The 312 is more prone to wheelies than last year's F4R—a reflection of the new power and more-quickly-ascending rpm delivery. image thanks, mv

With the current generation of MV's 1000cc machine, the F4 continues to evolve. MV was anxious for Soup's return to Italian soil, enjoy some legendary accommodations, and experience Italy's newest four-cylinder liter bike, the revised F4R-312. MV's 312 has been so-named because, during development testing, the motorcycle averaged an astounding top speed of 193.867 mph, or 312 km. In recognition of this machine's impressive achievement and obvious milestone, it now artfully displays the subtle-yet-significant identifying nomenclature touting the 312 as the fastest production motorcycle ever to roll from Cagiva's virtuous factory.

In Soup's opinion, there has never been a doubt that the MV F4R-312 looks and performs 100% the part of its legendary pedigree, all while unquestionably being one of Massimo Tamburini's sexiest creations. Gracefully flowing lines, the unique under-seat exhausts, and the sculpted bodywork are all signatures of this truly technical work of art. To accentuate the exclamation point, our track-day experience would happen on hallowed ground of equal legend: the F1 circuit of Monza. One known fact, even for the newcomer here at Monza is that there is no hiding a lack of performance. In past testing, we were already aware that MV Agusta motorcycles are big on top-end and really appreciate ample space to run. And, when we finally got our chance to explore the 312's performance, it did not disappoint.

Tech Briefing

Andrea Goggi, MV's Chief Engineer gave us the skinny on the changes and improvements to the new 312. Also, note the tie. image thanks, mv

This year, MV's Chief Engineer, Mr. Andrea Goggi began his technical brief by explaining the changes and improvements on the new 312. At first, the updates sounded somewhat reminiscent of last year's presentation, where the '07 F4R received numerous changes to the cylinder heads, its cylinder-to-case positioning, clutch assembly, and ignition processing capabilities. The upgrades on the previous F4R resulted in a more robust engine and ten more horsepower.

With the new 312, Mr. Goggi and his team worked from the updated '07 platform, but again heavily revised the heart of the engine--namely its cylinder heads, camshafts, and fuel delivery system. The tangible results of MV's studious development resulted in nine additional horsepower and a higher-rpm ceiling. The stronger 1000cc engine now generates a very stout 183 crank hp at 12,400 rpm. By combining output gains with the F4R's romantically clean streamlining, the 312 ably reached its 193.867 terminal mph. When it came to these achievements, engineers proudly explained that, on this new motorcycle, they have accomplished their primary goals of retaining the existing character of the F4R engine with all of its power below 7,000 rpm, while increasing midrange and peak-power outputs, accentuated by raising peak redline rpm by 500, now limiting at 13,500.

To us, what is now apparent is that the upgrades made last year on the F4R were intended to be fully utilized this year and, in retrospect, 312 owners will benefit from the previous upgrades to the clutch, fuel injection, ignition, and engine's management system.

Now supplying the head with fuel are larger 48mm throttle bodies matched to 10mm shorter intake tracts. This change primarily resulted from lowering the velocity stacks and revising the intake ports. Here, fitment of the new parts required a re-mapping of the fuel injection curves, and our post-ride impression found the 312's metering spot-on, as opening the throttle meets with instant response. Now, by combining last year's gains with the added output of MV's 312, the power-to-weight ratio continues in the desired direction: downward! Perhaps pure speculation on our part, but it will not surprise us if the use of larger throttle bodies, bigger valves with more duration, and all parts moving at increased speeds may also account for a noticeable decrease in gas-mileage. Nothing is free.

The basis of the 312 engine is still an over-square 998cc mill with a 13:1 compression ratio and a bore/stroke ratio of 76mm x 55mm. Its Weber Marelli 5SM sequential ignition and ECU retain a flash e-prom and utilize separate spark advance with ignition curves for each cylinder. Also carried over from last year are the individual plug-top ignition coils, and the stroke-sensing pick-up triggered from the exhaust camshaft that relays rpm to the ECU. Other outstanding features for this year include a full side-loading cassette gearbox, the F4R's proven chrome-moly frame, beautifully forged Brembo wheels, radial Brembo brakes, 50mm Marzocchi inverted fork, a Sachs rear shock, Ohlins steering damper, and fully adjustable foot controls.

