but not satisfied yet, the cylinder head's intake tracts were redesigned with new port shapes, adding area nearest the underside of the valve's heads. To match the contours of the revised ports, the intake valves now have more underside relief but retain rigidity with flat faces (previously concaved). This also helps to improve the shape of the combustion chambers. With the exhaust engineers explained that no changes were made to the exhaust valves, their angles, or respective ports. The exhaust valve diameters still remain at 25mm.

Directly atop the radial valves are new camshafts with both more lift and duration. Just below the heads are newly forged pistons which have graphite impregnated skirts. The over-square 998cc engine retains the same spec as its predecessor with a 13:1 compression ratio and a bore and stroke of 76mm x 55mm.

To better suit the performance gains of the new engine engineers increased the stamina and reliability of the clutch with the addition of one more set of steel and friction plates. Also changed is the clutch's hub which has more contact splines for better load dissipation. This revision will provide reduced wear and improve overall durability. The remainder of the lower end, including the forged Bertolina connecting rods, crank, cooling system and full side-loading cassette gearbox are unchanged.

Soup's Coe tested the MV at Misano in Italy--initially in pouring rain. Note Coe's nondescript black leathers. Sure, they're not the hit of the fashion season and neither are we. But then imagine the surprise when Coe passed, gulp, Niall Mackenzie during one track outing at Misano.

As noted earlier, the F4 receives the latest Weber Marelli 5SM ignition. The new ECU utilizes separate spark advance and ignition curves for each cylinder and is both faster, more powerful and now utilizes a flash e-prom. The ignition also gains an additional electronic pick-up on the cylinder head which is triggered by the exhaust camshaft. Rounding out the electronic improvements are new smaller and lighter plug-top ignition coils. For whatever the reason, engineers were quick to point out that these are not the same units as used on the Brutale.

For fuel supply the sequential electronic fuel injection is delivered through 46mm throttle bodies, but a new cable operated throttle potentiometer now controls butterfly movement and eliminates the need for individual adjustment and related scheduled servicing. This new system is touted to be more accurate and also accounts for a small reduction in weight.

One very impressive feature that remains standard on the F4 is MV's EBS system. EBS, an acronym for the Engine Brake System is MV's answer to a back-torque limiting device. It operates electronically with the Marelli ECU using a dedicated solenoid-triggered bypass located within the number two cylinder's intake tract. At higher engine speeds while under deceleration, the system automatically employs and allows a by-pass to bleed cylinder pressure within a closed loop, connecting a passage below the throttle body butterfly and directly into the air box. The system allows the number two cylinder to continue making torque and the end result is an electronically controlled back-torque limiting system which works extremely well. Engineers pointed out that this system could also be tunable for different conditions or riding styles. Soup feels such adjustments would require MV's Corse technicians to be on trackside-call, however for our needs we found no further adjustments were necessary as the EBS worked perfectly, especially proving the systems worth while circulating Misano in the wet.

The Chassis

As a tester, being asked to ride any current MV Agusta in a formal setting is bound to be an impressive and memorable experience, perhaps comparable only to mystique of the machine's legendary marquee itself.

MV engineers were able to remove a significant amount of weight from the chassis and rolling parts. The use of thinner diameter head stock and secondary frame tubing accounts for a reduction the in frame weight. The majority of savings however were found in the unsprung-weighted components. All totaled, the 2007 F4 looses an obvious nine-pounds from the rolling chassis alone. For geometry, the F4 now gains more rake with a final steering head angle of 24.5 degrees, while the trail has also increased by five millimeters, now 103.8mm. We found that these updates combined with all of the other revisions in running gear have made a big impact on the motorcycle's agility and overall handling.

Newly fit on the front of the F4 is a heavily revised and fully adjustable inverted 50mm Marzocchi fork. Updates to the front suspension include the use of internal 80mm- long anti top-out springs, low friction carbon/aluminum nitride coated black stanchions and an additional ten millimeters of working travel. Front fork movement is now 129mm, or 5.07 inches. For '07, the lower legs finally mount the latest radial calipers, while the same new lowers no longer have drop-out axle retainers. Elimination of this feature will not impact either the rigidity of the fork or hinder front wheel removal, but it will now allow for the use of a standard under-fork stand facilitating easier wheel servicing.

