MV-AGUSTA F4 1000 (2013 - on) Review
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£400|
Overall ratingNext up: Ride & brakes
With its new short-stroke engine, ride-by-wire throttle, frame and a host of clever electronic upgrades, this the F4’s biggest overhaul since MV turned their flagship superbike back from a 1078cc, into a 1000 in 2010. Like a well set-up race bike it carves through corners with minimal effort, making it the best-handling F4 ever. It’s also the first production bike to be fitted with an ‘auto-blipper, which lets you change down through the gears without having to use the clutch. But while it handles superbly and dishes up searing acceleration and mind-jangling top speed, the power delivery has too many flat spots and the throttle connection isn’t as predictable as its rivals. It’s an electrifying experience, but a handful to ride very fast.
Ride quality & brakesNext up: Engine
The F4 steers and grips like a racer - it’s a piece of cake to place wherever you want on a track, regardless of your speed. Ride quality is superb (and even plusher on the Ohlins-suspended RR version), Brembos powerful and full of feel and the bars are nicely spaced out (but too narrow on the RR). But the riding position is very cramped and you can really feel the MV’s slightly porky 191kg dry weight when you’re braking for tight corners from high speed. If the power delivery was as good as the handling, the F4 would be a class-leader.
With its bigger ride-by-wire throttle bodies, the steel trellis frame had to be made wider and the new cast aluminium wheels (forged ali on the F4R and F4RR) are shod with Pirelli’s latest 200-section Diablo Super Corsa SP.
EngineNext up: Reliability
The base-model F4 now has the short-stroke motor from the old F4R and F4RR and produces 195bhp at 13,600rpm. It now has a lighter crankshaft, forged titanium conrods, revised cylinder head porting and the valves use a single spring instead of two. All this ensures that the MV is seriously rapid, but it’s hard to meter out precise amounts of throttle when you’re riding fast. Weak power at the bottom end is followed by a muscular midrange, then a flat spot around 10,000rpm where the inlet trumpets lift clear of the throttle bodies. After that it’s a turbocharged surge to the redline. On the road, at lower revs, this slightly unpredictable power delivery shouldn’t be as much of a problem, plus the fantastic engine note always makes up for any of the F4’s quirks. New electronics include a ride-by-wire system and new 50mm Mikuni throttle bodies, anti-wheelie, eight stage traction control, four riding modes, electronic engine braking control, a quickshifter and auto-blipper.
Reliability & build qualityNext up: Value
Build quality and attention to detail is second to none. New underseat tailpipes are now sculpted to form a beautiful undertray section, there are little aerofoils underneath the belly pan for high speed stability and new LED running lights are fitted front and rear. Styling is to die for and the paint finish deep and luscious. MVs have had some reliability issues in the past and spares have been hard to get hold of, but these problems are becoming less and less of an issue nowadays.
Our owners' reviews show buyers seem happy with their purchases.
Value vs rivalsNext up: Equipment
MV Agustas used to be at the top end of the price scale, but that’s no longer the case. It’s not what you’d call cheap and it’s more expensive than its Japanese superbike rivals, but the F4 costs less than the BMW S1000RR Sport, Aprilia RSV4R and Ducati Panigale. The top spec RR is cheaper than the Ducati Panigale S and BMW HP4 Carbon.
As you’d expect, you get lots of toys for your money. They include a full electronic rider aid package (see above), as well as fully-adjustable Marzocchi and Sachs suspension, Brembo monobloc brakes, a multi-function dash and steering damper. The F4 R and F4 RR (see below) has even more goodies fitted as standard.
|Engine type||16v, inline four-cylinder|
|Frame type||Steel trellis/cast ali mix frame and ali single-sided swingarm|
|Fuel capacity||17 litres|
|Front suspension||Fully adjustable 50mm Marzocchi forks|
|Rear suspension||Fully-adjustable single rear Sachs shock|
|Front brake||2 x 320mm discs with four-piston Brembo monobloc calipers|
|Rear brake||210mm single disc with single-piston Nissin caliper|
|Front tyre size||120/70 x 17|
|Rear tyre size||200/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||31 mpg|
|Annual road tax||£93|
|Annual service cost||£400|
17 of 17
How much to insure?
Top speed & performance
|Max power||195 bhp|
|Max torque||81 ft-lb|
|Top speed||185 mph|
|1/4 mile acceleration||-|
|Tank range||120 miles|
Model history & versions
2010 – F4 introduced, replacing the old F4 1000, F4 1000 312.
