PTA Planes, Trains & Automobiles
Gemotoriseerd of niet, alles op wielen heeft hier een plek. Van oldtimers tot je nieuwe fiets, van Smart tot brandweerwagen, post het hier!
Thema: MV Agusta
Wat betreft de specs heb ik een en ander eruit gefilterd omdat ik anders 2 pages met de OP verbruik. Voor de liefhebber zijn de volledige specs van elke motor hier te vinden.
F4 1000 S - S 1+1
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 122 Kw (166 HP) at 11750 - Lim. 12700 r.p.m.
Max. torque - r.p.m. 109 Nm (11.1 Kgm) at 10200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 77.5 mph at 12700 r.p.m.
Second gear: Speed* 16/34 106.7 mph at 12700 r.p.m.
Third gear: Speed* 18/32 127.5 mph at 12700 r.p.m.
Fourth gear: Speed* 20/30 151.2 mph at 12700 r.p.m.
Fifth gear: Speed* 22/29 172.0 mph at 12700 r.p.m.
Sixth gear: Speed* 21/25 186.9 mph at 12700 r.p.m.
Final velocity ratio 16x41
P r e s s I n f o r m a t i o n
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.
750 EV PISTONS 1000 PISTONS
750 EV DRIVING SHAFT 1000 DRIVING SHAFT
P r e s s I n f o r m a t i o n
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.
P r e s s I n f o r m a t i o n
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.
F4 SPR
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 45.7 cu. in.
Compression ratio 13:1
Starting Electric
Bore x stroke 2.9 in. x 1.7 in.
Max. horse power - r.p.m. (at the crankshaft) 107,3 Kw (146 HP) at 13000 - Lim. 13900 r.p.m. with RG3 + Eprom
Max. torque - r.p.m. 8,2 Kgm at 11000
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 47/81
Gear ratio Close ratio (n°3 final ratio equipment)
First gear: Speed* 14/37 84.9 mph 87.1 mph 89.4 mph at 13900 r.p.m.
Second gear: Speed* 16/33 108.7 mph 111.6 mph 114.6 mph at 13900 r.p.m.
Third gear: Speed* 15/27 124.6 mph 127.8 mph 131.3 mph at 13900 r.p.m.
Fourth gear: Speed* 19/30 142.0 mph 145.8 mph 149.7 mph at 13900 r.p.m.
Fifth gear: Speed* 23/33 156.3 mph 160.4 mph 164.8 mph at 13900 r.p.m.
Sixth gear: Speed* 18/24 168.2 mph 172.6 mph 177.6 mph at 13900 r.p.m.
Final velocity ratio 15x39 15 x 38 15x37
P r e s s I n f o r m a t i o n
F4 SPR: THE CULT OF SPEED
The SPR is, like the AGO, the fastest and most powerful F4 750 cc of the MV AGUSTA 2004 range.
Created for the clientele that uses the motorcycle mainly on tracks, the SPR is a synthesis of a long tuning process
to the Evolution engine.
The technical staff at MV AGUSTA designed a new cylinder head, new inlet ducts, and redesigned the
combustion chamber. Also thanks to the new “MAHLE” pistons, forged and with cooling oil jets, the SPR engine
reaches a stratospheric threshold of the rev limiter at 13,900rpm.
A further and significant
development involved the
primary transmission, now with
shorter ratios, equipped with a
reinforced clutch. As a
demonstration of its racing spirit,
the SPR comes with a close ratio
gearbox whilst having a long first
gear with respect to the EV03
model; this solution in
conjunction with the possibility
to choose three different final
transmission ratios, allows one to
match the motorcycle’s performance to any type of track.
Those of whom will use the SPR on track may further increase performance by adopting the RG3
open exhaust, available as an optional.
On a vehicle conceived for such an extreme use, much attention has been directed towards weight reduction,
working not only on the engine but also on many components concerning the bodywork. In fact, numerous
parts in carbon fibre are evident: the front mudguard, the ignition system cover, the upper and lower chainguard
protections, the carbon cover for inlet ducts and side panel for air box
Apart from their inherent properties of light weight and mechanical resistance, these give greater
product value to the aesthetics.
Even the graphical choices underline the “racing” philosophy of this model.
The SPR is available only in opaque black enriched by unique graphical details aimed at underlining the more
impressive performance and sports characteristics.
