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| | | MV Agusta F4 1000 CC |  Written: 14/11/2006 : 13:46. Read 23843 times (13/day). | “I decided to put my name to this bike as I originally dreamed of it for myself”. This is how Claudio Castiglioni, the Managing Director referred to the new F4 that now carries his initials “CC”.
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The figures for the new MV speak for themselves: 315 kph (195 mph) top speed (auto-limited by tyre specification). Unique in its genre, sculptured by his friend Massimo Tamburini, made with luxurious design and high components hidden in the MV closet, right in that corner where the embryo start to develop: the MV AGUSTA racing department. This model however will never see a race track in earnest due to the size of its engine.
THE EQUIPMENT DIFFERENCES WITH THE F4R
The F4 CC is at the absolute top of the F4 hierarchy. The main differences between it and the more “commercial” F4R can be summed up as follows:
- over 90% of the components are individually tailor made;
- brake and clutch levers that “fold” at the tip in the event of a fall;
- 1078 cc engine;
- 200 CV maximum power with titanium racing exhaust system;
- new timing system;
- smaller alternator;
- one-off mechanical type slipper clutch;
- new forks interior set-up and mono shock absorber
- Brembo Racing monoblock brakes;
- kerb weight 187 kilos without fuel.
THE BIGGEST NEWS LIES IN THE ENGINE
MV increased the bore from 76 mm to 79 and left the stroke unchanged at 55 mm. Cubic capacity thus became 1078 cc – the maximum obtainable from this engine.
The MV Agusta racing department managed by Andea Goggi worked to improve internal fluid dynamics by polishing ducts to gain a few CV.
The new combustion chamber geometry was part of an overall reworking of the heads where computer controlled equipment guaranteed work of the very highest order. The pistons were made lighter than those in the 1000 and con-rod geometry was changed.
The real difference however lies in the timing system that was made from different sized exotic materials for each and every element. The intake and exhaust valves are still radial (unique MV AGUSTA figure), but are now titanium and the intake valves are now bigger measuring 31 instead of 29 mm. With the wider bore, changes were also needed to the camshaft profile. On the other hand, the valve bowls (still steel) were decreased in size to lose a few grammes weight. They were decreased from 28 to 26 mm but still have double springs. These bowls, along with the keepers, valve guides and valve seats are all made by Del West, the American market leader in this sector, and despite the exorbitant price of these components, they were perfect for a machine as exclusive as the F4CC.
The weight saved by these higher working speed components led to improved engine “usability” not to mention the fact that they shaved 4 kilos off the weight of the F4CC engine as against the F4R.
Other components that contributed to weight savings were the magnesium timing, gearbox, clutch, blow-by and alternator covers. The alternator cover in particular made a significant difference to the scales given that it alone made a difference of about 2 kilos in comparison to the one fitted to the F4R.
Size, obviously makes a difference so the new smaller version meant modifications had to be made to the upper block due to the shape of the new alternator and new hose connections. The fuel feed system included bigger throttle bodies that went to 48 mm as against the 46 mm ones fitted to the F4R. Like the F4 1000 Tamburini, the key to the F4CC engine performance lies with the revolutionary, patented Torque Shift System (TSS). The end result is again an engine without parallel. Like its 2007 “R” sister, the F4CC fully complies with Euro 3 standards with the following components: lambda probe, catalyser and one-piece exhaust system. The Engine Brake System (EBS) must also be mentioned. This acts as a torque limiter under deceleration. This system was first launched with the F4 1000 series. The F4CC also features a mechanical type slipper clutch with ramps and roller bearings. It is a one-off item of equipment.
THE FRAME: NUMEROUS TAILOR MADE COMPONENTS
Not one item is made using traditional industrial methods and this has an obvious effect on the price of the F4CC. All the frame peripheral components were tailor made. This includes the fork feet, the footpegs (shim adjustable and “filed down” to reduce weight), the upper steering column plate and levers. Every item has been carefully designed then hand built using techniques that the racing department has applied over the years. The F4 frame is made from chrome molybdenum that, while being very light, offers the rigidity that any Superbike putting out more than 200 CV must have. This frame is used widely in the F4 range and remains unchanged on the F4CC. The swing arm and frame plates are superlight magnesium and the choice of a mono arm demonstrates not only how solid this unit is, but the sight of one side of the rear wheel being completely “exposed” further underlines the fact that this is a 100,000 euro MV Agusta.
THE SUSPENSION: NEW SUSPENSION SOLUTIONS
Suspension solutions are the result of extensive research and close collaboration with riders that always want to feel the bike “hands-on”.  
