MV F4 1000cc
- Thread starter R2
- Start date
J-Bone
Ny medlem
Några specs?
gthyni
Está demasiado frío!
Klippt från en intervju med Cagiva-bossen:
http://www.mvagusta.com/2003mvagusta/interview.html
-------------- klipp --------------------------------
AC: Moving to MV, aside from the F4S and Brutale S, will you finally produce the high-performance SPR version of the F4 you've had under development for so long?
CC: Yes, this will be manufactured in 300 examples between April and June, when we will also produce the same number of F4 Ago models which we launched at Intermot last year. These will both have a high-performance version of our four-cylinder radial-valve engine producing 148 bhp, and will be the ultimate in the 750cc MV Agusta family.
AC: But how about the long-awaited F5, the 1000cc version of the MV F4 which you've been successfully developing in endurance racing for the past year or more? When do you plan to launch this - and has Tamburini already finished his work on the styling?
CC: The F4 Mille will be launched as a 2004 model, with the first customer bikes entering production in November, and the first 300 we will make will be a CRC Speciale version called the F4 Mille Tamburini, with certain special features I won't disclose now. Probably, we will launch it at the Milan Show in September - but supplies will be available very soon afterwards, which was a mistake we made in the past we won't repeat again. Then, after that, the F4 Mille S volume production models will begin production early in 2004. As far as aesthetics are concerned, the styling will remain essentially unchanged, because we believe this is a timeless work of art which will be as desirable ten years from now as it was the day it was launched - just like the previous model Tamburini created together with us, the Ducati 916. When you create a beautiful bike like either of these, you have to understand that you need to develop it, to evolve it - not to throw it away and try to do something better, because you won't. Look at Porsche - what a wonderful example. After years of manufacturing the legendary 911, one fine day they came up with the 928, which they explicitly intended should replace the 911, simply on the grounds that it was 'different' and 'modern'. Well, eventually they realised that what they had to do was drop the 928, throw it in the trash can and pull out the 911 again, then develop it, evolve it, into the best-selling form it's in today more than 30 years after its birth. We have no intention of making a similar mistake - as Ducati have indeed done by creating the 999 with a car silencer stuck in the seat, instead of evolving the 916 which is a landmark design in motorcycle history. They're crazy - even if we're the ones that will benefit, so I suppose I should thank them! But look why they've done it: the 999 has been built the way it is primarily with the intention of saving costs - but for this kind of motorcycle, which represents the dream of so many enthusiasts like myself to own, whether you save 300 Euros here or 20 Euros there absolutely should not come into it. We're producing dynamically excellent two-wheeled works of art at a price which customers can afford to buy in significant numbers, and which allows us a good enough profit to stay in business and keep developing them. So, that's why the F4 Mille will have the same unique, exquisite styling as the F4, but with subtle changes representing an 'evoluzione' of the existing model. Do you understand me?
AC: Loud and clear! But I've also heard the F4 Mille is delivering some pretty impressive performance in pre-production testing. Can you confirm that?
CC: Let's just say that the version we will sell to the public will deliver 180 bhp in street-legal form. That's not a figure plucked out of the air, but real horsepower - your readers can hold me to it. The prototype street bike has already lapped Nardo at more than 300 kph. Look - it's a function of the radial-valve technology which we employ in the engine, which gives a huge advantage between 10,000 rpm and 13,900 rpm, which is where we will place the limiter on the streetbike, although on the engine dyno it's proved safe to rev it consistently to 14,700 rpm. When you ride it, the engine note suddenly changes when you reach those revs - it starts to almost whistle through the intakes in a very distinctive way, and there's a significant improvement in performance. It's incredibly exciting when it happens - just you wait and see when you ride it!
AC: Can't wait! But what if a private team decided to go World Superbike racing with the F4 Mille, which certainly seems to have the basis to be competitive when the rules change next year to 1000cc across the board. Would the factory assist them?
CC: You're being very unfair asking me that, because you know my heart is in racing, and I'd give anything to be involved again at the highest level! But we have other priorities in the short term, and must concentrate on returning the company to profitability. Still, if customers wants to go racing with our products, I wouldn't try to stop them.....
AC: How about the Brutale - will there be a 1000cc version of that?
CC: No, the Brutale will remain a 750 for the forseeable future - there's more than enough engine performance with this capacity for a Naked bike, and the important thing is to get it into the hands of our customers who have been waiting so patiently for so long to own and enjoy it. Once they do, they'll realise this bike is so much fun to ride, they have more than enough power to entertain themselves!
AC: Looking into the future, what new MV Agusta models are you envisaging? How about a sports tourer, or a 600 Supersport contender?