P r e s s I n f o r m a t i o n
! New inlet ducts hand polished
! New timing buckets with new surface treatment.
! New springs for inlet valves.
! New Mahle Racing pistons.
EV SPR
! Increased compression ratio (13:1).
! Reinforced clutch (discs with different trim and material).
! Close ratio gearbox with new longer first gear.
! Three different final ratios homologated (14/37, 38, 39).
! Rev limiter at 13,900rpm.
The engine of the SPR, like the AGO and the S EVO3, gets the external
painting of the following components:
1. Clutch cover painted in MV AGUSTA grey.
2. Sprocket cover painted in MV AGUSTA grey.
3. Phonic wheel cover painted in MV AGUSTA grey.
F4 1000 TAMBURINI
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 127 Kw (172.8 HP) at 11750 - Lim. 12850 r.p.m.
Max. torque - r.p.m. 113 Nm (11.5 Kgm) at 9200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 78.5 mph at 12850 r.p.m.
Second gear: Speed* 16/34 108.0 mph at 12850 r.p.m.
Third gear: Speed* 18/32 129.1 mph at 12850 r.p.m.
Fourth gear: Speed* 20/30 152.9 mph at 12850 r.p.m.
Fifth gear: Speed* 22/29 174.0 mph at 12850 r.p.m.
Sixth gear: Speed* 21/25 190.6 mph at 12850 r.p.m.
Final velocity ratio 16x41
F4 1000 AGOSTINI
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 13:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 122 Kw (166 HP) at 11750 - Lim. 12700 r.p.m.
Max. torque - r.p.m. 109 Nm (11.1 Kgm) at 10200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 77.5 mph at 12700 r.p.m.
Second gear: Speed* 16/34 106.7 mph at 12700 r.p.m.
Third gear: Speed* 18/32 127.5 mph at 12700 r.p.m.
Fourth gear: Speed* 20/30 151.2 mph at 12700 r.p.m.
Fifth gear: Speed* 22/29 172.0 mph at 12700 r.p.m.
Sixth gear: Speed* 21/25 186.9 mph at 12700 r.p.m.
Final velocity ratio 16x41
F4 S 1+1
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 45.7 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 2.9 in. x 1.7 in.
Max. horse power - r.p.m. (at the crankshaft) 100,7 Kw (137 CV) at 12600 - Lim. 13300 r.p.m.
Max. torque - r.p.m. 8,3 Kgm at 10500
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear box Cassette gearbox; six speed, constant mesh
Primary drive 47/81
Gear ratio -
First gear: Speed 13/38 71.6 mph at 13300 r.p.m.
Second gear: Speed* 14/31 94.5 mph at 13300 r.p.m.
Third gear: Speed* 18/32 117.7 mph at 13300 r.p.m.
Fourth gear: Speed* 20/30 139.5 mph at 13300 r.p.m.
Fifth gear: Speed* 22/29 158.7 mph at 13300 r.p.m.
Sixth gear: Speed* 21/25 175.7 mph at 13300 r.p.m.
Final velocity ratio 15x40
P r e s s I n f o r m a t i
F4 S/1+1: PASSION AND REASON
Cloned from the unrepeatable F4 Serie Oro,the S having an excellent price versus quality ratio, it
represents the entry level to live the pleasure of owning an F4. Available in the commemorative
chromatic red and silver version or in the luminous “Diamond” colour, the F4S is produced as both
a single or double seater.
In this latter version, named 1+1, the passenger seat was obtained with the intention of maintaining
unaltered the stylistical flow of the spectacular arrow type tailend.
In achieving this objective, the passenger seat is the same colour as the bodywork and the relative
footrests are designed to integrate themselves perfectly within the extraordinary F4 lines.
The modifications of the Model Year 2004
1. Mudguard painted in red or silver .
2. Catalyst
The Chassis:
The frame of the F4 is universally considered as the absolute technical benchmark in the
motorcycle field.
Designed to guarantee maximum access to all mechanical components and to give rock solid
torsional rigidity, it is characterized by a mixed structure of chromium molybdenum steel tubes and
swingarm support plates in aluminium. Connected to these is the rear suspension’s rocker arm and
the rear subframe which is made of aluminium tubes. Both the trestles for the frame and rear
subframe are produced entirely by MV AGUSTA.
