MV Agusta’s 1,000cc Agostini F4
MV Agusta dabbled in commercial motorcycle manufacturing from the ’50s into the ’80s, but the company’s passion was always its road-racing machines. It was the dominant force in the ’50s, ’60s and ’70s world championships, and in that time MV Agusta motorcycles won an unprecedented 270 Grands Prix that resulted in 37 individual riders’ championship titles. During its dominant reign, Count Domenico Agusta’s factory machines carried some of the finest riders that ever lived, including Mike Hailwood, John Surtees, Gary Hocking, Carlo Ubbiali, Phil Read and Giacomo Agostini. “Ago” was especially successful, alone amassing an astounding total of 14 world championship titles for MV. (Click image to enlarge)
 
With the second coming of the MV Agusta marque in 1997, the motorcycle world immediately became a more beautiful place. That year, Massimo Tamburini artfully designed the most significant motorcycle for the firm since his departure from Ducati: The new 750cc F4 Serie Oro was a stunning study of motorcycle both as machine and art form. But for 2004, the famed designer upped the ante with the long awaited 1,000cc F4, bringing more horsepower and flexibility to an already legendary engine. (Click image to enlarge)

MV Agusta has recognized Agostini’s considerable achievements with a namesake limited edition. Only 300 of these signature “AGO” models have been built, and only 60 imported into the United States.

Easily distinguishable from the standard versions, each side of the silver lower fairing has a yellow racing-type plate emblazoned with the number 1. Each machine carries an 18-karat gold identification plate on its upper triple clamp and is delivered resting on a racing stand and protected by a matching red cover bearing large MV Agusta insignias. The package also includes a red MV mechanic’s jumpsuit should the buyer decide to roll up his or her sleeves and dig deeper into the spares kit. At the heart of that is a special box containing a less restrictive exhaust and a re-tuned EPROM chip. Validating the AGO F4 as a true collector’s piece is an accompanying framed certificate of authenticity, hand-signed by Giacomo Agostini himself.



Keeping the AGO as an investor’s static trophy, however, is definitely out of the question. Starting at the F4 logo-embossed red suede seat, the cockpit invites anyone with an imagination to hop aboard, grab the bars and dream the MV dream. The bike’s stunning appearance comes from the visual impact of its exquisite proportions and scale of the individual pieces. MV Agusta’s fit, finish and attention to detail is breathtaking, and in a realm beyond the best of most production-line motorcycles.

The hand-assembled four-cylinder 1,000cc engine generates 166 hp at 11,700 rpm. Equally impressive is the peak torque output of 80 ft lbs at 10,200 rpm. The new motor uses single-stage fuel injectors, each controlled by a Weber Marelli management system that feeds 46mm throttle bodies.

Distinct from its peers, MV Agusta remains the only manufacturer to use a Ferrari-designed radial valve layout in its cylinder head design. Positioning the valves in a radial pattern increases mixture turbulence and improves the combustion process. The impressive 13:1 compression ratio sets a lofty standard, and while high compression has obvious power benefits, conversely it can produce wheel hop during deceleration. Generally, fitting a slipper clutch remedies this problem, but MV approached the problem electronically. In essence, an ECU-controlled system senses rpm, throttle opening and rate of engine deceleration, and then activates an electronic air-valve circuit located in the intake tract of the number two cylinder. The valves on this cylinder then remain open, serving as a form of combustion-chamber compression release.

The choice of rolling chassis and running gear exemplify the classic trademarks of Tamburini: flowing bodywork, tasteful carbon-fiber elements, trellis frame, under-seat exhaust, single-sided swingarm and forged aluminum Marchesini wheels. Both front and rear suspensions are striking pieces, too. The front of the F4 carries a fully adjustable inverted Marzocchi fork with titanium nitride–coated 50mm diameter stanchions. Retaining this seriously stiff fork is a massive alloy lower triple clamp, its design shaped to reduce air turbulence around the twin radiators. An Öhlins steering damper helps control stability, and a fully adjustable Sachs rear shock controls the swingarm and wheel travel. Suspension and ride-height tuning is facilitated by a hydraulically operated spring preload, separate high and low speed compression rates, and single-stage rebound damping. For rear geometry changes, the F4 has an adjuster that with a minimum of tools, alterations to ride height can be accomplished literally in seconds. (Click image to enlarge)

The AGO stops beautifully thanks to its gorgeous braking components. Six-piston Nissin calipers match up with 310mm stainless rotors mounted to aluminum carriers. You might expect to see radially mounted calipers fit to the Marzocchi lowers, but MV’s use of the side-mounted Japanese billet pieces further demonstrates the company’s determination to follow its own rules. The use of billet components is just something other manufacturers would not even consider fitting to a line-production machine.