Aside from being arguably the stiffest inverted production fork available with an overall diameter of 50mm, the latest Marzocchi unit offers 13 positions for compression adjustment and 32-position rebound tuning. Spring preload is externally adjustable as well. Internally they are also top-shelf with several friction- reducing details. These include bushings with Teflon faces, an internally polished hydraulic cartridge; Teflon coated piston rods and internally polished aluminum upper sliders. Another jewel of a component is an adjustable Ohlin steering damper that is horizontally positioned just aft of the top crown.

The MV is anything but typical. Should you get a glimpse of the F4 view from behind, the trademark quad pipe detail has a new titanium finish for 2007.

At the rear the MV retains a Sachs fully adjustable shock which offers dual compression adjusters, one for high and medium-speed control and the other for slow or low speed movement damping adjusting. Rebound remains adjustable via a low mounted screw type adjuster, while spring preload can be altered by turning a simple allen-head adjuster in the top-mount hydraulic reservoir. As with the front fork, internally the shock has also changed with the addition of anti top-out spring. Rear travel remains unchanged at 120mm or 4.72 inches.

Wheels and brakes are also new pieces. The F4 now uses radially mounted front Brembo P4/34 mono-block calipers that slow larger diameter 320mm Brembo rotors which float on aluminum carriers. Curiously, MV retains its F4 predecessor's Nissan master cylinders for both brake and clutch operation. At the rear, a Brembo four-piston caliper is matched to a fixed 210mm rotor. Supporting the discs are beautiful new aluminum wheels from Brembo with spokes so thin they almost look frail. These attractive pieces are five-Y spoke forgings, now literally comparable in weight to premium magnesium wheels due to the dimensional accuracy forging permits. As with the majority of hardware on the MV, these pieces are very impressive.

MV's Chairman, Claudio Castiglioni, places a call to Rome to have the rain stopped. When he speaks, everyone listens and it worked!

Aside from admiring the F4's swingarm as itself a work of art, those familiar with the advantages of MV's cast single-sided swingarm will eternally appreciate the ease of rear wheel removal and related servicing. With this system, and during wheel removal, the entire rear brake, drive sprocket and chain remain intact and in place. Other advantages include; ultra simple chain adjustment and never the need for wheel alignment as this cannot change. Additionally, a single large diameter wheel nut with locking ring retains the rear wheel, and once placed on the stand; the rear wheel can literally be removed in seconds, free of falling spacers or floating brake and drive components.

For rear ride height adjustment, MV retains its unique all-alloy ride height torque rod which requires only an allen wrench and 19mm spanner to complete almost instant changes in rear geometry. Another important feature to consider with any single-sided arm is that the rear wheel, the sprocket and brake are all mounted on an eccentric hub. With this being the case, any change in sprocket size, or larger adjustments in chain tension will alter existing rear height. Correction for this is simple; measure the static rear ride height first to a repeatable point on the ground. Following your sprocket or other change, simply alter the length of the adjustable rod, duplicating the original setting or desired setting. On the F4, their system makes this very easy; just remember to retighten the two lock screws once the adjustment has been made.

Cockpit and Controls

Perhaps the most distinguishing feature of all the current MV motorcycles is the amount of effort Agusta and Tamburini design into fit, finish, engineering and aesthetically pleasing detail. For example, the cockpit is clean, balanced, uncluttered and super compact for a liter machine. Perhaps this terminology is more commonly used to describe upper-end automobiles, but it applies here. One example could be the patterned hammer-finished leather seat, which actually provides a unique texture and exceptional posterior traction. With such details, cost does seem the primary factor and perhaps this approach alone distinguishes MV from even its closest sporting competitors.

