MV Agusta F4 1000S 1+1

   

Make Model

MV Agusta F4 1000S 1+1

Year

2005 - 06

Engine

Four stroke, transverse four cylinder. DOHC, 4 valves per cylinder

Capacity

998 cc / 60.9 cu-in
Bore x Stroke 76 x 55 mm
Cooling System Liquid cooled
Compression Ratio 12.0:1

Induction

Weber Marelli” 1.6 M ignition  injection integrated system

Ignition 

Multipoint electronic injection 
Starting Electric

Max Power

122 kW / 166 hp @ 11750 rpm

Max Torque

109 Nm / 11.1 kgf-m @ 10200 rpm
Clutch Wet, multiple discs, cable operated

Transmission 

6 Speed 
Final Drive Chain
Frame Aluminium, Trellis frame

Front Suspension

Inverted (USD) telescopic hydraulic fork with rebound-compression damping and spring preload adjustment, Titanium Nitride anti-friction treatment

Rear Suspension

Progressive, single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload (hydraulic control)

Front Brakes

2x 310mm discs 6 piston calipers

Rear Brakes

Single 210mm disc 4 piston caliper

Front Tyre

120/65 ZR17

Rear Tyre

180/55 ZR17
Trail 104 mm / 4.1 in
Dimensions Length 2007 mm / 79.0 in
Width 685 mm / 26.9 in
Wheelbase 1408 mm / 55.4 in

Dry Weight

192 kg / 423 lbs

Fuel Capacity 

21 Litres / 5.5 US gal

There are many innovations in terms of equipment that differentiate the F4 1000S from the 750cc version and particularly:

  • New handlebar risers / clip-ons

  • Recontoured windscreen

  • Adjustable foot rests

  • Rear quick-release rim

  • Catalyser

  • New Sachs Racing rear shock absorber equipped with hydraulic control of the pre-load spring

The chassis of the new F4 1000 S traces the existing lines of the 750cc version and is still the only production four-cylinder to be made with a precision TIG welded chromium molybdenum steel tube girder structure. An advantageous solution in terms of cross compactness, mechanical accessibility and torsional rigidity, it is entirely built in the MV Agusta factory in Morazzone.
The main structure is joined to the swingarm pivot plates where both the rear suspension rocker arm and subframe are connected. A great style sensation, the sculpture that is the single-sided swingarm has become a demonstration of the creativity and skill of CRC technicians for conceptual rationality and beauty.

The chassis section communes with high level suspensions. The rear Sachs Racing shock absorber equipped with both dual compression calibration (high- and low- speed) and hydraulic control of the pre-load spring is new. The forecarrige is distinguished from the 750S version by the Marzocchi fork with 50 mm shafts, the largest ever in standard production. The F4 1000S and 1+1, like its smaller displacement sister, is equipped with an Öhlins steering damper positioned crosswise to the driving direction. This unit is anchored to the chassis on both ends in order to be able to work symmetrically. Especially seductive are the triple clamps; the upper one has a prismatic diamond form while the lower one has a bridge-like frontal appearance that improves the air flow to the radiator.

The front braking system is made up of two exclusive "Nissin F4" 6 piston calipers (with differentiated diameters) that work on 310mm diameter disks. On the F4 1000S and 1+1, these units are made with aluminium instead of steel carriers. The rear brake is also a Nissin F4 unit, equipped with a 4 piston caliper that works on a 210mm diameter disk. The front Nissin clutch and brake controls boast patented lowered position reservoir tanks in order to obtain a complete view of the instrument panel, the latter also equipped with a watch function. The splendid star design that characterises the 17 inch wheels of the F4 1000S and 1+1 are shod with the new Michelin Pilot Power or Dunlop D208 and Metzeller Sportec M1 are the same. The front tyre size is 120/65 and rear 190/50 or 180/55.

The new 998cc engine, initially baptized with the name F5, was born in 2001. While still tracing what was conceptually proposed in the 750 EV configuration, the new engine was subject to a series of important innovations derived directly from Endurance races with Steven Casaer’s Maxim team. In two years of work the Belgian rider put in countless miles obtaining encouraging results in racing terms but especially providing precious data for the evolution of the new engine. The Belgian rider’s indications were then compared with Andrea Mazzali’s, Italian rider who is currently racing in the SBK national championships with a F4 equipped with a 1000cc engine. Technically the engine owes its cylinder capacity growth to bore increase, taken from 73,8 mm to 76mm and to the increase in stroke, moving from 43,8 mm to 55 mm. Despite the increase in cylinder capacity the 1000 engine is lighter than the 750EV engine by 5.8lbs. The weight savings was obtained by integrally redesigning the main mechanical parts, with special attention to the reciprocating mass, as can be seen in the enclosed table. From the pure performance standpoint, the new MV Agusta engine is destined to become a new reference point for power and torque. The new four cylinder motor from Schiranna is able to produce a maximum power output of 166hp measured at the crankshaft @ 11,700 rpm, with a rev limit of 12,700rpm. Torque output reaches 80.32ft-lbs @ 10,200 rpm. The increase in cylinder capacity enhanced the efficiency of the exclusive distribution system with radial positioned valves, or non-parallel but effective for a 4 degree overall angle (2° per valve). The 1000 engine is also equipped with refined removable cassette gearbox derived from the glorious GP Cagiva racing machines. The new engine differs from the 750EV unit by the introduction of the EBS (Engine Brake System) an innovative system that does not work on the clutch but directly on the intake system in order to reduce the engine braking. The system takes advantage of a valve positioned on the cylinder #2 exhaust pipe found downstream of the intake. This device permits the #2 cylinder to distribute torque in the detached phase (or when the throttle bodies are closed) through a totally electronic control system. Observing the table (right), the advantage in terms of high and medium rpm engine brake reduction appear evident. The F4 1000 engine, in addition to being high-performance, is also in line with the most recent pollution standards thanks to a catalyser housed in a new exhaust commutator that flows in the celebrated "pipe organ" mufflers.