2008 MV Agusta F4CC Test Drive: Ultra Sportbike Is the Lambo

Tag : Clutches And Brakes
What weighs 409 pounds, costs more than an Audi R8 and boasts a host of handmade components? If you guessed the MVAgusta F4CC, you’d be spot on. This $120,000 (yes, you readthat correctly) carbon-fiber-intensive superbike hides some seriousengineering. The life of this extraordinary bike began as MV AgustaCEO Claudio Castiglioni’s one-off personal bike. But it hasnow become a limited-production halo product for the company. Atotal of 100 F4CCs will grace the garages of the most dedicatedcollectors of two-wheeled art. Sadly, at a cost of six figures, wewon’t be amongst the few in that lucky group. —Basem Wasef

The Specs
The F4CC (“CC” for Claudio Castiglioni) is based on MVAgusta’s F4 platform. The F4’s liter-sized inline Fourhas been bored out by 79 mm, boosting displacement to 1078cc—the maximum for the block. Redesigned combustion chamberdynamics and polished ducts enhance engine breathing, while larger,radially arranged titanium valves with Del West guides and seatsbolster the engine’s ability to cope with a more aggressivecamshaft profile.

The result is an engine output rated at an even 200 hp—justlike a VW GTI. Engineers set out to reduce the powerplant’sweight further by incorporating magnesium components to the gearboxand clutch as well as the blowby and alternator covers. Lighterpistons and reworked connecting rods further the quest forhorsepower, as do larger throttle bodies. MV’s Torque ShiftSystem uses variable-length intake ducts to maximize grunt acrossthe powerband. The Engine Brake System also limits torque underdeceleration, and a one-off mechanical slipper clutch incorporatesramps and roller bearings. A cassette-style six-speed gearbox ismated to a wet clutch.

A handful of one-off components are incorporated into thetrellis-style chromemoly frame including the fork feet, foot pegs,upper steering column plate, and levers—which feature ameticulously hollowed-out appearance. A single-sided magnesiumswing arm is mated to a race-ready Sachs monoshock which featureshigh and low speed-bump and rebound settings. The 50 mm Marzocchifront shock is carbon nitride treated for reduced friction. Dualfloating 320 mm Brembo four-piston monoblock brakes stop thealuminum alloy Marchesini front wheel. The rear features a single210 mm Brembo disc. A single-sided magnesium swing arm mates to theSachs monoshock, and a bespoke Sachs steering damper limitsfront-end wobble.

These mechanical gems are hidden underneath strikingly finishedcarbon-fiber panels. The combination of polished aluminum bits withtouches like titanium meshes over the intake ducts and MV’ssignature organ-pipe exhaust tips lend the F4CC a delicate yetmuscular appearance.

The Ride
The MV Agusta F4CC feels compact and narrow for a liter bike, butits wet weight of 412.6 pounds makes it plumper than its closestcompetitor, the $72,500 Ducati Desmosedici RR, which tips thescales at 377 pounds, dry. But when you settle into the MV’sAlcantara seat, rev the engine, and release the somewhat heavyclutch, you’ll be whisked forward with more torque than theDesmo. And that thick power delivery is remarkably strong andsmooth up to the 13,000 rpm redline. Off-the-line acceleration isso strong that it feels like you’re straddling a torqueyV-twin, but the F4CC’s willingness to rev is more consistentwith the inline Four configuration; the variable-length intakeducts bolster those characteristics, as does the engine’sextreme tuning. A fiercely guttural note from the four-into-onetitanium underseat exhaust accompanies every twist of the throttle,and the piercing punch of this engine—especially at higherrevs—makes it hard to resist pushing the F4CC toward highervelocities.

The heavyish mechanical multiplate slipper clutch transfers torqueeffectively during downshifts, and the shifter is one of the bestwe’ve ever tested. Cog swaps come with low-effort taps of theleft foot, and each gear engages crisply and positively. Neutral iseasy to find every time and those monoblock Brembos simply do anoutstanding job.

The F4CC obeys inputs well on bendy roads, exhibiting crisp turn-inand impressive responsiveness to midcorner adjustments. It may lackultimate agility because of its heft (at least compared to theaforementioned Ducati), but lightweight wheels and suspensioncomponents are responsive to rider input, especially once the bikeis settled and leaned into a turn. Any deficiencies are immediatelyrectified by the F4CC’s outrageous power. Apply heavythrottle coming out of a turn and result is extreme acceleration.This bike decimates straightaways, and the front end lifts easilywhen that throttle application is a bit too zealous. Hold on.

The usual practical sacrifices must be made while riding thisexotic; though its suspension can be dialed down to manageabledamping levels, ergonomics force the rider forward and low. Themirrors are a bit too narrowly placed to be completely effective.Plus, a good amount of heat radiates from the underseat exhaust,cooking the pilot while it produces those sonorous sounds.Nonetheless, riding the F4CC is a uniquely inspiring experiencethat makes almost all other commercially available 1000 ccsportbikes seem pedestrian by comparison.

The Bottom Line
Loud, fast and hideously expensive, the MV Agusta F4CC sets a newbar for exotic motorcycles. In an age where Japanese sportbikesoffer similar power at a fraction of the cost, the MV Agusta mightseem anachronistic in this cautious economic climate. Butthere’s no doubt that the F4CC is a stunning display ofexquisite details. It’s a case study in the marvelous thingsthat can be accomplished when money is no object and the sky reallyis the limit.