BUYING: MV AGUSTA F4

Put yourself on a genuine exotic for £7500.

GENUINE IS BEST

If the owner has done the servicing themselves, ask where they got the oil filter from. The F4 needs to have a genuine MV filter, not a pattern part. Some pattern ones have O-rings with a round section rather than square, and they don’t handle as much pressure. Genuine filters are around £12, as opposed to £6 for a pattern filter, so it’s not worth skimping. Screw it on to 24Nm and always use the clamp that comes with a genuine part to prevent the filter unscrewing itself.

CORRECT CORRECTION

If you fancy the fancier and more powerful F4 R or 312 model, check to see if the engine hunts on tickover or if the throttle is working like an on/off switch. If it does the air correction factor (ACF) is all to cock. It’s adjusted electronically, not with the air bypass screws which should always be set at three turns out. You need a diagnostic tool to set the ACF between 0 and +/-1.5 each way. If it’s done as part of a service then squaring up the ACF adds about 45 minutes to the job, and the bill.

TOO HOT TO HANDLE

Just as on the earlier F4 750, the heat from the 1000’s rowdy inline-four engine boils the rear brake fluid. If there’s little or no pedal pressure it’s been bubbled up nicely. The pipe that runs to the master cylinder can also become kinked so the fluid can’t get through properly. To fix, straighten the pipe and bleed the brake correctly – this means removing the caliper, getting it as high as possible and tapping it with a tool before bleeding. Then bleed in stages, interspersed with more tap-tap-tapping.

REAR-END RUMBLES

Tamburini based the design of the MV rear drive unit on Ducati’s, only made larger and stronger. There’ve never been any safety recalls, but it must be serviced correctly – the rear hub bearings on early F4 1000s enjoy seizing if water ingress has washed out grease. Listen for a deep rumble while riding which indicates problems are brewing, and wiggle the wheel to see if there’s any play. Flakes of aluminium around the bearing carrier are a definite indication that the bearing requires replacing.

INVOLVING MAINTENANCE

Minor services are at 3800 miles (£350 or so), with the major service at 7500 miles (£1000-£1400 depending on year). Major services include a valve clearance check that means hunting the rocker cover. The correct process is to drain the coolant, and remove the seat, tank, radiator, airbox and injectors. While supporting the engine, remove the front and top engine mount bolts and pivot the frame up over the back of the bike to reveal the rocker cover. Eek. Intervals are different on short-stroke Corsa Corta motors.

COOLANT CARRY-ON

Changing the coolant on an F4 is something of a performance. Start by sticking a paddock stand under the rear and putting the front end on a hydraulic work bench. Pump the bench up and raise it until the bike is at 35-40° (and try not to panic). With the engine running, fill the radiator and squeeze the pipes to push out the air. Don’t fill the coolant tank – it’s a broughtin part from another manufacturer and the markings are wrong for the F4. The tank needs to be empty with the water just covering the header tank’s outlet. As the coolant heats up the water expands and fills the space, just like an expansion chamber.

MORE COOLING CAPERS

MV bolted on a huge radiator when converting the 750 into the 1000. They didn’t use a beefy enough bracket at the top though, which can crack. Most early bikes have been updated with a kit from MV using a different radiator and mount, but still check. Early F4 1000s also use plastic blades for the radiator fans and they warp in the heat, as there aren’t enough ducts in the fairing so the heat can’t escape. Metal fans are the cure and most used F4s have them fitted. If not, a set will cost around £70.

2005 MV AGUSTA F4 1000

Engine 998cc, liquid-cooled, 16v inline four Power 154bhp Torque 76 lb.ft Top speed 184mph Rake/trail 24.5˚/98mm Wheelbase 1408mm Dry weight 192kg Seat height 810mm Tank size 21 litres Economy 35mpg

Bike verdict Fickle, focused and requires commitment. But the big F4 is also an engaging, rowdy, intense sportsbike with glorious handling and brakes, and lashings of ownership appeal. Just look at it. Bike rating 8/10

‘The big F4 is an engaging, rowdy, intense sportsbike with glorious handling…’