The detail that most captures the imagination of the passionate is surely the sculpted single
swingarm. A structure that for rational conception and visible impact has become the manifest of
creativity and expertise of CRC’s technical staff. The dialogue between the frame and front
suspension occurs by means of a Showa upside down fork with legs which are 49mm in diameter.
The the F4 also boast the Sachs shock absorber with double regulation for compression.
The F4 are equipped with a Ohlins steering damper placed transversally with respect to the
direction of motion. This component is fixed to the frame on both extremities in order to function
symmetrically. Particularly seductive are the steering plates; the upper has a prismatic diamond
shape whilst the lower presents a bridge-like frontal view which improves the air flow to the
P r e s s I n f o r m a t i
radiator. The front brake system is comprised of two exclusive “Nissin F4” six piston calipers with
differentiated diameters, and 310mm diameter disc brakes..
The clutch and Nissin front brake commands boast the patent of the lowered position hydraulic
fluid containers aimed at obtaining a complete visual of the instrumentation which includes a clock
.
The engine
Characterized by a design coherent with the legendary 500 GP bikes of the past, the four cylinder
inline with double overhead camshafts has undergone a series of important updates which have
been introduced to increase the already impressive amount of power and torque. The improvements
carried-out by MV AGUSTA’s technical staff were developed through the introduction of the
following modifications:
• Malhe stamped pistons
• Malhe cylinder block
• Crankshaft lighter by 1kg
• Redesigned combustion chamber
• Exhaust valves with flat head
• Valve springs with variable step
• Jets for cooling the underside of the pistons
• Modified clutch hub aimed at increasing its resistance
• New exhaust manifold 4 in 1 in 2 equiped with compensators
• New ratios for the primary and final drives
• New oil filter and relative fixing system
The refined technical features remain unaltered which make this MV AGUSTA propulsion unit the
most exclusive four cylinder inline engine in worldwide production, like the radial valves or the
exceptional removable gearbox derived from Cagiva GP.
F4 Kit Mamba
voorgaande delen:
De eerste fok! motormeet?
De eerste Fok! motormeet! (deel 2)
De tweede Fok! motormeet!
De tweede Fok! motormeet! (deel 2)
De tweede Fok! motormeet! (deel 3)
De tweede Fok! motormeet! (deel 4)
De tweede Fok! motormeet! (deel 5)
De tweede Fok! MotorMeet! (deel 6)
De tweede Fok! MotorMeet! (deel 7)
De tweede Fok!MotorMeet (deel 8)
De tweede Fok!MotorMeet (deel 9)
De tweede Fok!MotorMeet (deel 10)
De tweede Fok!MotorMeet (deel 11)
De tweede Fok!MotorMeet (deel 12)
De tweede Fok!MotorMeet (deel 13)
De tweede Fok!MotorMeet (deel 14)
De tweede Fok!MotorMeet (deel 15)
De tweede Fok!MotorMeet (deel 16)
De tweede Fok!MotorMeet (deel 17)
De tweede Fok!MotorMeet (deel 18)
De Tweede FOKMotormeet (deel 19)
De Tweede FOK MotorMeet - Part 20
(FOK MC) Suzuki GSX-R (deel1)
[FOK MC] Honda CBR [deel 2]
[Fok MC] Kawasaki 'Let the good times roll' [deel 3]
[FOK MC] Yamaha R-series [deel 4]
[FOK MC] BMW R-series[deel 5]
[FOK MC] SuperMotards [deel 6]
[Fok MC] De derde Fok! MotorMeet!
Wat betreft de specs heb ik een en ander eruit gefilterd omdat ik anders 2 pages met de OP verbruik. Voor de liefhebber zijn de volledige specs van elke motor hier te vinden.
F4 1000 S - S 1+1
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 122 Kw (166 HP) at 11750 - Lim. 12700 r.p.m.
Max. torque - r.p.m. 109 Nm (11.1 Kgm) at 10200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 77.5 mph at 12700 r.p.m.
Second gear: Speed* 16/34 106.7 mph at 12700 r.p.m.
Third gear: Speed* 18/32 127.5 mph at 12700 r.p.m.
Fourth gear: Speed* 20/30 151.2 mph at 12700 r.p.m.
Fifth gear: Speed* 22/29 172.0 mph at 12700 r.p.m.
Sixth gear: Speed* 21/25 186.9 mph at 12700 r.p.m.
