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14th Pictures

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For the MV Agusta F4 RC, RC stands for Reparto Corse, and that means racing department. Very easily. In addition, the term has developed into a kind of title of nobility.

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The water-cooled four-cylinder, four-stroke in-line engine with two overhead, chain-driven camshafts and four valves per cylinder delivers 158.0 kW (212 hp) at 13,600 rpm or 151.0 kW (205 hp) at 13,450 rpm from its 998 cm³ displacement in the street version.

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Unfortunately, the electronics caused some irritation.

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Produced again for the MV Agusta F4 1000 RC: Massimo Tamburini’s favorite quick release fasteners.

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The shock absorber just loses the competition with the fork.

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So fine and yet trampled: adjustable detent and gear lever.

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An aluminum part closes the mounting points of the unscrewed mirrors.

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MV Agusta F4 1000 RC.

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Among other things, also on the rim trim strip. The Brembo system "was standing" despite high stress.

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The subtle reference to Reparto Corse, racing department, can be found several times on the bike.

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Digital cockpit.

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Components from Bosch, Brembo, Marchesini, Öhlins, Termignoni, plus a high proportion of magnesium, titanium and carbon – in terms of suppliers and materials, the youngest super sports car from MV has already fully earned its type abbreviation.

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… What RC means is particularly light, elegant, good and the basis for the Superbike World Championship.

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The MV Agusta F4 1000 RC is available for just under 40,000 euros.

MV Agusta F4 1000 RC in the driving report

Basis for the Superbike World Championship

RC stands for Reparto Corse, and that means racing department. Very easily. In addition, the term has developed into a kind of title of nobility. What RC means is particularly light, elegant, good and the basis for the Superbike World Championship. A test drive with the MV Agusta F4 1000 RC on the Hockenheimring.

Components from Bosch, Brembo, Marchesini, Öhlins, Termignoni, plus a high proportion of magnesium, titanium and carbon – in terms of suppliers and materials, the youngest super sports car from MV has already fully earned its type abbreviation. The viewer stands in front of the MV Agusta in admiration F.4 1000 RC. A motorcycle cannot be built in a much more elegant way if it is not allowed to exceed the price limit of 40,000 euros for homologation as a superbike basic motorcycle.

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MV Agusta F4 1000 RC in the driving report
Basis for the Superbike World Championship

MV Agusta F4 1000 RC has nothing to fear in this regard. The unusually elaborately constructed four-cylinder with radial valves and a so-called backpack alternator runs a little rough as usual, and its mechanics can also be heard clearly. Willingly, but not very enthusiastically, he works his way through the lower engine speed range on the first few kilometers on the Hockenheimring. Apart from the noises made by the racing exhaust system, this is absolutely suitable for everyday use.

Beyond the 7000 rpm there is a jolt through the MV

At higher speeds, the suction head extensions lift off and the short funnels direct the intake flow. You can feel that exactly. Beyond 7000 rpm, the MV Agusta F4 1000 RC jolted, the sound swelled and the perspective condensed in front of the front wheel. The route suddenly unwinds at a breathtaking pace.

If, after a few laps of familiarization, the MV driver dares to turn every gear in the Parabolica cleanly, the MV Agusta F4 1000 RC will reward him with plenty of power. You don’t drive away a BMW S 1000 RR with a dedicated drive in this high-speed passage, on the contrary. The MV always makes a few meters good. When braking from a good 270 to around 60 km / h, it shows one of its strongest virtues, the enormous braking stability. At the front, the fork ensures that the bumps in the braking zone seem like they have been ironed, and thanks to good balance and a 1430 millimeter wheelbase, the rear wheel stays neatly on track.

Normal mode much more pleasant

This is only a first impression of the chassis, for a few more sentences the engine of the MV Agusta F4 1000 RC remains the topic. MV technician Fulvio Fantoni chose the sport mode as the engine mapping for the first test unit. But you should only bother with this attitude if you are on the road at a very high level and in a homogeneous field of passengers. Because the throttle response is so harsh that it immediately spoils the line if you have to correct a little in the curve for whatever reason.

In the hairpin, it is hardly possible to get along with the sport mode. Without supporting gas, you fall inwards in the slow curve, but then you pull up and the engine engages so brutally that it is tight at the exit of the curve. The normal mode is not only much more pleasant there. And probably not only normal people will prefer it, especially since it still releases full power.

Öhlins spring elements work excellently

Chassis for the second: In general, the Hockenheimring has relatively few bumps, but in the older sections of the Motodrom there are already one or two faults in the driving line. And what was indicated in front of the hairpin is confirmed here. The Öhlins spring elements of the MV Agusta F4 1000 RC work excellently. Delicately appealing, but tightly muffled. Some well-known wave seems to have disappeared.

When accelerating at the beginning of the Parabolica, the rear wheel suspension occasionally pumping; but that subsides after a few movements. Fulvio recommended a higher pressure level, but there was no longer any concentrated testing of this setting.

When it ran, it went like a rocket

The reason for this was a modern descending of the lousy old copper worm that haunted the complex MV electronics. First, the downshift assistant, known in German as the blipper, pushed into the curve a few times. Then the Schaltassi refused to upshift from first to second gear and finally the engine of the MV Agusta F4 1000 RC abruptly switched to the emergency program twice, close to the top speed before the hairpin. A change of the electronic throttle, including the cable to the throttle valve sensor, did nothing except for regular misfires, which is why the tester decided not to make further trips. As it turned out later, a pin had come loose from the plug of the throttle valve servomotor, possibly due to vibrations.

So it happened that the first MV Agusta F4 1000 RC had a somewhat unfortunate debut in journalists’ hands. When it ran, it went like a rocket, and the landing gear flashed its enormous potential multiple times. Despite the extreme stress that is typical for the big Hockenheim circuit and is manifested in the blued brake discs, the Brembo system held up well. Soft intervention of the ABS could be felt twice, while the traction control worked erratically because of the disturbances. When it worked, the shift assistant proved to be well coordinated. A second appointment with the RC is scheduled; but unfortunately he’s too late for this issue.

Technical data MV Agusta F4 1000 RC


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MV Agusta F4 RC.

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