BREMBO RACING BRAKES
The F4CC is fitted with 100% Brembo Racing brakes. This system is an exact copy of the one used on racing bikes that have two 310 X 6 mm discs up front with monoblock calipers housing 4 pistons and 2 pads. A single 220 mm disc looks after braking at the rear. The only difference between the “official” Brembo race brakes lies in the second dust cover fitted to road going F4CC version. This serves to reduce wear on the brakes that certainly will not be serviced as often as those on a pure racing version. 
The forged aluminium Brembo Super Light “Y” spoked wheels come in a new colour and measure 3.50 x 17” and 6.00 x 17”. They are fitted with Pirelli Dragon Supercorsa Pro tyres measuring 120/70 and 190/55.
F4 Special 100 C.C.
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 1078 cm3 (65.8 cu. in.)
Compression ratio 13:1
Starting Electric
Bore x stroke 79 mm x 55 mm (3.1 in. x 2.2 in. )
Max. horse power - r.p.m. (at the crankshaft) 147 Kw (200 HP) at 12200 with titanium exhaust system - Lim. 13000 r.p.m.
Max. torque - r.p.m. 125 Nm (12.75 Kgm) at 9000 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 5SM ignition - injection integrated system; induction discharge electronic ignition, “Multipoint” electronic injection;
Variable height intake ducts with Torque Shift System (TSS)
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 129.8 Km/h (80.6 mph) at 13000 r. p. m.
Second gear: Speed* 16/34 178.5 Km/h (110.8 mph) at 13000 r. p. m.
Third gear: Speed* 18/32 213.4 Km/h (132.5 mph) at 13000 r. p. m.
Fourth gear: Speed* 20/30 252.9 Km/h (157.0 mph) at 13000 r. p. m.
Fifth gear: Speed* 22/29 287.8 Km/h (178.7 mph) at 13000 r. p. m.
Sixth gear: Speed* 21/25 315.0 Km/h (195.6 mph) at 13000 r. p. m.
Final velocity ratio 15x39
ELECTRICAL EQUIPMENT
Voltage 12 V
Alternator 365 W at 6000 r.p.m.
Battery 12 V - 9 Ah
DIMENSIONS AND WEIGHT
Wheelbase 1408 mm (55.40 in.)
Overall lenght 2007 mm (79.01 in.)
Overall width 685 mm (26.97 in.)
Saddle height 810 mm (31.87 in.)
Min. ground clearance 130 mm (5.12 in.)
Trail 103.8 mm (4.08 in.)
Weight with fuel tank empty 187 Kg (412.6 lb)
Fuel tank capacity 21 l (5.54 U.S. gal.) - reserve fuel: 4 l (1.05 U.S. gal. )
PERFORMANCE
Maximum speed* 315.0 Km/h (195.6 mph) (self-limited for tires homologation)
FRAME
Type CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Magnesium alloy
FRONT SUSPENSION
Type “UPSIDE - DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload adjustment
Rod dia. 50 mm (1.97 in.) with carbonitriding treatment
Travel on leg axis 129 mm (5.07 in.)
REAR SUSPENSION
Type Progressive, F.1-derived single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload
Single sided swing arm: material Magnesium alloy
Wheel travel 120 mm (4.72 in.)
BRAKE
Front brake “Brembo Racing” double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking band - Th. 6 mm (0.23 in) and aluminum flange
Front brake caliper Solid-machined, “Brembo Racing”, radial-type with 4 pistons - Ø 34 mm (Ø 1.34 in.)
Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
Rear brake caliper With 4 pistons - Ø 25,4 mm (Ø 1.00 in.)
RIM
Front: Material / size Forged aluminium alloy 3.50 ” x 17 ”
Rear: Material / size Forged aluminium alloy 6.00 ” x 17 ”
TYRES
Front 120/70 - ZR 17 (58W)
Rear 190/55 - ZR 17 (75 W)
FAIRING
Material Carbon Fiber
* = Top speed attained on closed course.
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| Comments | |
 crazybatman (14-11-2006): Euh bon, puisqu'on est dans le domaine du fantasme, je préfère de loin la ducati desmodici qui coûtera tout de même moitié moins cher avec inclus dans le prix 3 ans d'entretien, une housse moto, une béquille paddock, et pour ceux qui sont restés un peu enfant, des jolis stickers sponsors... elle est pas belle la vie!
ps: c'est combien l'assurance d'un tel joujou?
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crazybatman (14-11-2006): Ca fait beaucoup pour une machine semble-t-il assez peut utilisable au quotidien.
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(not translated yet) MV Agusta Brutale 1090RR à Misano Adriatico