Final velocity ratio 16x41
P r e s s I n f o r m a t i o n
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.
750 EV PISTONS 1000 PISTONS
750 EV DRIVING SHAFT 1000 DRIVING SHAFT
P r e s s I n f o r m a t i o n
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.
P r e s s I n f o r m a t i o n
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.
F4 SPR
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 45.7 cu. in.
Compression ratio 13:1
Starting Electric
Bore x stroke 2.9 in. x 1.7 in.
Max. horse power - r.p.m. (at the crankshaft) 107,3 Kw (146 HP) at 13000 - Lim. 13900 r.p.m. with RG3 + Eprom
Max. torque - r.p.m. 8,2 Kgm at 11000
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 47/81
Gear ratio Close ratio (n°3 final ratio equipment)
First gear: Speed* 14/37 84.9 mph 87.1 mph 89.4 mph at 13900 r.p.m.
Second gear: Speed* 16/33 108.7 mph 111.6 mph 114.6 mph at 13900 r.p.m.
Third gear: Speed* 15/27 124.6 mph 127.8 mph 131.3 mph at 13900 r.p.m.
Fourth gear: Speed* 19/30 142.0 mph 145.8 mph 149.7 mph at 13900 r.p.m.
Fifth gear: Speed* 23/33 156.3 mph 160.4 mph 164.8 mph at 13900 r.p.m.
Sixth gear: Speed* 18/24 168.2 mph 172.6 mph 177.6 mph at 13900 r.p.m.
Final velocity ratio 15x39 15 x 38 15x37
P r e s s I n f o r m a t i o n
F4 SPR: THE CULT OF SPEED
The SPR is, like the AGO, the fastest and most powerful F4 750 cc of the MV AGUSTA 2004 range.
Created for the clientele that uses the motorcycle mainly on tracks, the SPR is a synthesis of a long tuning process
to the Evolution engine.
The technical staff at MV AGUSTA designed a new cylinder head, new inlet ducts, and redesigned the
combustion chamber. Also thanks to the new “MAHLE” pistons, forged and with cooling oil jets, the SPR engine
reaches a stratospheric threshold of the rev limiter at 13,900rpm.
A further and significant
development involved the
primary transmission, now with
shorter ratios, equipped with a
reinforced clutch. As a
demonstration of its racing spirit,
the SPR comes with a close ratio
gearbox whilst having a long first
gear with respect to the EV03
model; this solution in
conjunction with the possibility
to choose three different final
transmission ratios, allows one to
match the motorcycle’s performance to any type of track.
Those of whom will use the SPR on track may further increase performance by adopting the RG3
open exhaust, available as an optional.
On a vehicle conceived for such an extreme use, much attention has been directed towards weight reduction,
working not only on the engine but also on many components concerning the bodywork. In fact, numerous
parts in carbon fibre are evident: the front mudguard, the ignition system cover, the upper and lower chainguard
protections, the carbon cover for inlet ducts and side panel for air box
Apart from their inherent properties of light weight and mechanical resistance, these give greater
product value to the aesthetics.
Even the graphical choices underline the “racing” philosophy of this model.
The SPR is available only in opaque black enriched by unique graphical details aimed at underlining the more
impressive performance and sports characteristics.
P r e s s I n f o r m a t i o n
! New inlet ducts hand polished
! New timing buckets with new surface treatment.
! New springs for inlet valves.
! New Mahle Racing pistons.
EV SPR
! Increased compression ratio (13:1).
! Reinforced clutch (discs with different trim and material).
! Close ratio gearbox with new longer first gear.
! Three different final ratios homologated (14/37, 38, 39).
! Rev limiter at 13,900rpm.
The engine of the SPR, like the AGO and the S EVO3, gets the external
painting of the following components:
1. Clutch cover painted in MV AGUSTA grey.
2. Sprocket cover painted in MV AGUSTA grey.
3. Phonic wheel cover painted in MV AGUSTA grey.
F4 1000 TAMBURINI
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 127 Kw (172.8 HP) at 11750 - Lim. 12850 r.p.m.
Max. torque - r.p.m. 113 Nm (11.5 Kgm) at 9200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 78.5 mph at 12850 r.p.m.
Second gear: Speed* 16/34 108.0 mph at 12850 r.p.m.
