MV-AGUSTA F4 1000 (2013 - 2019) Review

The MV Agusta F4 1000 is the top-of-the-range four-cylinder superbike offering from revived Italian exotica specialists.

• Related: The history of MV Agusta

It was first introduced as a 750 in 1999 after being designed by the legendary Massimo Tamburini (who famously also designed the stunning Ducati 916) when the historic brand was revived by ex-Ducati owner Claudio Castiglioni.

Although winning plaudits for its gorgeous styling, exquisite specification and thrilling, howling performance, it was also heavy, slightly down on power, cramped and unrefined and expensive compared to the best from Japan and elsewhere.

It was enlarged into a 1000cc machine in 2004 which improved things but, although still alluringly tempting, it was never a mass market success, although a series of even more exotic limited editions maintained its poster bike appeal. A further major update came in 2010.

Never quite competitive with the best from Japan (and even Italian rivals Ducati) in terms of sheer performance, refinement and sophistication and also characterised by raw, uncompromising exhilaration it nevertheless remains a dream ‘poster bike’ and has been revised repeatedly since.

With its new short-stroke engine, ride-by-wire throttle, frame and a host of clever electronic upgrades, the 2013 update was the MV Agusta F4 1000’s biggest overhaul since it changed back to a litre-bike from 1078cc in 2010.

The F4 1000 carves through corners with the minimal effort of a well set-up race bike and has been a fixture on race circuits since it was introduced, both as a trackday weapon and in many race series.

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.

Will there be a 2022 MV Agusta F4?

MCN have been told by MV Agusta CEO Timur Sardarov that we shouldn't expect a new F4 1000 model from MV for "at least another five years" in this interview from June 2020. So that makes a 2025 MV Agusta F4 the strongest possibility. Will it be a 1000cc petrol bike? Could it even be electric? We'll have to wait and see...

MV Augsta F4 video review by Michael Neeves

Among the updates for this version, the F4 1000 gained bigger ride-by-wire throttle bodies which in turn meant that its tubular steel trellis frame had to be made wider to accommodate them.

At the same time it gained new, lighter cast aluminium wheels (which are even lighter forged alloy on the F4R and F4RR versions) are now shod with Pirelli’s latest 200-section Diablo Super Corsa SP tyres, all of which helps improve handling.

As a result this latest MV Agusta F4 1000 steers and grips like a racer – it’s a piece of cake to place wherever you want to on a track, regardless of your speed.

In addition, its ride quality is superb (and even plusher on the Ohlins-suspended RR version), its top-notch Brembo brakes with big discs and radial four-piston calipers are powerful and full of feel and the bars are nicely spaced out (but are too narrow on the RR version).

Overall, the latest F4 1000 carves through corners with the minimal effort of a well set-up race bike and it’s no surprise that it’s been a fixture on race circuits since it was introduced, both as a track day weapon and even as a racer in many race series.

But the F4 1000’s riding position is still very cramped and you can really feel the MV’s still slightly porky 191kg dry weight when you’re braking for tight corners from high speed. Overall, if the weight was cut, the power delivery was as good as the handling and the riding position better, the F4 1000 would be a class-leader. As it is, it just misses out – again.

The base-model MV Agusta F4 1000 now comes with the short-stroke motor from the old F4R and F4RR and produces 195bhp at 13,600rpm as a result. It now also features a lighter crankshaft, forged titanium conrods, revised cylinder head porting and the valves now use a single spring instead of two.

Meanwhile, new electronics include a ride-by-wire system along with new 50mm Mikuni throttle bodies, an anti-wheelie system, eight-stage traction control, four riding modes, electronic engine braking control, a quickshifter and auto-blipper.

All of this ensures that the MV F4 1000 is seriously rapid with a hunger for screaming high revs, which makes it exciting and intoxicating at the top end. But it’s also hard to meter out precise amounts of throttle when you’re riding fast due to an imperfect connection through the ride-by-wire system.

The overall result is its weak power at the bottom end of the rev range is followed by a muscular midrange, then a flat spot appears around 10,000rpm where the inlet trumpets lift clear of the throttle bodies. Finally, after that it’s a turbocharged, madcap surge all the way to the redline. Complex and manic? Just a bit.

On the road, at lower revs, this slightly unpredictable power delivery shouldn’t be too much of a problem, plus the fantastic engine note always makes up for any of the F4’s quirks.

High-end exotica ownership, and by historic reputation, particularly that from Italy, can come fraught with concerns about quality and reliability but in more recent years it’s a myth.

Ducati quality, reliability and service intervals are now impeccable; Aprilia’s are much better, too, as now are revived MV Agusta’s – particularly since the F4 1000’s reinvention under Harley-Davidson’s brief ownership and significant investment in 2010.

As a result, the F4 1000’s build quality and attention to detail are second to none. Its gorgeous 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 to the front and rear. What’s more, it’s styling, by British designer Adrian Morton, is to die for and the paint finish is 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 MV Agusta F4 1000 owners' reviews show very positive comments. There aren't any specific problems reported other than a delay in obtaining parts.

As with any bike of this sort of performance, insurance for the MV Agusta F4 1000 won't be the cheapest, and parts and servicing can be a little fruity too.

But when you’re buying true Italian exotica, what do you expect? In addition, being a high performance superbike means the F4 1000’s consumption of consumables such as tyres, fuel, brake pads, chains etc, is greater than  most as well.

Used buyers need to check condition, service history and status carefully, of course, even more fastidiously as this is a premium machine with more to lose in terms of valiue.

That all said, MV Agustas used to be at the top end of the price scale, but in recent years 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 this base F4 1000 costs less than the current BMW S1000RR Sport, Aprilia RSV4R and Ducati Panigale.

Even the top spec RR version is cheaper than the current Ducati Panigale V4 S and BMW HP4 Carbon.

As you’d expect, you get lots of toys for your money with the MV Agusta F4 1000. These include a full electronic rider aid package as well as fully-adjustable Marzocchi and Sachs suspension, Brembo monobloc brakes, a multi-function dash and steering damper. Higher spec variants such as the F4 R have even more goodies fitted as standard, too.