CC: Look, Alan - MV Agusta has a very specific image which we will guard closely. It's a marque with the most glorious sporting history on two wheels, which means we can only contemplate making hypersports models or ultra-aggressive, stripped-out Naked bikes. So - no, definitely no sports tourer. But a 600cc four-cylinder Supersport F3? Absolutely yes, of course that will come in due course, once we've firmly re-established the company and have achieved profitability. I'd guess this is something we can project for 2006 or so - and when we do it, it'll be like the F4, the pinnacle of desirability and performance in its category.
AC: What steps have you taken to meet the aftermarket potential for MV Agusta? The lack of an official range of accessories or leisurewear has always seemed a lost opportunity.
CC: You're right, and we recognize that. Massimo Tamburini's son Andrea has recently started a company known as MV Agusta Special Parts, which thanks to his incredible drive as well as great technical ability will develop a wide range of extremely interesting aftermarket parts, and clothing, which we will promote around the world via our dealers.
AC: Speaking of Massimo Tamburini, I understand that Ducati recently approached him to do some work for them. Is that true, and if so, will the facilities of CRC be put at their disposal even though they're your commercial rivals?
CC: The answer to that is that, firstly, there still exist people in the world today who are loyal and know instinctively how to behave properly - not everyone is a bandit: there are still genuine people in the world of motorcycles. And, secondly - no, CRC will only create new products for MV Agusta Motorcycles, no-one else!
AC: So here you are, with MV Agusta's troubles of the past two years apparently resolved at last, and production already restarted. How do you feel right now? Relieved?
CC: More tired than I was six months ago - but much happier! And also, I must admit, satisfied with the way things have been resolved, particularly because so many people doubted our ability to survive, without understanding the essence of this company. Look, Alan - I have a great admiration for the Japanese way of making motorcycles, manufacturing such a wide range of products in such quantity, then selling them at very affordable prices. We in Europe can never hope to operate in a similar way, only to produce luxury products and to do them very well. We are sellers of emotions, not just sellers of motorcycles - and emotions are expensive, not only in the cost of supplying them to the customer, but of creating them in the first place. When you walk down a city street and stop to look in a shop window, it's because something has caught your eye which gives you a thrill, which excites and pleases you - that's why you stopped. Same with motorcycles - we sell products that are luxury goods, which give our customers a thrill, which make them proud to own, which please and stimulate their emotions. That's what MV Agusta is good at - and that's what we're going to focus on doing from now on.
http://www.mvagusta.com/2003mvagusta/interview.html
-------------- klipp --------------------------------
AC: Moving to MV, aside from the F4S and Brutale S, will you finally produce the high-performance SPR version of the F4 you've had under development for so long?
CC: Yes, this will be manufactured in 300 examples between April and June, when we will also produce the same number of F4 Ago models which we launched at Intermot last year. These will both have a high-performance version of our four-cylinder radial-valve engine producing 148 bhp, and will be the ultimate in the 750cc MV Agusta family.
AC: But how about the long-awaited F5, the 1000cc version of the MV F4 which you've been successfully developing in endurance racing for the past year or more? When do you plan to launch this - and has Tamburini already finished his work on the styling?
CC: The F4 Mille will be launched as a 2004 model, with the first customer bikes entering production in November, and the first 300 we will make will be a CRC Speciale version called the F4 Mille Tamburini, with certain special features I won't disclose now. Probably, we will launch it at the Milan Show in September - but supplies will be available very soon afterwards, which was a mistake we made in the past we won't repeat again. Then, after that, the F4 Mille S volume production models will begin production early in 2004. As far as aesthetics are concerned, the styling will remain essentially unchanged, because we believe this is a timeless work of art which will be as desirable ten years from now as it was the day it was launched - just like the previous model Tamburini created together with us, the Ducati 916. When you create a beautiful bike like either of these, you have to understand that you need to develop it, to evolve it - not to throw it away and try to do something better, because you won't. Look at Porsche - what a wonderful example. After years of manufacturing the legendary 911, one fine day they came up with the 928, which they explicitly intended should replace the 911, simply on the grounds that it was 'different' and 'modern'. Well, eventually they realised that what they had to do was drop the 928, throw it in the trash can and pull out the 911 again, then develop it, evolve it, into the best-selling form it's in today more than 30 years after its birth. We have no intention of making a similar mistake - as Ducati have indeed done by creating the 999 with a car silencer stuck in the seat, instead of evolving the 916 which is a landmark design in motorcycle history. They're crazy - even if we're the ones that will benefit, so I suppose I should thank them! But look why they've done it: the 999 has been built the way it is primarily with the intention of saving costs - but for this kind of motorcycle, which represents the dream of so many enthusiasts like myself to own, whether you save 300 Euros here or 20 Euros there absolutely should not come into it. We're producing dynamically excellent two-wheeled works of art at a price which customers can afford to buy in significant numbers, and which allows us a good enough profit to stay in business and keep developing them. So, that's why the F4 Mille will have the same unique, exquisite styling as the F4, but with subtle changes representing an 'evoluzione' of the existing model. Do you understand me?
