Steering and handling characteristics from the MV's hybrid chromoly steel tubing mainframe/cast aluminum swingarm pivot rear section chassis were superb. Steering was as sharp and quick as a Honda CBR1000RR with just a tad more initial effort required, although perhaps with a touch more stability than the CBR. The greater effort could probably be put down to the MV's 468-pound wet weight; while the newest MV has dropped some 16-odd pounds from its predecessor, it still doesn't rank among the lighter literbikes in the field.
The linkage-equipped Sachs...
The linkage-equipped Sachs rear shock worked well, and the linkage tie rod allows easy adjustment of ride height (in fact, our F4 was delivered with rear ride height set to the moon). Access to the spring preload collar is extremely limited.
Suspension action from the Marzocchi 50mm inverted fork and Sachs rear shock was excellent as well, with a nice compliant ride over the small bumps while still handling the bigger hits well. The Marzocchi fork follows the increasingly popular method of having the right side fork leg handle rebound damping, and the left side deal with compression damping (both sides have spring preload adjustment). Separating the damping circuits pays numerous dividends: it cuts weight from not doubling up on components, it allows better and more consistent damping because the internals' design and size isn't compromised due to space taken up by the other parts, and it allows easier and quicker adjustments.
Our only gripe with the suspension was that access to the spring preload collar on the rear shock was extremely limited. The only way to accomplish the task without removing the exhaust midpipe section running behind the right side footpeg assembly would be to use a hammer and punch...not how you want to treat your MV Agusta.
Brembo monobloc radial-mount...
Brembo monobloc radial-mount calipers biting on 320mm discs provide exemplary stopping power, with decent feel and a linear response. Pirelli Diablo Supercorsa SP tires provide outstanding grip.
The new F4's single-sided...
The new F4's single-sided swingarm is 20mm longer than before for less chain torque reaction and improved weight distribution, yet weighs 2.65 pounds less than before. Footpeg brackets have unfortunately forsaken adjustability this year, and are fixed in a very high position.
The cast aluminum wheels maintain...
The cast aluminum wheels maintain the classic MV star shape, but have been subtly redesigned to use material more efficiently. The result is a total weight drop of 2.64 pounds compared to the previous wheels, a substantial amount of unsprung weight.
Braking action from the 320mm discs and radial-mount/four-piston Brembo monobloc calipers (actuated by a Nissin master cylinder, as has been the case almost since day one) was exemplary, with a very linear response curve. The amount of braking power you received was directly related to the amount of pressure on the lever, which suits many riders better than a slightly progressive setup that builds a bit more braking power as pressure or heat increase.
Form And Function Are One
Back in the old days, forking out some major green for a limited production European brand usually meant you got some exclusivity and cachet, but the performance side often came up a bit short of the mass production Japanese machinery. Those days are long gone, my friend; even today's "exclusive" brands need to have the performance to meet the established class heavyweights head on, or their brand cache will soon fade away.
We were sufficiently impressed enough with the F4 to include it in our upcoming Bike of the Year comparison. That's some pretty rarified company-but the MV Agusta F4 is much, much more than just a pretty face.
| 2010 MV AGUSTA F4 |
| TEST NOTES |
| + |
Strong, linear power |
| + |
16 pounds lighter |
| + |
Traction control |
| - |
Still a little heavy |
| - |
Still a tad pricey |
| - |
Non-intuitive settings procedure |
| x |
No longer just a pretty face |
| SUGGESTED SUSPENSION SETTINGS |
| FRONT |
Spring preload--1 turn in from full soft; rebound damping--12 clicks out from full stiff; compression damping--10 clicks out from full stiff; ride height--4 lines showing above lowest point on top triple clamp |
| REAR |
Spring preload--23mm from top of spring to end of threads on shock body; rebound damping--12 clicks out from full stiff; compression damping--10 clicks out from full stiff; ride height--6mm thread showing on linkage rod |