MV Agusta F4 1000, Yamaha R1 and Aprilia RSV Mille

2004
30 MOTOR CYCLE NEWS JUNE 2, 2004
ROAD TEST
THE
SECOND
COMING
The MV had looks, but does it now
have the power to take on the best?
BY MICHAEL NEEVES PICTURES HOWARD BOYLAN
T
HE original MV Agusta F4 –
arguably the most beautiful
motorcycle ever seen – looked
like it was designed by angels,
and bolted together by God
himself. But its four-cylinder
750cc motor lacked the punch of its
superbike rivals – especially in a world of
new breed, super-powerful race replicas like
the Yamaha R1 and Kawasaki’s ZX-10R.
But the Italian firm has had a second bite
of the cherry with its new F4 1000. Instead
of being powered by that quarter-litre
screamer, you’ll find, hidden behind its
elegant – and thankfully unchanged –
fairing panels a 998cc version of the F4’s
four-cylinder engine shoe-horned into its
gorgeous steel trellis frame.
So is the MV’s new motor good enough to
propel the F4 1000 into the big league, to
challenge the best performance bikes?
To find out if it’s got what it takes, we
pitch the first full production F4 1000 out
of the factory head to head with the best.
In the world’s first comparison test, it will
take on the all-conquering Yamaha R1,
MCN’s 2004 superbike shoot-out winner,
and the Aprilia RSV1000R Factory, our
1000cc V-twin group test winner.
There’s only one place fitting to test
something as stunning as the F4 1000 – we
took all three bikes down to the sun and
piloted them through the beautiful twisty
roads of the Northern Italian countryside,
near the MV’s factory in Varese.
To find out how they perform at the
absolute limit, we also put them through
their paces on Pirelli’s top-secret test track
in deepest in Italy.
That’s when we could get the chance to
actually ride these spectacular bikes. Don’t
expect to ride anywhere without having to
fight off crowds of admirers first. Those of a
nervous disposition should look away now.
✪ MV AGUSTA
F4 1000 97%
Price:
£14,000 (As tested)
Power:
166bhp (claimed)
Torque:
80.4 ftlb (claimed)
Weight:
192kg (claimed)
MV AGUSTA F4 10
W
PERFECT
handling is
MV’s strength
E’VE already established the Yamaha R1
and Aprilia RSV1000R Factory are
brilliantly capable motorcycles; after all,
they’ve both beaten off tough competition to
become MCN group test winners.
So where does the new F4 1000 figure against
these two stunning machines? Well, put it this way
you simply have to have one. Re-mortgage the
house, sell the dog, or just pawn off the wife’s
prized jewels – your life isn’t complete without
this bike in your garage.
At £14,000 the MV is ridiculously pricey, but at
least it should keep the riff-raff from owning one
– it would be an crime to ever see one of these
with red anodised engine bolts, tinted headlight
covers or flashing valve caps.
Not only is the F4 1000 one of the most
achingly gorgeous pieces of two-wheeled art on
the planet, thanks to that new motor, it’s now one
of the most capable too.
Forgetting the looks for a moment (not as easy
as it sounds) it’s the new engine which makes all
the difference to the F4 1000. As on the F4 750
it sounds sublime, emitting a high-pitched scream
through those quad underseat pipes – just like an
F1 car at Monaco – as you blip the throttle when
sauntering though cobbled Italian streets.
At full charge the acceleration is fierce, and the
scream through the pipes is joined by the angry
growl of air being sucked in unmercifully through
its airbox. It’s Pavarotti and Barry White arguing
over who’s going to have the last piece of pizza.
Power delivery from the engine (MV claim
JUNE 2, 2004 MOTOR CYCLE NEWS 31
✪ APRILIA
RSV1000R
FACTORY 93%
✪ YAMAHA
YZF-R1 96%
Price:
£9399
Power:
147.9bhp
Torque:
70.47 ftlb
Weight:
172kg (claimed)
Price:
£10,829
Power:
117.8bhp
Torque:
68.1 ftlb
Weight:
185kg (claimed)
F4’S LIGHTER ENGINE
THE new engine
has been
slimmed down
THE F4 1000’s new engine is
basically the firm’s 750cc engine
(still used in the Brutale and the
special SPR version of the F4
750) with a longer piston stroke.
So while the crankcases are
identical to those used on the
750, the F4 1000 engine uses a
taller cylinder block and different
pistons (actually 62 grams lighter
than the 750s – this explains
the motor’s eagerness to rev
despite the new enlarged
capacity).
The cylinder head is re-worked
to suit the new pistons and is
THE F4 1000
takes on its
rivals head-on
000
166bhp at the crank) is exceptionally smooth.