2013 – F4 revised with new short-stroke engine, ride-by-wire, frame, wheels, exhaust, LED running lights and new electronic riding aids.
F4 R – As F4, fitted with an Ohlins TTX rear shock, lightweight forged aluminium wheels and bodywork featuring ‘R’ logo.
F4RR – Flagship F4 with 201bhp and a raised 14,000rpm rev-limit. Ohlins electronic 43mm NIX forks and TTX rear shock, Ohlins electronic steering damper, lightweight forged aluminium wheels, carbon fibre panels, racing clip-ons, Brembo radial monobloc M50 front brake calipers, raised swingarm pivot, adjustable steering angle and bodywork featuring the ‘RR’ logo.
Other MV Agusta F4 models
- MV Agusta F4 750 review (1999-2004)
- MV Agusta F4 1000 review (2004-2012)
- MV Agusta F4 1000 312 review (2007-2013)
- MV Agusta F4 1000 review (2010-2013)
- MV Agusta F4 1000 review (2013-on)
- MV Agusta F4 1000RC review (2015-on)
- MV Agusta F4 1000RR Corsacorta review (2011-on)
- MV Agusta F4 1078RR 312 review (2008-2013)
Owners' reviews for the MV-AGUSTA F4 1000 (2013 - on)
4 owners have reviewed their MV-AGUSTA F4 1000 (2013 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£400|
Version: EAS ABS
Annual servicing cost: £400
The bike is fantastic and highly emotional. The company still has room for improvement when it comes to after sales.
It feels like a proper race bike. The competition might have upped the ante meanwhile, but the F4 still does not feel anything like outdated. Brakes are superb and the chassis is rock-solid.
With the latest mappings, the engine runs smoothly, is confidence inspiring and has given up its overly snappy character without losing any of its character. The engine sound is very unique for an inline four and it is quite impressive, but not unpleasant. A decent level of tolerance from your neighbours is required.
Build quality is extremely good. There is so much attention to detail. The overall package of the F4 is robust and reliable. Minor things may happen a little more often than on the Japanese competition. The problem is not so much that it cannot be fixed. You just need to be aware that even a simple spare screw might take a week or two to be shipped. But the disastrous lead times of several months seem to be a relic of the past.
Definitely not cheap, but surprisingly fair for an exotic bike.
The bike had all the latest gizmos for the time. Of course, a new Aprilia or BMW will have more sophisticated traction controls and ABS systems on board now, but everything works just fine. And compared to new bikes, the lighting is full Xenon/LED also on the indicators. The quick release fasteners of the fairing provide a little extra sport appearance.
Buying experience: Buying an MV in my opinion and getting happy with it is much more dependent on the dealership than with more common bikes. They need to know the product and maintain a solid relationship to the factory.
Annual servicing cost: £400
As you walk up to her no other bike will make your heart skip a beat like the F4. She is stunning in real life. How her lines flow, the unique exhaust note, her character, everything is perfect. She is as fast as any other 1L super bike on the market today as 99% of day to day riders can't even get close to her full potential. She may not have the most superior tech wizardry but who cares unless you are Rossi or a seasoned club member. She still has traction control and ABS to protect those who dear try and take her over the edge.
I've done +400km journeys on her and I am 6'3". I have dropped the pegs slightly using rear set adaptors (only a $200 mod) and comfort level is very good. General around the town ride quality for a super bike is good. Pillion seat is ok (from a sports bike perspective) and good for short trip commutes with the girlfriend or mistress.
Strong engine - very impressive. When you wonna play harder she screams faster. No dead spots, power curve is predictable but the bite is so good it never gets boring. You mainly spend time worrying about lighting up the rear (if you have TC on 0), that's how good it is.
Unlike its peers none of the parts/fittings haven experienced a major recall or had to undergo a factory change. Build quality is extremely good compared to other brands. Paint work is a work of art, brackets, pegs, stems etc all top notch.
You always make sure you put the best oil and do regular service checks. It's not a very high running cost for a 1L super bike as one might think from an exotic. You actually don't care what the running cost is.
The whole package is top notch. Tyres are Pirelli SC's, quickshifter is decent (up shifts only), front brembo brakes. The seat - peg distance is narrow. Despite the higher seat it is a very aggressive riding position. Recommend adjusting toe pegs and rear sets.
Having only recently purchased the F4 I have to say I love it's looks but not really had chance to put it through it paces