CHASSIS
The chassis of the new F4 1000 S traces the existent
lines of the 750cc version and is still the only
one in the manufactured four-cylinders to be made
with a chromium molybdenum steel pipe girder structure.
An advantageous solution in terms of cross compactness,
mechanical accessibility and torsion rigidity entirely
built in the MV Agusta factory in Morazzone.
The pipe structure is joined to the fork hub plates
where both the rear suspension rocker arm and saddle
chassis are connected. A great style sensation,
the single-arm fork sculpture has become a demonstration
of the creativity and skill of CRC technicians for
conceptual rationality and beauty.
THE SUSPENSION
The chassis section communes with high level suspensions.
The rear Sachs Racing shock absorber equipped with
both dual compression calibration (high 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,
a record value in standard production. The F4 1000S
and 1+1, like the less cylinder capacity sister,
is equipped with an Ohlins steering shock absorber
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 steering plates; the upper one
has a diamond prismatic form while the lower one
has a frontal bridge appearance that improves the
air flow to the radiator.
BRAKING SYSTEM
The front braking system is made up of two exclusive
"Nissin F4" 6 contrasting piston collets (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 flanges. The rear brake
is the same equipped with a 4 contrasting piston
collets that works on a 2100mm diameter disk. The
front Nissin clutch and brake controls boast patented
liquid tank lowered positioning 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 e 1+1 rubberised 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 ENGINE
The new 998cc engine, initially baptised with the
name F5, was born in 2001. While still tracing what
was conceptually proposed in the 750 EV configuration,
the new propeller was subject to a series of important
innovations also maturing thanks to the experience
acquired in Endurance races with Steven Casaer's
Maxim team. In two years of work the Belgian driver
grinded tens of thousands of kilometres obtaining
encouraging results in racing terms but especially
providing precious data for the evolution of the
new propeller.
The Belgian driver's indications were then compared
with Andrea Mazzali's, Italian driver who is currently
racing in the SBK national championships with a
F4 equipped with a 1000cc propeller. Technically
the propeller 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 propeller
by 2637 grams.
The weight savings was obtained by integrally redesigning
the main mechanical parts, with special attention
to the reciprocating motion masses, as can be seen
in the enclosed table. From the pure performance
standpoint, the new MV Agusta propeller is destined
to become a new reference point for power and torque.
The new Schiranna aligned four cylinders is able
to maximum power to the 122 Kw (165CV), 11700 rpm
driving shaft able to extend up to 12700rpm regime
where the limiter takes over while torque reaches
109 Nw (11,1 Kgm), 10200 rpm.
MECHANICAL PARTS WEIGHT SAVINGS IN GRAMS
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
gears derived by the unit installed on the propeller
that was installed on the glorious GP Cagivas. The
new propeller differs from the 750EV unit by the
introduction of an innovative vibration system that
does not work on the clutch but directly on the
feeding in order to reduce the engine brake in release.
The system takes advantage of a valve positioned
on the cylinder 2 exhaust pipe found downstream
of the feeder throttle.
This device permits the 2 cylinder to distribute
torque in the detached phase (or when the feeder
throttles are closed) through a totally electronic
control system. Observing the enclosed graph, the
advantage in terms of high and medium regime engine
brake reduction appear evident. The F4 1000 propeller,
in addition to being highperformance, 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 "organ pipe" mufflers.