Why the MV sounds different

The "Corsa" red-and-silver color scheme remains for this year and is sure to be the clear choice for Agusta traditionalists. image thanks, mv

One impressive feature that the F4R-312 utilizes is MV's Engine Brake System. EBS is MV's answer to a back-torque-limiting device. It operates electronically with the Marelli ECU by using a dedicated solenoid-triggered bypass located within the number-two cylinder's intake tract. While decelerating, this system automatically deploys, allowing the bypass to bleed cylinder pressure within a closed intake loop on the number-two cylinder. By connecting a passage immediately below the throttle-body butterfly that feeds directly into the air box, it allows this cylinder to continue producing torque. The result is an electronically controlled back-torque limiting system, which is very effective. During deceleration, it is recognizable by an exhaust sound resembling a slightly rich condition. It is our understanding that if your U.S. MV connections were named Eraldo Ferracci or Matt Stutzman, the EBS system on your MV Agusta may also be tunable to suit different traction conditions or riding styles. In situations where traction is compromised, or where initiating closely matched downshifts from high rpms, systems like EBS are very useful. For our application on this test, the EBS worked perfectly, and to our knowledge, although back-torque-limiting systems are a commonplace necessity on today's highest-performing motorcycles, MV's EBS remains unique, as it's not clutch-dependant.

The Chassis, Wheels, and Brakes

Our pre-intro research was seriously revealing and, ultimately, did influence our approach to the new F4R-312 because, in many ways, Monza's past is notoriously dark.

As previously mentioned, the chassis of the 312 is unchanged from last year, as MV Agusta's engineers were able to remove a significant amount of weight from the chassis and rolling parts. The use of a thinner-diameter headstock and secondary frame tubing accounted for a nine-pound reduction in the frame weight. The remaining majority of weight was removed by unsprung-weighted components. For the 312, the geometry and steering angle remain at 24.5 degrees and 103.8mm, or 4.08 inches of trail and, in our experience, these figures yield stable handling performance.

At the rear, the MV retains a Sachs fully adjustable shock that offers dual compression adjustment, one for high- and medium-speed, the other for low- speed movement damping control. Rebound remains adjustable via a below-mounted screw adjuster, while spring preload can be altered by turning a simple allen-head adjuster on the hydraulic reservoir. As with the front fork, internally, the shock also has an anti-top-out spring. Available rear travel is 4.72 inches, or 120mm.

"Bodoni" black, gray, and red livery is an option if you so desire. image thanks, mv

The running gear used on the 312 is exemplary. MV fit forged Brembo wheels as standard equipment. These attractive pieces are a five-Y-spoke design and literally comparable in weight to magnesium wheels, parts primarily available for racing applications. The large weight savings that the aluminum forgings provide is made possible due to the dimensional accuracy that forging permits.

Slowing the front wheel is a solid brake system. Components incorporate a combination of Brembo P4/34 mono-block calipers and 320mm Brembo rotors with aluminum carriers. MV elected to stay with non-radial Nissan master cylinders for both brake and clutch operation, since they are compact and attractively contoured pieces that are neatly integrated within the other clip-on controls. For the rear brake, a Brembo four-piston caliper is matched to a fixed 210mm rotor.

MV's cast single-sided swingarm remains an F4R trademark and, here, engineering function and aesthetics prevail over extrusions and stampings. Any service technician will appreciate placing the 312 on its stand as the rear wheel can literally be removed in seconds with a single nut; all free of falling spacers, the brake caliper, or drive components. With the clean, single-sided design, everything remains in place. Other advantages include almost effortless chain adjustment, and because the rear wheel can only be moved rotationally, there will never be the need for wheel alignment.

For rear ride height adjustment, MV's all-alloy ride-height torque rod requires only an allen wrench and 19mm spanner to facilitate instant changes in rear geometry. Another important feature to consider with any single-sided arm is that the rear wheel, sprocket, and brake are all mounted on an eccentric hub. With this being the case, any sizable adjustments in chain tension or change in sprocket size will alter the existing rear height. Correction for this is simple. First, measure the static rear ride height and obtain the figure from a repeatable point on the chassis, then measure straight down to the top of the wheel stand or axle's center. Following a substantial change in chain adjustment, simply alter the length of the ride height adjustment rod, duplicating the original dimension or desired setting. On the F4R-312, MV's system makes this very easy. Just remember to re-tighten the two lock screws once the correction has been completed.

The author bends it into one of Monza's historic, well, bends. image thanks, mv

Perhaps the most distinguishing feature of all MV motorcycles is the amount of attention that MV Agusta placed on fit, finish, components, engineering, control adjustability, and aesthetic detail. When seated on the F4R, the cockpit is clean, balanced, uncluttered, and super-compact for a liter machine. Anyone will appreciate the perch of the 312, with its uniquely textured, hammer-finished leather providing exceptional posterior traction. Looking at such details, cost never seems to be the primary factor, and these efforts alone are what distinguish MV Agusta from everyone else.

