Motorcycle specifications MV-AgustaF4 1000 RR 2016 High limit

the top of the MV-Agusta range (apart from the RC, which is closer to Superbike than series), the F4 1000 RR is equipped with everything it needs to shine at the top of the hypersports clan. Among the most important changes are the superb Brembo M50 brake calipers and the now electronically-tuned Öhlins suspension. The Swedish-built steering damper is electronically assisted or manually adjustable. As for the fork and shock absorber duo, only the rear spring preload requires manual intervention. All settings are made from the dashboard. The electronic control unit determines the optimum damping (factory-set) according to the selected map. But the driver can also choose his or her own settings.

for all F4 models, 2013 was synonymous with a host of small details of varying importance. LED daytime running lights on the leading edge of the air intake, lightened wheels, a rebalanced crankshaft, titanium connecting rods, variable intake, a redesigned oil circuit and eshifter, single-spring-return valves (previously two) and updated on-board electronics. 2014 saw the conclusion of braking with the standard adoption of Bosch 9MP race ABS.

among Varese's sports bikes, the RR sings a melody raised by an octave. It was no longer enough for it to be the most desirable; it also wanted to be the most powerful, the most talked-about, and to be able to bring a dose of dream back into a category that had been badly battered, but was nonetheless steeped in excellence. Although the RC has destroyed it, it remains a machine close to the sublime. And then there's that ambiguous name: CORSA CORTA. Italian for "short race". In a nutshell, this explains why a new engine was installed in this MV sports machine. A boiler that, as you'll have gathered, benefits from a shorter stroke of the pistons in their cylinders. But to turn it into a super-powered machine that now exceeds 200 hp, Meccania Verghera didn't skimp on the 4-cylinder transformations.

in 2010, the F4's block had already evolved quite a bit, spitting out more than 185 hp. The manufacturer wanted to offer more than 200 hp, and had already done so on the 1080CC, by increasing the displacement (and the price). But to be able to compete, going over a liter was out of the question. So, to find more power, the engine-makers changed the internal dimensions, various parts, and went in search of watts in the rpm range. This short stroke is 50.6 mm, compared with 56 previously. The bore has been enlarged from 76 to 79 mm. With these new values, the piston's linear stroke is now 22.9 m/s. This is not only a reasonable speed for mechanical reliability, but also lower than that of the standard F4 1000 engine (24.7). With its super-square sides, this is well in keeping with an engine speed now approaching 14,000 rpm. The F4 1000 RR spits out its 201 hp at 13,600 rpm, and pushes its red zone to 14,000 rpm.
Wider combustion chambers allow larger valves to be fitted. On the intake side, their diameters increase from 30 to 31.6 mm, and from 25 to 26 mm on the exhaust. If you're going to change valves, you might as well do it in titanium. With the new exhaust line, larger headers, 49 mm injection and variable intake cone height, the boiler breathes hard, very hard. To channel it, the ECU offers a choice of two maps and 8-position traction control. Still on display, the cassette-type gearbox is backed up by an anti-dribble clutch. In short, it smacks of Superbike.

big horsepower means big welding, and big heart. But an MV with two R's must be riveted to the floor. The base remains unchanged, with the RR taking over the F4 chassis... but optimizing it to perfection. The height of the rear axle and swingarm can already be modified via a set of calibrated parts. When it comes to ground linkage, the best don't think twice and go to Sweden. Under the chin, it shines, and it's Öhlins. A 43 mm NIX fork adjustable from all sides, with a special feature: compression is adjusted on the left fork and rebound on the right. This ensures greater precision when adjusting, as one does not influence the other. The rear shock absorber is a TTX36, adjustable for compression, rebound, preload and length to vary the machine's attitude. Braking? All radial, from the master cylinder to the calipers, Brembo and monoblocs, as we can only imagine the best for this super F4. By the way, we're going to change the wheels and fit forged aluminum rims. That'll save 1 kilo and improve agility. But even with that, we'll still have to hold on to this RR CorsaCorta. With a nuclear reactor as its engine and a surgical yet rigid chassis, the F4 1000 demands to be taken care of, to be forced to stay on course. Quite the opposite of a Japanese machine that just goes along for the ride. On the other hand, when it comes to precision, it's like the whole machine: haute couture.

its suspensions are tools... Its engine is the most powerful... Its lines are sublime... On its debut, the F4 1000 RR is already capable of knocking the socks off the formidable ZX-10R, S 1000 RR, R1M, 1299 Panigale S and RSV4 RR. Demanding and uncomfortable, it exudes competition while leaning towards the objet d'art. It's more at home on a racetrack or in a showroom than on the open road.

M.B - Manufacturer's photos