There’s a slight hesitation at around 1500rpm
when the throttle cable is stretched tight, but
then you’re rewarded with a neck-straining torrent
of power all the way to 9,000rpm, at which point
the F4 surges forward in a way the 750 could
only dream of, scorching its way to the
12,500rpm rev- limiter.
Revs build exceptionally quickly, feeling like a
race engine, and indeed in the first two cogs you
would be advised to keep some weight over the
front wheel to keep your shiny MV from looping
over itself and landing upside down on top of you.
Handling is the same blissful experience as the
old F4 750, since the new bike’s chassis is mostly
unchanged (although 70 per cent of the F4
1000 is new).
There are a few tweaks like 1mm beefier
Marzocchi forks to reduce flex under hard braking
and an increased wheelbase and trail for extra
overall stability at high speed, but these only
polish the otherwise well-sorted balanced
chassis. After all, when a Mr Tamburini (the man
who gave us the Ducati 916) designs your bike,
you can be sure it’ll go around corners perfectly.
There are lots of nice touches all over the bike,
like beautifully crafted adjustable footrests, a new
race-style rear shock with high and low-speed
compression damping, a quick-release front
spindle and a double-bubble screen. On full
steering lock the new F4 1000 won’t even trap
you fingers between the airbox and clip-ons like
the old F4 750 – thanks to a new handlebar
design.
Yes, this new MV is amazing. If the F4 750
made you feel special, the F4 1000 is like having
a 25 per cent bigger packet down the front of
your pants.
Turn the page to see how the F4 1000
compared to the R1 and RSV1000R Factory…
fitted with new, lighter camshafts,
which operate the F4’s Formula
1-style radial inlet and exhaust
valves.
The whole engine has gone on
a diet, almost every moving part
has been lightened, including the
crankshaft, which is a whopping
1kg lighter – even the size of the
starter motor has been pared
right down. The entire engine is
3.5kg lighter than before.
The F4 1000 uses the same
fuel injection, engine
management system and
gearbox as the 750.
F4 1000 cyclinder barrels (left) are taller than 750cc items
1
2
3
4
MV AGUSTA F4 1000 S £14,000 -14,200 otr
Available: June (limited
supplies)
Colours: Red/silver, silver/blue,
silver/yellow
Insurance group: (estimated)
17 (of 17)
Info: Three Cross 01202823344
SPECIFICATION:
Engine: 996cc, 16-valve,
water-cooled, in-line four.
Fuel-injected. Six gears
Power: 166bhp @ 12,600rpm
Torque: 80ftlb @ 10,200rpm
Weight: 192kg
Chassis: Steel trellis
Front suspension: Upside-down forks,
adjustable for pre-load, compression
and rebound
Rear suspension: Monoshock,
adjustable high and low speed
compression, rebound and pre-load
Tyres: 190/50 x 17 rear; 120/70 x 17
front
Brakes: 2 x front discs with six-piston
calipers, single rear disc with fourpiston caliper
● QUITE simply gorgeous, with power and performance to match its stunning good looks. The price may look
scary, but it’s definitely money well spent. Amazing.
97%
1 REMOTE adjuster makes setting spring pre-load a doddle 2 QUICK-RELEASE rear sprocket can be removed with the
wheel still in position 3 FOOTPEGS are fully adjustable 4 F4 1000 logo reminds you what you are riding
32 MOTOR CYCLE NEWS JUNE 2, 2004
ROAD TEST
F4 VS RSV-R FACTORY
A
S YOU’D expect from two wildly different
engine configurations – but identical
998cc capacities – the four-cylinder MV
and the V-twin Aprilia couldn’t feel more different
to ride.
With its manic engine screaming for mercy at
full throttle, the F4 1000 always makes it seem
that you’re doing over a thousand miles per hour.
The lazier sounding Factory on the other hand
does its best to disguise phenomenal speed, and
you always seem to be going 50mph faster than
you think. Attention to the Aprilia’s speedo is
recommended to keep your licence from
becoming a permanent resident of Swansea.
We performed the same top gear-roll on tests
with the grunt-laden V-twin Aprilia as on the R1,
below. The F4 1000 surprised us again by pulling
away into the distance. The MV’s strong midrange
pull gives it the edge over the Factory, whose two
massive pistons just seem to shudder for a
moment until they pick up momentum allowing
the bike to accelerate after the MV.
It’s the same story in a standing-start drag race
too. With so much low-down power it’s difficult to
get the Aprilia hard off the line without pulling
monumental wheelies. Good fun, but while your
front wheel is pointing skywards, the F4 has
pulled out a significant gap, which it gradually
increases as the speeds catapult into the threefigure threshold.
Out on the open road though, there’s very little
to separate the two Italian bikes. But whether it’s
a dash between turns or a flat-out straight, the
F4 1000 always has the slight edge.