In 2008, the F4R-312 gains a third "Bianco-Perla" or pearl white and black paint scheme, this being an attractively striking opposition to the "Bodoni" black, gray, and red livery. Perhaps the clear choice for Agusta traditionalists remains the "Corsa" scheme in red and silver, this tester's personal preference. With the exception of new paint options and decal nomenclature, all other aspects of this MV's bodywork remain unchanged. Complementing each machine are the titanium finish on the trademark exhaust tailpipes and silver screening over the seat's and fairing's intake and exit ducts.

All three combinations will be offered both as "1+1" or solo-seat versions, with each sharing the same MSRP of $24,995. All 150 U.S.-allocated F4R-312s are currently arriving and will come equipped with a rear wheel stand, tool kit, and battery charger. Should 183 horsepower not do the job, the majority of previous F4 performance accessories are applicable, with the exception of the exhaust system which, because of its closed-loop Lambda probe, will only be available when Se§or Eraldo deems them fit.

Riding, Monza... Full Go, Full Stop...and not easy

The F4R-312 gains a third color option called "Bianco-Perla" which is a striking pearl white and black paint scheme. image thanks, mv

Riding an MV is just different, and as with any current MV, we fully expected to be impressed. MV's approach with their newest F4R was to introduce their totally revised superbike in one of the most formidable racing environments known, the legendary F1 circuit of Monza. From as early as the 1950s, MV Agusta was fully aware of the demands that the extremely fast layout of the track place on machine acceleration and top-speed capabilities, interspersed with plenty of opportunities for equally hard braking. At Monza, there is no hiding a lack of performance. And the new 312 performed for Soup...in spades!

In some cases, previous knowledge of a track's history can influence a person's riding approach or perspective. Having been to Monza for the opening round of World Superbike in the late eighties, but not having the opportunity to ride the circuit, we wanted to learn more about the history of the place considered the home of Ferrari and of some of racing's most historical landmarks. Our pre-intro research was seriously revealing and, ultimately, did influence our approach to the new F4R-312 because, in many ways, Monza's past is notoriously dark. For motorcycling, this track was the place where, in 1973, two races claimed the lives of five racers, and both Renzo Pasolini and Jarno Saarinen were tragically killed in the same crash. Granted, the Monza of today is a world away from its original 1922 design, having undergone changes and upgrades ever since, but the facts remain that, since its beginning, 41 spectators, one corner marshal, and 14 racers have lost their lives while practicing or racing on Monza's challenging surface.

Today's Monza is considerably safer than compared to its notorious past. It remains on both the WSBK and F1 calendars and perhaps is best-known for the amazing top speeds and full-throttle management that the three straights and very fast corners demand, especially from today's F1 cars. Currently, Ducati's Troy Bayliss holds the motorcycle lap record there with a 1:46.815 set in May of last year. For this 2007 season, WSBK returns to Monza this weekend.

With our turn comes the rain....

The introduction this year shared one similarity with last year last year when MV debuted their previous F4R at Misano. Our Monza press-introduction for the 312 again began with rain. As Soup was slated to test near the end of the day, we thought our leathers would remain dry, and we might still dodge the bullet, however, this was not the case and, just before we climbed aboard our red F4R-312, the rain returned. Monza's geographic footprint covers a huge expanse, especially when compared to modern circuits, and apparently, the track layout was large enough for the isolated rain showers to fall significantly on one part of the track, while other sections remained dry. During our first session, the back half of the track quickly deteriorated, while the front half, including the pit-lane straight, remained dry. It quickly became apparent that riding a wet Monza with full-dry tires was far from a safe testing condition. Being that our initial outing was of little benefit, we used the time to memorize track layout and visualize dry lines. The time to seek updated limits and detect machine improvements would come in our next session, which fortunately was dry.

Monza

The gracefully flowing lines, the unique under-seat exhausts, and the sculpted bodywork are all signatures of this truly technical work of art. image thanks, mv

To best describe the circuit's layout, it is a primarily a combination of very fast corners and, with the exception of Monza's three chicanes, each corner upon its entry reveals only blind exits. The majority of these "fast entry-blind exit" corners lead directly onto long straights that exact incredible speeds and high-rpm performance from your motorcycle. Concluding all but one of these very fast sections are three chicanes, two of which require deliberate and super-heavy braking applications. The approach in the first two chicanes literally has the rider slow to almost a full stop, especially when, in the preceding sections, everything was a blur with speed. At Monza, the fast sections seem really fast, and the majority of braking needed is very heavy.