Third gear: Speed* 18/32 129.1 mph at 12850 r.p.m.
Fourth gear: Speed* 20/30 152.9 mph at 12850 r.p.m.
Fifth gear: Speed* 22/29 174.0 mph at 12850 r.p.m.
Sixth gear: Speed* 21/25 190.6 mph at 12850 r.p.m.
Final velocity ratio 16x41
F4 1000 AGOSTINI
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 60.8 cu. in.
Compression ratio 13:1
Starting Electric
Bore x stroke 3.0 in. x 2.2 in.
Max. horse power - r.p.m. (at the crankshaft) 122 Kw (166 HP) at 11750 - Lim. 12700 r.p.m.
Max. torque - r.p.m. 109 Nm (11.1 Kgm) at 10200 r.p.m.
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 77.5 mph at 12700 r.p.m.
Second gear: Speed* 16/34 106.7 mph at 12700 r.p.m.
Third gear: Speed* 18/32 127.5 mph at 12700 r.p.m.
Fourth gear: Speed* 20/30 151.2 mph at 12700 r.p.m.
Fifth gear: Speed* 22/29 172.0 mph at 12700 r.p.m.
Sixth gear: Speed* 21/25 186.9 mph at 12700 r.p.m.
Final velocity ratio 16x41
F4 S 1+1
ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 45.7 cu. in.
Compression ratio 12:1
Starting Electric
Bore x stroke 2.9 in. x 1.7 in.
Max. horse power - r.p.m. (at the crankshaft) 100,7 Kw (137 CV) at 12600 - Lim. 13300 r.p.m.
Max. torque - r.p.m. 8,3 Kgm at 10500
Cooling system Liquid cooled, water-oil heat exchanger
Engine management system “Weber Marelli” 1,6 M ignition - injection integrated system; induction discharge electronic ignition,“Multipoint” electronic injection
Clutch Wet, multi - disc
Gear box Cassette gearbox; six speed, constant mesh
Primary drive 47/81
Gear ratio -
First gear: Speed 13/38 71.6 mph at 13300 r.p.m.
Second gear: Speed* 14/31 94.5 mph at 13300 r.p.m.
Third gear: Speed* 18/32 117.7 mph at 13300 r.p.m.
Fourth gear: Speed* 20/30 139.5 mph at 13300 r.p.m.
Fifth gear: Speed* 22/29 158.7 mph at 13300 r.p.m.
Sixth gear: Speed* 21/25 175.7 mph at 13300 r.p.m.
Final velocity ratio 15x40
P r e s s I n f o r m a t i
F4 S/1+1: PASSION AND REASON
Cloned from the unrepeatable F4 Serie Oro,the S having an excellent price versus quality ratio, it
represents the entry level to live the pleasure of owning an F4. Available in the commemorative
chromatic red and silver version or in the luminous “Diamond” colour, the F4S is produced as both
a single or double seater.
In this latter version, named 1+1, the passenger seat was obtained with the intention of maintaining
unaltered the stylistical flow of the spectacular arrow type tailend.
In achieving this objective, the passenger seat is the same colour as the bodywork and the relative
footrests are designed to integrate themselves perfectly within the extraordinary F4 lines.
The modifications of the Model Year 2004
1. Mudguard painted in red or silver .
2. Catalyst
The Chassis:
The frame of the F4 is universally considered as the absolute technical benchmark in the
motorcycle field.
Designed to guarantee maximum access to all mechanical components and to give rock solid
torsional rigidity, it is characterized by a mixed structure of chromium molybdenum steel tubes and
swingarm support plates in aluminium. Connected to these is the rear suspension’s rocker arm and
the rear subframe which is made of aluminium tubes. Both the trestles for the frame and rear
subframe are produced entirely by MV AGUSTA.
The detail that most captures the imagination of the passionate is surely the sculpted single
swingarm. A structure that for rational conception and visible impact has become the manifest of
creativity and expertise of CRC’s technical staff. The dialogue between the frame and front
suspension occurs by means of a Showa upside down fork with legs which are 49mm in diameter.
The the F4 also boast the Sachs shock absorber with double regulation for compression.