Despite being down on overall power compared
to the MV, one of the Aprilia’s big strengths is
how easy it is to ride fast. Its V-twin power
delivery has much to do with this. But this is
down to how well sorted the chassis is.
This is especially true of the Factory version
tested here, which is given an extra helping hand
at tackling the turns thanks to some very sexy
bolt-ons fitted as standard, like fully-adjustable
front and rear Ohlins suspension, lightweight OZ
wheels and radially mounted brakes.
Like the MV, the Aprilia’s handling is faultless.
On the road you’d need to be of a psychopathic
disposition to get any where near upsetting the
balance of either machine, and they are both
able to flatter anyone’s riding ability, although the
Aprilia is slightly harder to flick from side to side
due to its more top-heavy nature.
Although the R1 is closer to the MV in terms of
outright performance and handling, the Aprilia
comes closer in terms of sheer wow-factor.
In a straight-up Top Trumps style shoot-out, it’s
hard to separate them.
Since each bike is equally well stocked with
designer goodies and close in terms of
performance, which of these Italian
thoroughbreds you decide to go for will
probably depend on whether you prefer the
engine characteristics of a twin or a four. Or
the decider may be simpler: price. The Aprilia is
just over three grand cheaper than the MV.
APRILIA RSV-R FACTORY £10,829 otr
Available: Now. Two year
warranty, one year roadside
recovery
Colours: Grey, black, red/grey
New for 2004: New model
Insurance group: 17 (of 17)
Info: Aprilia UK,
0161-475-1800
SPECIFICATION:
Engine: Liquid-cooled 997.6cc (97 x
67.5mm) 8v dohc four-stroke 60° Vtwin. Fuel injection. Six gears
Power: 117.8bhp @ 9900rpm
Torque: 68.1ftlb @ 8230rpm
Weight:185kg
Chassis: Aluminium twin spar
Front suspension: Ohlins; 43mm
inverted forks, adjustable for pre-load,
compression and rebound damping
Rear suspension: Ohlins; single shock,
adjustable for pre-load, compression and
rebound damping
Tyres: Pirelli Supercorsa; 120/70 x 17
front, 180/55 x 17 rear
Brakes: Brembo; 2 x 320mm front
discs, four-piston radial calipers,
220mm rear disc, twin-piston caliper
● WILDLY different to ride compared to the MV. Left standing by the F4, but on its own it’s incredibly easy to
clock up monster speeds without even realising it. Oh, and it costs you a lot less too.
93%
APRILIA isn’t
bad through
turns either
F4 VS YAMAHA R1
● Is an absolut
e bargain
compared to
pricey MV
● Smooth po
wer delivery
● Better top
-end power
● Beautiful ste
ering
THE R1’s softer
set-up doesn’t
hinder it on
the track
P RO S & CO NS
● F4 1000 ha
ndling
overshadows
even the R1
● MV’s strong
midrange
slaughters R1
during
everyday road
riding
1
2
3
4
1 RADIALLY-mounted calipers are devastatingly effective 2 BRACED swingarm mimics M1 MotoGP bike 3 BIG power from 998cc motor 4 YAMAHA’S take on MV-style underseat pipes are not in the same league
JUNE 2, 2004 MOTOR CYCLE NEWS 33
● Excellent va
lue
● Top quality
cycle parts
fitted as stand
ard
● Very smoo
th power
delivery for a
V-twin
1
2
3
4
P RO S & CO NS
● Isn’t as nim
ble as faster
steering MV
● Lacks the F4
1000’s
outright powe
r and speed
– but only jus
t
1 REAR shock is finest quality Ohlins 2 FEATHERWEIGHT OZ wheels are standard 3 OHLINS forks
give a huge range of adjustability 4 RADIALLY-mounted Brembo calipers stop the Aprilia on a euro
VERDICT
S
O THE question on everyone’s lips is, will
the F4 1000 keep up with one of the
fastest 1000cc sports in the world: the
R1? Will it stay up the R1’s twin underseat tail
pipes in a head to head charge, or will it be
lucky to keep the Yamaha in sight along the
same stretch of road?
Well, patiently following mid-morning traffic
as we leave the MV’s factory gates in Varese,
we are like excited kids, chomping at the bit to
find a piece of clear road so we can let these
two superbikes off their leashes.
Eventually we get the chance. On a piece of
deserted Autostrada, devoid of suicidal Lancia
drivers and 100 mph artics, we line up the R1
and F4 1000 at 40mph, two-abreast, then pull
the pin and let rip. Amazingly, the MV blasts
away, leaving the R1 in its wake. We try the
same thing again at 50, 60, then 70mph and
it’s the same result. Keeping the throttle pinned
as long as conditions will allow and the R1
never manages to catch up.
