Quattroruote: On The Edge of Reality - MV Agusta F4 RR 2013

Powerful beyond belief and refined in design. How the hypersports have returned with a vengence among the 1000's. Here's a test of a bike at the top of that selection.

The drawings are no longer those of Tamburini, and since the first MV Augusta F4 750, a lot of asphalt has passed under the hulls. And yet, even after all these years, standing before Schiranna’s superbike is still an immense pleasure. The credit goes to Adrian Morton, the designer behind the scenes of the last MV creations.

Distinguishing Details

The three renovated versions of the 1,000cc superbike from Varese, Italy – the F4, F4R and F4RR – differ in technical endowment. The standard model features Marzocchi forks and Sachs shock absorbers, while the R version will have the combination of Marzocchi and Ohlins. The hardcore version, the RR, will get the full attention of the electronically controlled Ohlins suspension. Only the spring preload is still hand-controlled. The biggest novelty, however, is in the introduction of the MVICS (Motor & Vehicle Integrated Control System) implemented on its little sister, the F3, during the previous year. The frame on the most prestigious model is TIG welded, and the steering and forks are height adjustable. Also new are the aesthetics. As opposed to the 2012 model, the Italian superbike now features an LED rear lamp, and the organ pipes are shorter and more compact. The ten-spoke wheels of the basic model gives way to the Y-design, aluminium-forged (lighter), three-spoke wheels on the racier sisters.

What an Engine!

Valencia’s Ricardo Tormo track is a ribbon of curves on which the four-cylinder motor struggled to unleash all its might. Dancing with the RR can undoubtedly be called a luxury. The handlebars are a bit far – forcing a stretched position along the tank (a distinctive element of the MV Augustas), while the millimetrically adjustable footpegs are high and setback. In short, the position is racing inspired, and suits the exuberance of the 198bhp engine well.

With this abundance of power, the delivery is always up to the call – sweet and without hesitation from the lowest speeds, and also well-supported by a throttle that is reactive to every action. Thanks to the ride-by-wire throttle, it’s possible to manage the speed of the response (on three levels), so you get a good feeling and avoid that jerky behaviour when you open the throttle in the middle of a curve – and this is required when you’re trying to hold off a crazed herd of horses waiting to free themselves from the engine at the first opportunity. In fact, everything is under control until 8000rpm, but a thousand rpm later, the RR opens the floodgates and gives in to everything it’s made of – rage in its purest form, which intimidates and enthralls like mad.

You do need to be able to manage it however, otherwise it’s better to forget it and stay away from the threshold of madness by exploiting only 50% of its capacity. To reassure the gentler souls, however, the F4, like all the current sport bikes, has no shortage of technology to cool it off in the most critical situations – from the anti-wheelie function that smoothly prevents it from removing its front wheel from the asphalt, to the traction control. The traction control, however, didn’t fully convince us. Firstly because when set it on level 6 (the most invasive is number 8), it tends to cut the power so much so that it almost mortifies the bike, and secondly because, once the bike is straightened and on full throttle, the sytem regains power far too abruptly. This can be avoided by lowering the system’s intrusion level (during the test we tried it on 2). With equal inclination and throttle, the rider is assaulted less brutally by the return to full power – but without entirely eliminating the nice kick-in-the-pants feel.

For perfect usage on the track, perhaps traction control should be excluded completely – leaving full control of the vehicle in the hands of the rider. According to us, the electrically assisted transmission also needs refinement. Compared to the traditional system (tried on the F4 standard), the changes are slightly less harsh, yet the transitions remain insufficiently fluid – thus requiring unusually decisive action on the lever. How does it work? During the climbing phase, the ‘brain’ momentarily increases the number of rpm’s (it acts as a sort of double-clutch) in order to facilitate the change of the lower ratio, but one at a time.

As with all automatic transmissions, the system is not lightning fast. As a result, in the straights at least, if you want to go down two or three gears, the clutch is a must. For safety, we recommend keeping two fingers on the clutch while climbing, so you’re ready to activate it in case the need arises.

In short, it needs work – especially since the direct competition (Aprilia and BMW) are well ahead. Nothing to reprimand the chassis on however. If on one hand the new forged wheels reduce the non-suspended mass and increase the smoothness of transition during changes of direction and curve entry, on the other hand, the electronic Ohlins are practically perfect, with fluidity and a communicativeness that only the TTX can match – even on the cold asphalt of Valencia. Also, the feeling we got from the fork allowed us to fully exploit the incredibly powerful and extremely adjustable Brembo GP monoblock calipers.

And if I go with the basic?

Let’s leave the RR in the pits and get on the standard. The design remains solid, but the heavier wheels and the rear seat are easily noticed. When you enter a curve, among other things, you can appreciate the gradual behaviour of the Pirelli SP (better fit for the road than the SC2 Supercorsa of the RR), as well as during changes of direction, which feel slower. The wider-than-usual handlebars are appreciable because they offer greater leverage when turning a bike that’s this quick. The basic model is less mean in terms of the engine though – not that the official 192bhp is anything to scoff over. However, the engine is more predictable and apt for those who only plan to take it on the road. In line with this, the brake installation, with its less expensive Brembo monoblock brakes, has bite but with less force than the RR. In short, the RR may be the star, but the standard version might just be the bike you’re looking for.

HONED ENGINE AND A TECHNOLOGY DELUGE

For the 2013 F4 models, the main novelties are the electronic package and the engine (with single spring valve distribution, a rebalanced crankshaft, anodized pistons, as well as enlarged oil and cooling ducts). In the RR, we also get titanium connecting rods. Also confirmed is the adjustable funnel intake power source (TSS), while there is the arrival of the electronic Ohlins suspension (for the RR), the electronically assisted transmission (EAS, which provides a clutch-less upshift), and the MVICS managing system, based on an inertial platform that monitors the balance of the bike through the use of 3 gyroscopes and 3 accelometers. As for the instrumentation, you can choose between the 4 maps for the engine (one is customizable), adjusting maximum torque, engine braking, throttle response, rev limiter, traction control, and anti-wheelie control.