The F4 are equipped with a Ohlins steering damper placed transversally with respect to the
direction of motion. This component is fixed to the frame on both extremities in order to function
symmetrically. Particularly seductive are the steering plates; the upper has a prismatic diamond
shape whilst the lower presents a bridge-like frontal view which improves the air flow to the
P r e s s I n f o r m a t i
radiator. The front brake system is comprised of two exclusive “Nissin F4” six piston calipers with
differentiated diameters, and 310mm diameter disc brakes..
The clutch and Nissin front brake commands boast the patent of the lowered position hydraulic
fluid containers aimed at obtaining a complete visual of the instrumentation which includes a clock
.
The engine
Characterized by a design coherent with the legendary 500 GP bikes of the past, the four cylinder
inline with double overhead camshafts has undergone a series of important updates which have
been introduced to increase the already impressive amount of power and torque. The improvements
carried-out by MV AGUSTA’s technical staff were developed through the introduction of the
following modifications:
• Malhe stamped pistons
• Malhe cylinder block
• Crankshaft lighter by 1kg
• Redesigned combustion chamber
• Exhaust valves with flat head
• Valve springs with variable step
• Jets for cooling the underside of the pistons
• Modified clutch hub aimed at increasing its resistance
• New exhaust manifold 4 in 1 in 2 equiped with compensators
• New ratios for the primary and final drives
• New oil filter and relative fixing system
The refined technical features remain unaltered which make this MV AGUSTA propulsion unit the
most exclusive four cylinder inline engine in worldwide production, like the radial valves or the
exceptional removable gearbox derived from Cagiva GP.
F4 Kit Mamba
voorgaande delen:
De eerste fok! motormeet?
De eerste Fok! motormeet! (deel 2)
De tweede Fok! motormeet!
De tweede Fok! motormeet! (deel 2)
De tweede Fok! motormeet! (deel 3)
De tweede Fok! motormeet! (deel 4)
De tweede Fok! motormeet! (deel 5)
De tweede Fok! MotorMeet! (deel 6)
De tweede Fok! MotorMeet! (deel 7)
De tweede Fok!MotorMeet (deel 8)
De tweede Fok!MotorMeet (deel 9)
De tweede Fok!MotorMeet (deel 10)
De tweede Fok!MotorMeet (deel 11)
De tweede Fok!MotorMeet (deel 12)
De tweede Fok!MotorMeet (deel 13)
De tweede Fok!MotorMeet (deel 14)
De tweede Fok!MotorMeet (deel 15)
De tweede Fok!MotorMeet (deel 16)
De tweede Fok!MotorMeet (deel 17)
De tweede Fok!MotorMeet (deel 18)
De Tweede FOKMotormeet (deel 19)
De Tweede FOK MotorMeet - Part 20
(FOK MC) Suzuki GSX-R (deel1)
[FOK MC] Honda CBR [deel 2]
[Fok MC] Kawasaki 'Let the good times roll' [deel 3]
[FOK MC] Yamaha R-series [deel 4]
[FOK MC] BMW R-series[deel 5]
[FOK MC] SuperMotards [deel 6]
[Fok MC] De derde Fok! MotorMeet!
Huh? Doen we weer een andere opzet? Zo wordt het er niet duidelijker op met al die topicnamen.
Zo wordt het er niet duidelijker op met al die topicnamen.
Capa del satén blanco, Cuerpo del acero, Corazón del oro.
OPM
nee, maar ik heb een algemene naam gekozen zodat we die oneindig kunnen gebruiken. en een SC topic omdat dit de insteek is van de mods. of we een aparte topic voor alleen de meets erbij doen moet nog worden bezien.quote:Op maandag 15 maart 2004 18:08 schreef hollander172 het volgende:
Huh? Doen we weer een andere opzet? Zo wordt het er niet duidelijker op met al die topicnamen.
thx, hij is hequote:Op maandag 15 maart 2004 18:13 schreef ZX9R het volgende:
Jeetje.
Wat een OP.
OPM
he 
Ah okee, vond het al apart aangezien dit de tweede wijziging binnen een week is.quote:Op maandag 15 maart 2004 18:26 schreef One_Punch_Mickey het volgende:
[..]
nee, maar ik heb een algemene naam gekozen zodat we die oneindig kunnen gebruiken. en een SC topic omdat dit de insteek is van de mods. of we een aparte topic voor alleen de meets erbij doen moet nog worden bezien.
Maar als we deze naam aanhouden dan moet er gewoon een meet topic naast hoewel ik vrees dat dat niet gaat werken met de incrowd die over het algemeen deze topics vol spamt.