Initially, we found that Monza is not a circuit where you can develop a rhythm, and this impression never changed. When compared to a track like Kyalami—the site of our recent Ducati 1098 test—each corner quickly connects with the next and establishing a flowing rhythm is critical for completing decent laps. While riding Monza, we found ourselves primarily focusing on the next turn or upcoming chicane, as the time and distances to the next corner, even while spanning the 312's taller gears, seemed far apart. This description should not be taken as a negative. In fact, we view Monza's layout as a very high-speed challenge. This was also not a place for mistakes because, if you were not entering or exiting either of the first two bus-stops, you were flying into and around seriously fast corners, or bouncing the 312 off its rev limiter in all but final gear. Perhaps unique, at many racetracks, there is generally somewhere you can find time to quickly take a glance at the speedometer before braking, but at Monza, approach speeds are great enough to require 110% attention, focusing on upcoming brake points and related concerns. At last glance, Soup did manage to spy over 280km or 174 mph with more left in the tach.

The new MV still loves to change direction and go where it's pointed. image thanks, mv

Since no one really expected rain, our 312 chassis was set for dry conditions. Particularly in the first session, we found the overall settings revealed a tall rear ride-height. This made for a minimum of rider effort when turning-in, especially while trail-braking 312. When negotiating the tight chicanes, the MV's responsiveness to turning inputs was very quick. The MV changed direction with perfection but, when wet, we were forced to use extra caution where lines intersected near painted apexes and exit curbing. Riding in wet conditions always seems to bring attention to machine details and, if experienced in better circumstances, they might not be as obvious. Machine characteristics like power delivery, ease of throttle application, low-end fuel injection metering/response, and even initial brake application feel will all immediately stand out when the grip is nonexistent.

For us, our first session on an unfamiliar wet surface had our attentions focused where most needed. The initial throttle response even from the larger 48mm throttle bodies was unmasked and instant, and we quickly gained respect for how quickly the 312 responded to initial throttle opening. Something we also noted last year from Misano was that the engineers continue to fit somewhat stiff throttles on their motorcycles. Perhaps our

At Monza, when you got this motorcycle accurately pointed and fully opened-up, the 13,500-rpm scream of the engine said it all "in nomen veritas" (in the name of the truth). And the truth is, Monza on the MV was truly an impressive and inspiring experience.

biggest concern with the 312 in the wet was that the matching of a stiff throttle with the fuel injection's accurate metering yielded instant response. As you would expect, the combination required particular attention for smooth drives.

Where the 312 shined in the poor conditions was while braking and downshifting.

Accelerating from even the slowest of corners was also exciting, as the stronger new engine is now limited at 13,500 rpm and happily soared to its peak in any gear. When we were able to watch the tach, upshifting was generally done above 13,000, but just below the rev-limiter. The 312 pulls easily from 6,000 rpm, and the crank's 183 peak horsepower is now produced slightly later at 13,000 rpm. Perhaps the result of increased output, the 312 seems to initiate wheelies with much less effort. The motorcycle is more prone to wheelie than last year's F4R--a reflection of the new power and more-quickly-ascending rpm delivery. Under hard acceleration, which the 312 does with amazing grace, we found that tightening the steering damper helped us relax and ease grip tensions to better enjoy the ride.

Monza is truly the place to explore the upper limits of man and machine. image thanks, mv

Perhaps the trademark of all the F4 series machines is that they are wonderfully capable and refined. This test yet again confirmed that the new MV still loves to change direction, go where it is pointed, and it would allow us to easily hit the marks we desired anywhere on the track. In our opinion, the new 312 is stable and agile—both critical adjectives that accurately describe the results of MV's efforts. At Monza, when you got this motorcycle accurately pointed and fully opened-up, the 13,500-rpm scream of the engine said it all "in nomen veritas" (in the name of the truth). And the truth is, Monza on the MV was truly an impressive and inspiring experience.

The legendary circuit of Monza is truly the place to explore the upper limits of both man and machine. Today, as advanced motorcycles continue to evolve, they place an ever-greater demand on riding skills and constrict the everyday environs that support the evolutionary technologies that we are doing our utmost to examine, explore, and relish today. We truly enjoyed every lap at Monza while aboard MV Agusta's new F4R-312, although the experience was far too short.

Perhaps MV Agusta's racing legends we so admire like Agostini, Hailwood, Surtees, Read, Hartle, Ubbiali, and many others each realized and knew the truth far more than any of us ever will.

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