This is impressive stuff, but can be attributed
to the fact that the MV’s long stroke motor is
stronger through the mid-range than the R1’s
power plant, which has all of its power packed
into the upper reaches of the rev-range.
If a graphic demonstration of the MV’s bulging
midrange were needed, following a fellow MCN
tester though a 120mph motorway curve, you
could see the MV’s rear Michelin Pilot Power
painting black lines into the Italian tarmac –
ZX-12R-style – under hard acceleration.
The F4’s engine isn’t anywhere as smooth as
the R1’s super-refined power plant, but that
raw, gravelly edge does make it much more
exciting. The Yamaha’s power seems to be
more elastic than the MV though. The
F41000’s power comes at you hard and fast
like a fist to the stomach, where the R1’s
delivery is just relentless, revving harder and
higher at the top of the rev range. With only a
leather-clad bum dyno to gauge the bhp from
both bikes, you would have to say the R1 has
the edge in outright maximum power.
Out on Pirelli’s test track we get the
opportunity to test both bikes head-to-head
from a standing start.
With a significantly weaker bottom end, the
Yamaha is easy to launch off the line and gets
the holeshot over the MV, which loses time on
initial acceleration while the rider struggles to
stop it wheelying in the first three gears.
We didn’t have the room to record top speed
on Pirelli’s test track but the factory say that in
back-to-back tests, the F4 1000 has a
fractionally faster top speed (just over 1mph)
than the R1, hitting 180.6mph on the day of
their test. Judging by the MV’s pace, we’ve no
reason to doubt these claims.
Both bikes handle superbly, although the
Yamaha definitely has the more road bike feel
of the two bikes. The R1’s suspension is set
softer than the more race-focused F4 1000,
the seat paddling is thicker and the riding
position is far more comfortable.
Your joints would thank you for taking the R1
on a long trip than the F4 1000. But any pain
the MV may administer is immediately
anaesthetised by the intense pleasure derived
from sound of that Ferrari-designed engine and
pleasure from slicing your way from corner to
corner, never seeming to find the limits of that
excellent chassis.
But you’re in a win-win situation whether it’s
you or one of your mates that are lucky enough
to own any one of these two bikes.
If you don’t happen to possess the F4 1000,
don’t worry, because in the R1 you’ve got still
one of the fastest bikes in the world, plus you
can still get a buzz just gawping at the MV as
you ride along.
FORGETTING its high price tag for a
minute, MV have proved the F4 1000
is able to compete with the likes of
the R1 and RSV1000R Factory, which
are among the best superbikes you
can buy. The MV finally has the
performance and power it should
have had all along.
But that extra chunk of dosh that
you’ll need to fork out for the MV
compared to the R1 or the
exceptionally good value Aprilia gets
you so much more than you’ll ever
see on a spec sheet.
YAMAHA YZF-R1 £9399 otr
Available: Now. Two years
unlimited mileage warranty
One year RAC cover
Colours: Red, blue, silver
New for 2004: New model
Insurance group: 17 (of 17)
Info: Yamaha UK,
01932-358000
SPECIFICATION:
Engine: Liquid-cooled, 998cc (77 x
53.6mm), 20v dohc, four-stroke inline four. Fuel injection. Six gears
Power: 147.9bhp @ 12,600rpm
Torque: 70.47ftlb @ 9900rpm
Weight:172kg
Chassis: Aluminium twin spar
Front suspension: 43mm inverted
forks, adjustable for pre-load, rebound
and compression damping
Rear suspension: Single shock,
adjustable for pre-load, rebound and
compression damping
Tyres: Dunlop D218; 120/70 x 17
front, 190/50 x 17 rear
Brakes: 2 x 320mm front discs with
four-piston radial calipers, 220mm
rear disc with single-piston caliper
● EVEN the established R1 was left eating the dust of the F4 1000, but the Yamaha would be better on
your bones on a long trip. A bargain price in comparison, making it a very close second
96%
F4 1000 egdes
out strong
competition
First of all there’s the goose-bump
inducing noise pumping out of those
four underseat pipes. It’s incredible.
Then there’s the handling. On
standard factory suspension settings
it’s sharp, solid and unflappable – and
still has the adjustment available to
compliment any rider or riding style,
making the MV handle even better in
its owner’s lucky hands.
But what makes this bike worth ten
times the asking price is its sheer
presence thanks to its Tamburinidesigned lines. You cannot go
anywhere without people gathering
around, desperate to get an eyeful of
that striking shape.
The only problem we had with the
new F4 1000 was having to give it
back at the end of our test. Still, they
say to have loved and lost is better
than never having loved at all.
The F41000 will be available in the
UK in the beginning of June. Contact
Three Cross Motorcycles 01202823344
● Thanks to Pirelli for the use of their
test track (01283–525252)
‘The MVfinally has
the performance
and power it
should have had
all along’