Capa del satén blanco, Cuerpo del acero, Corazón del oro.
Hier dus verder?
Owkee, is goed. Hier verder
Owkee, is goed. Hier verder
Lake Titikaka, where people are bred without a bunghole....
Whats a bunghole? You're a bunghole! Bunghole!
Whats a bunghole? You're a bunghole! Bunghole!
Die heb er expres uitgelatenquote:Op maandag 15 maart 2004 19:04 schreef PatrickM het volgende:
OPM...
DIT IS PURE HEILSCHENNIS....
ik mis namelijk de MV Agusta Brutale
Noem 't dan het MV Agusta F4 topic...
quote:Op maandag 15 maart 2004 19:05 schreef One_Punch_Mickey het volgende:
[..]
Die heb er expres uitgelaten
Jups... voor de puurheid van de topictitel... want tja... nu klopt het natuurlijk nietquote:Op maandag 15 maart 2004 19:17 schreef One_Punch_Mickey het volgende:
das waar, ff modje vragen dan ?
<edit>
Topic titel klopt wel, alleen in je eigen tekst moet je ff F4 achter Thema: MV Agusta zetten
ben je nu serieus? zoja, ff opletten he:quote:Op maandag 15 maart 2004 19:19 schreef PatrickM het volgende:
[..]
Jups... voor de puurheid van de topictitel... want tja... nu klopt het natuurlijk niet
is de titel, dus geen ge-mv agusta ofzo...quote:Fok Motorclub [SC deel1]
zie editquote:Op maandag 15 maart 2004 19:22 schreef One_Punch_Mickey het volgende:
[..]
ben je nu serieus? zoja, ff opletten he:
[..]
is de titel, dus geen ge-mv agusta ofzo...
Ik zat ff niet op te letten laat maar zeggen
ga je dan ook mee naar het Noorden? ik weet trouwens niet wanneer we de tocht in het buitenland houden...quote:nog 2 weekjes en dan kan ik m ophalen...
ja ok zal ik ff doen, zo kan er dus ook een brutale thema komen...ooitquote:Op maandag 15 maart 2004 19:24 schreef PatrickM het volgende:
[..]
zie edit
Ik zat ff niet op te letten laat maar zeggen
Ik moet m sowiezo in het Noorden ophalen (motor staat in Leeuwarden)quote:Op maandag 15 maart 2004 19:24 schreef One_Punch_Mickey het volgende:
[..]
ga je dan ook mee naar het Noorden?
Ennuh, wanneer gingen jullie naar het Noorden, 11 april toch?
Grote kans dat ik mee ga ja (tenzij ik 'm niet voor die tijd op kan halen, maar als het goed is kan ik 'm dus over 2 weken ophalen)
(tenzij ik 'm niet voor die tijd op kan halen, maar als het goed is kan ik 'm dus over 2 weken ophalen)
*mee eens isquote:Op maandag 15 maart 2004 19:26 schreef SuperFour het volgende:
Hahahahahaha...
Maare, de brutale hoort er wel bij, vind ik...!
Mooie machine....
mooi zeker, maar past niet in dit rijtje thuis.quote:Op maandag 15 maart 2004 19:26 schreef SuperFour het volgende:
Hahahahahaha...
Maare, de brutale hoort er wel bij, vind ik...!
Mooie machine....
Hmmm, een modje heeft dat meeting topic toch dicht geknald.
Letten ze extra op ons ofzo?
Letten ze extra op ons ofzo?
Capa del satén blanco, Cuerpo del acero, Corazón del oro.
wat denk je ? ik denk eerlijk gezegd dat er weinig kans is dat er een apart topic komt voor meeten...wat niet echt slim is, vind ik.
het gaat maar om 1 topic, niet een reeks zoals deze, dus 1 topic wat niet al te groot zal zijn (alleen afspreken waar en wanneer) en wel heel erg functioneel is.
[ Bericht 31% gewijzigd door One_Punch_Mickey op 15-03-2004 19:41:53 ]
het gaat maar om 1 topic, niet een reeks zoals deze, dus 1 topic wat niet al te groot zal zijn (alleen afspreken waar en wanneer) en wel heel erg functioneel is.
[ Bericht 31% gewijzigd door One_Punch_Mickey op 15-03-2004 19:41:53 ]