Other improvements for '07 are a reshaped Perspex windscreen tested to reduce undesirable vortices, the addition of a rear tire fender, new titanium finish on the trademark four tailpipes and silver screening finish on the seat and fairing's intake and exit ducts. The F4 1000R also receives two all-new liveries complete with "R" designate graphics found on the airbox, seat, mirror housings and dashboard. The F4 is available in a black, grey and red "Bodoni scheme (as tested), or an equally stunning and perhaps more traditional red and silver "Corsa" scheme. Both combinations are offered on the single seat "R" and 1 + 1 "R" versions and consequently share the same MSRP of $22,995.

Keeping with tradition, MV is also offering a limited-run "Senna" model as they did with their previous 2002, 750cc machine. Only 300 of the new 1000cc Senna versions have been produced, each arriving with a signed certificate of authenticity and inset serialized plaque, red frame and seat and differing black, grey and red graphics from the standard F4 model. Hardware exclusive to the Senna are a special rear shock absorber and numerous assorted carbon bits. If you are fortunate enough to make the list, the Senna's MSRP is $29,995. As with past Senna models, all profits will be directed to the late Ayrton Senna's non-profit Children's Foundation in Brazil.

While MV is no stranger to racing, their current endeavors in competition are somewhat removed from what would be considered an official factory effort. However through the successes of satellite race teams, performance and results are closely watched with the equipment being constantly evaluated. The end goals are to further improve the performance and durability of arguably one of the most stunning production motorcycles ever produced. Current racing venues for MV Agusta include competing in the world supersport championship, as well as select 24hr endurance races.

Riding the F4

Chassis engineers changed geometry and reached higher for more top-shelf components when they fit an entirely new Marzocchi fork, forged Brembo wheels, larger diameter Brembo radial brakes and the latest Sachs rear shock. This year the F4 gains internal anti top-out springs front and rear, yet sheds over eight pounds, most of which is unsprung.

As a tester, being asked to ride any current MV Agusta in a formal setting is bound to be an impressive and memorable experience, perhaps comparable only to mystique of the machine's legendary marquee itself. As mentioned earlier, MV elected to intro their F4 at the famed Misano circuit located on Italy's Adriatic coast. For testing, Misano offers several challenging sections, all squeezed within a very compact 2.52 mile long counter-clockwise layout. Riding here you will encounter predominantly left-hand turns, some of which connect continuous very high speed, progressively faster corners. Also present are several hard-braking entry-dependant left horseshoes, a tight curb lined chicane and the deceptively fast right-hand corner completing the front straight named "Misano Curve." This corner has the unfortunate distinction of being the location of Wayne Rainey's accident that ended his quest for a fourth consecutive World Championship 500cc GP Roadracing title and ultimately his riding career. What Misano does not have, at least by comparison to comparable European circuits, are long straights and significant changes in elevation. Its short layout is both extremely challenging and demands the rider stays busy and focused.

One condition few want to encounter during such an introduction is heavy or continuous rain. With the '07 F4, this is exactly what journalists from around the world encountered, at least during the beginning of our launch.

One condition few want to encounter during such an introduction is heavy or continuous rain. With the '07 F4, this is exactly what journalists from around the world encountered, at least during the beginning of our launch. What was most impressive was how MV Agusta came prepared for the adverse conditions. As soon as the track surface was determined to be irreversibly wet, MV mechanics removed each of the wheel sets shod with the OE spec Pirelli Dragon Supercorsa Pro tires, reduced all damping rates from both front and rear suspensions and fit s full Supercorsa rain tires on every machine.

Our test began in a serious downpour and after only a few laps, left us with some definite impressions which my not have been so obvious had the weather been more favorable, at least initially. Riding on full rain tires with compensated suspension settings in full-wet conditions can be as fun as it is challenging. Mind you, this is in the context of testing, not racing. To ride quickly in the wet requires serious attention to many critical details. Perhaps most crucial are using an almost exaggerated sweeping line choice and being as smooth as you possibly can with every transition involving steering, braking and throttle application. All of this will determine how much traction your dedicated rain tires can provide and good rain tires will permit you better-than-expected grip due to their soft compounding and excellent drainage. Rain tires have extensive sipes and their construction is designed to offer a decent footprint with less tread deflection, keeping the blocks open to evacuate water. Should you find yourself riding in the wet, remember to be smooth as stabbing at any control will often result instantaneously poor, or less than desirable results.

