MV Agusta F4 750 Oro
With Ian Falloon
When MV Agusta closed in 1977, it signaled the death of the leading Italian motorcycle brand. Between 1952 and 1976, MV won 37 world titles and won 270 Grand Prix victories, an unprecedented achievement at the time. In 1978, Claudio and Gianfranco Castiglioni of Cagiva took steps to get the MV title, but these negotiations broke down. The factory was dismantled soon after and in 1982 the company was put into liquidation.
Things were slow in Italy, and it wasn’t until a decade later, in the spring of 1992, that Castiglionis finally acquired MV Agusta. At the time, Cagiva, Ducati, Morini and Husqvarna were owned by Castiglioni and operated out of the old AMF-Harley-Davidson Aermacchi facility at Schrianna on the shores of Lake Varese. Massimo Tamburini runs Cagiva’s design division, CRC (Cagiva Research Centre), located in San Marino.
Tamburini came to Cagiva from Bimota (the “Ta” in Bimota), by the end of 1992 was in the process of completing the final Ducati 916. But after the 916 was completed, Tamburini became ill with a stomach tumor and it was not until 1995 that he could embark on his next bicycle project; F4 four-cylinder.
Andrea Goggi, an engineer with Cagiva since 1988, was tasked with redesigning the liquid-cooled F4 engine. With its outstanding dimensions of 73.8 x 43.8 mm and a central chain drive for the upper twin camshafts, the layout was unlike that of the Japanese four-cylinder engines of the time with transmissions. side cam chain.
The cylinder is cast in sand as a separate entity and is tilted forward 20 degrees. This provides a near-vertical 46 mm throttle body for the Weber-Marelli electronic fuel injection system. Another unusual feature is that a reduction gearbox is driven away from the crankshaft allowing for smaller cam discs.
This reduces the size of the cam box but the cams rotate in reverse and require a front mounted cam chain tensioner. Another unique feature is the arrangement of four radial valves per cylinder. The included valve angle is 22 degrees narrow, with the valves tilted outward 2 degrees.
A six-speed cassette-type transmission from a 500cc Cagiva Grand Prix race car, driven by straight-cut gears and a wet multi-disc clutch. Tamburini designed a 4-2-1-2-4 exhaust system, with a special highlight being the rear 4 exhaust pipes.
He wanted it to sound like music. “It looks like visceral tubes. Just like I love listening to Pavarotti, I love listening to engines,” Tamburini said. The pistons offer a 12:1 compression ratio and the 749.4 cc 4-cylinder engine produces 126 hp at 12,200 rpm.
Abandoning the popular aluminum girder chassis, Tamburini preferred a composite chassis layout. This includes a chrome-molybdenum tubular steel upper that wraps around the narrow motor and bolts to cast magnesium rear vertical bars. They double as an engine mount and shaft for the single-sided magnesium swingarm. The eccentricity on the steering head bearings provides an adjustable steering shape, while the replacement mounts for the Sachs shock absorbers allow for a selection of increased speeds.
Suspension, wheels and brakes are all designed specifically for the F4. The 49 mm upside-down Showa fork combines quick release shaft clamps and brakes designed in collaboration with Nissin. Along with the 310 mm floating disc, the front brake calipers have six pistons of different diameters.
At the back is a 210mm disc with four pistons. Marvic offers 3.50 x 17 and 6.00 x 17 inch wheels in magnesium and Tamburini commissioned by Pirelli supplies special 120/65ZR17 EVO front tires to fit 190/50ZR17 rear wheels. . Completing a rigid frame specification is the large diameter axle, 35 mm at the front and 50 mm at the rear.
The F4’s styling is another Tamburini victory. Following the example of the Ducati 916, small elliptical multi-headlights dominate the front. The final design places the twin headlights on top of another in the center of the crank.
According to Tamburini, “The light in the center is easier to control, allows for a more compact division, and simplifies the worldwide similarity. Completing the specs of the 184 kg F4 750 Oro is a carbon fiber bodywork, horizontal Öhlins steering damper and adjustable (eccentric) latches and levers.
The instrumentation is very modern, with digital speedometer and analog tachometer. Rolling on a short wheelbase of 1,398 mm, the F4 750 Oro promises outstanding agility and stability, with a top speed of 275 km/h.
The F4 Oro was first shown at the Milan Show in September 1997, and appeared at the Guggenheim The Art of the Motorcycle show in late 1998. Production of three units a day began in mid-1999 and continued until the end of 1998. Year-end, limited quantity delivery. Run version of 300 pre-ordered examples complete.
Unfortunately, as it took so long to develop by the time F4 Oro was released, it was deemed obsolete. By 1999, the four-legged Japanese 750s were lighter and more powerful. But that shouldn’t worry future F4 Oro buyers, most of whom will never drive them.
Many Oros have gone into the collections of celebrities, including King Juan Carlos of Spain, Jay Leno, Giacomo Agostini and Max Biaggi. A few made their way to Australia, then imported by former champion racer Paul Feeney. And while MV Agusta has released many limited editions since 1999, the F4 750 Oro stands alone. The F4 Oro heralds the revival of MV Agusta and remains the most collectible of the new generation MV Agustas.
Five facts about MV Agusta F4 750 Oro
- The origins of a new four-cylinder motorcycle can be traced back to September 1989 when Claudio Castiglioni and Tamburini discussed the creation of a high-performance all-Italian four-cylinder 750cc motorcycle over a dinner. late in Rimini.
- As Cagiva was heavily involved in 500cc Grand Prix racing program resources to develop the limited F4, Ferrari Engineering in Modena was involved in the development of the prototype. The original four-cylinder was similar to half a Ferrari V8. The radial valve selection is also inspired by Ferrari Formula 1.
- Engine development ran into problems and in 1991 the F4 project was transferred to the Ducati factory at Borgo Panigale in Bologna. Here, two of Ducati’s most famous engineers, Massimo Bordi and Fabio Taglioni, joined in to help facilitate development.
- By 1994, the Cagiva Group was under considerable financial pressure and at the end of that year, the Cagiva Racing Department closed. Head of racing, Riccardo Rosa, then assumed control of the F4 project, moving back to Schrianna in Varese.
- Massimo Tamburini was tasked with perfecting the chassis and styling. By now it was decided that F4 would be MV Agusta and Tamburini was given a blank sheet of paper with the freedom to design what he wanted. When Cagiva sold Ducati to Texas Pacific Group in 1996, Tamburini decided to stay with Cagiva, citing his pretext, “Cagiva is my family.”