AC: Loud and clear! But I've also heard the F4 Mille is delivering some pretty impressive performance in pre-production testing. Can you confirm that?
CC: Let's just say that the version we will sell to the public will deliver 180 bhp in street-legal form. That's not a figure plucked out of the air, but real horsepower - your readers can hold me to it. The prototype street bike has already lapped Nardo at more than 300 kph. Look - it's a function of the radial-valve technology which we employ in the engine, which gives a huge advantage between 10,000 rpm and 13,900 rpm, which is where we will place the limiter on the streetbike, although on the engine dyno it's proved safe to rev it consistently to 14,700 rpm. When you ride it, the engine note suddenly changes when you reach those revs - it starts to almost whistle through the intakes in a very distinctive way, and there's a significant improvement in performance. It's incredibly exciting when it happens - just you wait and see when you ride it!
AC: Can't wait! But what if a private team decided to go World Superbike racing with the F4 Mille, which certainly seems to have the basis to be competitive when the rules change next year to 1000cc across the board. Would the factory assist them?
CC: You're being very unfair asking me that, because you know my heart is in racing, and I'd give anything to be involved again at the highest level! But we have other priorities in the short term, and must concentrate on returning the company to profitability. Still, if customers wants to go racing with our products, I wouldn't try to stop them.....
AC: How about the Brutale - will there be a 1000cc version of that?
CC: No, the Brutale will remain a 750 for the forseeable future - there's more than enough engine performance with this capacity for a Naked bike, and the important thing is to get it into the hands of our customers who have been waiting so patiently for so long to own and enjoy it. Once they do, they'll realise this bike is so much fun to ride, they have more than enough power to entertain themselves!
AC: Looking into the future, what new MV Agusta models are you envisaging? How about a sports tourer, or a 600 Supersport contender?
CC: Look, Alan - MV Agusta has a very specific image which we will guard closely. It's a marque with the most glorious sporting history on two wheels, which means we can only contemplate making hypersports models or ultra-aggressive, stripped-out Naked bikes. So - no, definitely no sports tourer. But a 600cc four-cylinder Supersport F3? Absolutely yes, of course that will come in due course, once we've firmly re-established the company and have achieved profitability. I'd guess this is something we can project for 2006 or so - and when we do it, it'll be like the F4, the pinnacle of desirability and performance in its category.
AC: What steps have you taken to meet the aftermarket potential for MV Agusta? The lack of an official range of accessories or leisurewear has always seemed a lost opportunity.
CC: You're right, and we recognize that. Massimo Tamburini's son Andrea has recently started a company known as MV Agusta Special Parts, which thanks to his incredible drive as well as great technical ability will develop a wide range of extremely interesting aftermarket parts, and clothing, which we will promote around the world via our dealers.
AC: Speaking of Massimo Tamburini, I understand that Ducati recently approached him to do some work for them. Is that true, and if so, will the facilities of CRC be put at their disposal even though they're your commercial rivals?
CC: The answer to that is that, firstly, there still exist people in the world today who are loyal and know instinctively how to behave properly - not everyone is a bandit: there are still genuine people in the world of motorcycles. And, secondly - no, CRC will only create new products for MV Agusta Motorcycles, no-one else!
AC: So here you are, with MV Agusta's troubles of the past two years apparently resolved at last, and production already restarted. How do you feel right now? Relieved?
CC: More tired than I was six months ago - but much happier! And also, I must admit, satisfied with the way things have been resolved, particularly because so many people doubted our ability to survive, without understanding the essence of this company. Look, Alan - I have a great admiration for the Japanese way of making motorcycles, manufacturing such a wide range of products in such quantity, then selling them at very affordable prices. We in Europe can never hope to operate in a similar way, only to produce luxury products and to do them very well. We are sellers of emotions, not just sellers of motorcycles - and emotions are expensive, not only in the cost of supplying them to the customer, but of creating them in the first place. When you walk down a city street and stop to look in a shop window, it's because something has caught your eye which gives you a thrill, which excites and pleases you - that's why you stopped. Same with motorcycles - we sell products that are luxury goods, which give our customers a thrill, which make them proud to own, which please and stimulate their emotions. That's what MV Agusta is good at - and that's what we're going to focus on doing from now on.