No amount of bling can make the MV F4 look better than it already does.

Once comfortably circulating Misano in the wet, three characteristics of the F4 quickly became apparent, perhaps more evident than if our initial laps been completed in the dry. First noticed was one of our few critiques of the MV. Engineers use dual throttle return springs that require a safe but obvious amount of effort to open. This is not excessive by any means, but the cable tension was noticeable. In the wet this effort makes delicate throttle transitions sensitive, especially during initial opening from a fully closed position. Later when riding in the dry, the spring tension was also apparent, especially after repeated laps when effort to operate any motorcycle's controls becomes somewhat of an exercise. When questioned later on this particular point, engineers acknowledged the spring tension, mentioning that for racing one of the two could be removed. Mr. Goggi was also quick to point out that for general applications, this procedure is not recommended.

Next was the how the EBS system helped when slowing the F4, especially in the rain. High rpm down shifts presented no problem and fortunately we were unable to initiate rear wheel hop under any of our decelerations. This in turn inspired added confidence under braking and partial throttle turn-in once slowing had been completed.

The third point relates to front brake performance. With the fitment of Brembo's radial mono-block calipers and larger diameter stainless discs, the F4's braking power has increased. Engineers however have designed the system with less initial brake bite upon application, this we suspect a function of master cylinder ratio and pad compounding. For our wet application this was a most welcome performance characteristic, especially when riding in conditions of compromised traction. Rain tires also permit very hard braking when perfectly upright but in this case, they tended to squirm when pressed to our limit.

Overall our impression of this MV for feel and feedback riding in the rain was incredible. The motorcycle was consistently solid, steered amazingly well and indicated the limits of it's traction before the point of no return from both the tires and chassis. For us, the limits of mid-corner traction were met with a lack of sensation from the front tire. When this feel lessened and almost became numb, it was time to ease-up the lean angle and smoothly pick-up throttle, thus transferring weight to the rear tire.

The red and silver model bleeds class. Massimo Tamburini lives!

By far, our most indelible impression of circulating Misano in the rain was exiting the ultra-fast left hand "Curvone Veloce" onto the back straight in the pouring rain. Here, while still driving from the corner onto the back straight, a steady stream of standing water would cause the rear tire to spin-up momentarily each lap. The rear Pirelli would always regain traction but the sensation of applying constant power and actually expecting the consistent, instantaneous loss of traction was a true eye opener. The other impression came while nearing the end of the back straight while doing our best to remain tucked-in and out of the stinging rain drops. The best description we can provide is like we were in what seemed like a 140 mph carwash and the rain was pelting the windscreen like the water impacts your windshield while you sit in the car. Now open the windows during the strongest automatic rinse cycle and there you have it, intense! (Note; this is never recommend, even if it's summer and you're in a rental)

Once dry, we were able to ride the F4 with the OE spec Pirelli Dragon Supercorsa Pro rubber mounted. Although our second session at Misano was in the dry, the technicians had not yet increased the suspension settings from the earlier session in the rain. Here both compression and rebound dampings were still minimized and this not-conveyed pre-ride set-up had the MV somewhat under damped and fully moving on its suspension. The final sessions were ultimately the best as the machine's suspension was eventually adjusted properly for the dry conditions. The F4 rewarded us with a solid and predictable ride.

Perhaps the trademark of the F4 is its stability. Changes to the geometry have even made it feel more planted, yet our testing revealed it still loved to change direction, go where it is pointed and would easily hit the marks we desired anywhere on the track. The Pirelli tires provided excellent traction, but surprisingly were similar in feel and feedback to the rains. At full lean while loaded in mid-corner they provided only modest feedback to the rider and at that point and we assumed this was the predictable limit, beyond which we would not push.

The F4's mill: clean, compact and organized. For 2007 the engine has been totally revised. It produces ten more horsepower and has an all-new redline.

Even though Pirelli offers a stickier range of rubber in their Dragon Supercorsa Pro "SC" tires, the OE fitment "Pro"series tires were very good. Pirelli worked with MV on their latest Brutale and F4 models and developed both front and rear Supercorsas with steeper profiles and a revised rear tread pattern. The goals of these changes were for more precise turn-in, better line holding and greater overall stability. Looking at the wear on the tires after our final session, the Pirellis exhibited decent wear and were also wearing evenly front-to-back. This is an indication of a good front and rear loaded weight balance.

The objective was to quickly view the speed on the fastest part of the track and still successfully manage to negotiate Tramonto, the flat left hand horseshoe terminating the back straight. Our indicated was 267kph, or 166mph.

Once circulating at speed, the new front suspension, tires and brakes also provided us with some definite impressions. Earlier in a private conversation with the attending Marzocchi technician, he explained the primary reason for their including the anti top-out springs. This feature was designed to increase front traction, primarily as soon as you begin your drive exiting from the corner and transferring weight rearward. We found this explanation very accurate. The F4 would predictably respond to throttle while driving from corners with a more subdued weight transfer from front to back. In the wet it almost seemed to keep the weight forward and on the front tire as throttle applications here were much more delicate. Another obvious influence of the new fork was that the F4 had very little propensity to loft the front wheel exiting corners during harder acceleration. It would wheelie but the F4 consistently did not respond and loft like other open sportbikes with similar power to weight ratios. Ultimately we were impressed with how the new fork's operation complemented the MV.

Brembo does make wheels and this is not a cut-away version.

Radial brakes are the standard for the industry and this year MV has replaced the F4's previously fit Nissan six-piston calipers and 310mm discs with radially mounted four-piston Brembo's and 320mm rotors. This year MV has retained the Nissan front master cylinder, matching it with the lower Brembo components. Without having a back-to-back comparison, it is still safe to say that new machine has improved its braking power. One characteristic common with the MV machines is that past brake performance has generally lacked in initial bite, this when compared to other like-sportbikes. This is obviously a performance characteristic desired by the factory, and in all but extreme cases would be desirable, as was the case when conditions yield less than optimum traction. During our heaviest of braking applications on the dry track, we found ourselves never short on brakes, but when pressing in the dry, as a precaution we found comfort starting our brake points slightly ahead of schedule. One other impression we felt was that under our heaviest braking applications while perfectly upright, the front Pirelli had a slight but noticeable tendency to squirm until we released braking force. Here we suspect that lower tire pressures may have been used due to the earlier track conditions.

As expected on the fastest sections of the track the new F4 willingly screamed, easily passing its older version's rpm limits on its way to the new 13,000 rev limit. Available attention permitting, a small red shift light illuminates just prior to peak rpm, but since the engine would gain revs so fast near its peak, by the time you acknowledged the light, it would be quickly into the limiter. Just for the sake of Soup readers we managed to glance down at the speedometer immediately prior to braking, and at the last possible brake-marker. The objective was to quickly view the speed on the fastest part of the track and still successfully manage to negotiate Tramonto, the flat left hand horseshoe terminating the back straight. Our indicated kph here was 267, or 166mph. Yes the F4 has much more, but extracting significantly more at Misano would require everything be brought to another level, perhaps one best explored somewhat closer to home.

From your first full tuck behind the MV's new windscreen the view of the blurred surroundings is crystal clear. With the latest MV, Cagiva continues to set the mark for quality and detail. New paint, seat graphics hit you first but neat detail finishes abound.

In the end our riding impressions at Misano on the new F4 were nothing short of amazing. We fit in the plush seat and compact riding compartment like it was a perfectly tailored custom fit for this tester's size and needs. The view of Misano using the mirrors could be better but from behind the new windscreen, it's never been clearer, as was the final and most important impression with which we left the track ending the launch. It wasn't only Soup that wanted more seat time, everyone there did.

The MV F4 1000R for 2007 is a solid top-level performer and a class act, as is the entire MV Agusta organization. These motorcycles are built with passion for the most passionate of consumers and Tamburini's efforts are as pleasing to ride and experience as his machines are stunning and timeless to admire. Looking back, nothing Misano or its weather presented could stop the newest MV, or any MV Agusta for that matter, we're sure.