Macho Woman
Äppelkäck
Riktigt flådig, ja, men jag tror inte riktigt på det där med italiensk kvalitet. Skulle satsa på japansk kvalitet i stället.
R2
På två hjul sen -89
- Gick med
- 6 Mar 2003
- Ort
- skvde
- Hoj
- ett bygge, + en 954 + YZF750R -95 som R7 stylats men också skrotats + Aprilia RS250, + RGV 250 + två RD350 + en kinamoto med egendesignade kåpor, en Stomp MiniGP och en Anaconda mingp-motard och en egenbyggd GP70racer.
MV Agusta F4 S Mono/Biposto
749 cm3/4-cyl/16 ventiler, 137 hk vid 12 600 v/min, 8.3 Kgm vid 10 500 v/min, Weber-Marelli insprutning, 191 kg torrvikt, ca 283 km/tim. Röd/silver, silver eller svart. Pris: 189 000 SEK
MV Agusta F4 SPR
749 cm3/4-cyl/16 ventiler, 146 hk vid 13 000 v/min, 8.2 Kgm vid 11 000 v/min, Weber-Marelli insprutning, 187 kg torrvikt, ca 294 km/tim. Mattsvart. Specialversion av F4 S med mycket karbon, titan och magnesium, levereras komplett med "racekit" inkl öppet avgassystem + drevsats. Mycket begränsad tillgång! Pris: 279 000 SEK
MV Agusta F4 AGO
749 cm3/4-cyl/16 ventiler, 146 hk vid 13 000 v/min, 8.2 Kgm vid 11 000 v/min, Weber-Marelli insprutning, 187 kg torrvikt, ca 294 km/tim. Röd/silver med AGO-grafik. Specialversion av F4 S med mycket karbon, titan och magnesium, levereras komplett med "racekit" inkl öppet avgassystem + drevsats. Mycket begränsad tillgång, tillverkas endast i 500 numrerade ex. Pris: 330 000 SEK
749 cm3/4-cyl/16 ventiler, 137 hk vid 12 600 v/min, 8.3 Kgm vid 10 500 v/min, Weber-Marelli insprutning, 191 kg torrvikt, ca 283 km/tim. Röd/silver, silver eller svart. Pris: 189 000 SEK
MV Agusta F4 SPR
749 cm3/4-cyl/16 ventiler, 146 hk vid 13 000 v/min, 8.2 Kgm vid 11 000 v/min, Weber-Marelli insprutning, 187 kg torrvikt, ca 294 km/tim. Mattsvart. Specialversion av F4 S med mycket karbon, titan och magnesium, levereras komplett med "racekit" inkl öppet avgassystem + drevsats. Mycket begränsad tillgång! Pris: 279 000 SEK
MV Agusta F4 AGO
749 cm3/4-cyl/16 ventiler, 146 hk vid 13 000 v/min, 8.2 Kgm vid 11 000 v/min, Weber-Marelli insprutning, 187 kg torrvikt, ca 294 km/tim. Röd/silver med AGO-grafik. Specialversion av F4 S med mycket karbon, titan och magnesium, levereras komplett med "racekit" inkl öppet avgassystem + drevsats. Mycket begränsad tillgång, tillverkas endast i 500 numrerade ex. Pris: 330 000 SEK
Ravetrancer
Now even more badass!!!
Mumma hoj!!!
Men när han snackar känskor bla bla, vilket jävla dravel.......
Sen har dom skyhöga priser vilket får folk att tro det är värsta kvalitén......ja ni fattar vad jag menar.
Japs e kvalite!!!!
Men när han snackar känskor bla bla, vilket jävla dravel.......
Sen har dom skyhöga priser vilket får folk att tro det är värsta kvalitén......ja ni fattar vad jag menar.
Japs e kvalite!!!!
gthyni
Está demasiado frío!
MV Agusta kommer inte att ta över världen,
det är inte heller ambitionen.
De niche:ar sig för en marknad för köpstarka
kunder som inte vill ha dussingrejer. Mycket
posörvärde alltså men jag kan garantera att
prestanda och vägegenskaper alltid kommer
att ligga i absolut toppklass.
det är inte heller ambitionen.
De niche:ar sig för en marknad för köpstarka
kunder som inte vill ha dussingrejer. Mycket
posörvärde alltså men jag kan garantera att
prestanda och vägegenskaper alltid kommer
att ligga i absolut toppklass.
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