Ducati’s Testastretta 999R
For 2005, Ducati decided to make its most concerted racing effort on American soil since Texan Doug Polen and Australian Troy Corser each took the top spots in 1993 and 1994 respectively. This year, England’s Neil Hodgson will join American Eric Bostrom in a program committed to regaining the AMA (American Motorcyclist Association) Superbike Championship aboard the proven Ducati Corse 999R factory racers.

However, a rule book proviso requires that any manufacturer wishing to compete in AMA-sanctioned Superbike events must make at least 300 machines—of a similar specification to those racing—available to the general buying public. This homologation requirement prevents factories from campaigning exotic “one-off” machines that would hopelessly outclass the other runners in the series. Consequently, the potent, limited-production R version joins the standard Ducati 999 and the updated S-models on showroom floors this year. (Click image to enlarge)

The connoisseur/consumer is now provided an opportunity to purchase a racing-spec, road-legal motorcycle that otherwise would simply be unobtainable. The Ducati 999R is the closest thing a mere mortal will come to owning and riding the machines about to be proffered on the starting line by Ducati Corse. Thanks to the AMA National Series and Ducati’s uncompromising commitment to racing, every 999R buyer is arguably a winner by proxy.

The centerpiece of the 999R is Ducati’s fabulous eight-valve, 90-degree Testastretta twin with desmodromic valve operation. The 999 “desmo” system is a far cry from Dr. Fabio Taglioni’s original design in the ’50s and ’60s, but the desmo concept—now so closely identified with Ducati—remains a linchpin of Ducati technology. The R-model departs from its 999 stable mates with a radically over-square high-revving engine: 104mm high-compression pistons run up and down on a 58.8mm stroke. The connecting rods are titanium, as are the valves. The engine breathes deeply courtesy of the remarkably efficient Marelli fuel-injection system and dual 54mm throttle bodies.

We call it “remarkable” for several reasons. As for fuel economy, we squeezed an astounding 61.87 mpg on the highway—while managing only 31.10 mpg during more daring exercises. A lofty 12.5:1 compression ratio aids the rapid engine response and similarly helps the engine to produce its claimed 150 hp with 80 lb ft of torque. (Click image to enlarge)

When experiencing the Testastretta’s potential, its engine fills the air with a mix of mechanical music. The roaring induction, whirring valve-train, clattering clutch and free-flowing exhaust note all engulf the rider. It’s just incredible, and not unlike being aboard a 185 mph soundstage. The robust powerplant responds to the slightest input and produces instantaneous revs and immediate power. Starting at 3,000 rpm, an on-demand power delivery comes with a seriously entertaining surge. The awesome mid-range of the L-twin powerplant rewards smooth riding with jet-like corner exits and minimal gear changes. Typically, strong twins start their acceleration with a torque-rich thrust which progressively tapers down as the engine reaches its redline. With the 999R, the taper seemingly never occurs; the rider senses that the bike is accelerating at an ever-increasing rate—right up to 10,000 rpm, where the rev-limiter signs off the power. When exploring the upper powerband of the R-model, one thing is absolutely clear: The rider becomes the tested subject, not the machine.

Ducati continues to refine its traditional, and very effective, tubular steel trellis frame. Structurally, this layout allows the frame to encompass the slender engine very tightly while still affording accessibility. Compared to all its competitors, the 999R has by far the narrowest frame cross-section between the rider’s legs. This dimension, combined with the comfortably low seat height and a straight leg path to the ground, permits even those with short inseams to plant both feet while seated.

The riding position, though committed, is far from prone, and in this respect the Ducati seems more approachable and accessible than other high-performance sportbikes. A rider’s reach to the bar spans the low fuel tank and places the pilot in an aggressive, yet somewhat flat attitude. Therefore, the rider fits more “in” the 999R than atop it, and this positioning results in a lower combined center of gravity between man and machine, helping both to work as one.

Although we think in generalities, we live in details. And in that rare moment, those few seconds of complete involvement with the machine we ride—the grace, rhythm and sheer elegance of riding a motorcycle as one—we forge a memory that will stay with us forever. The responsiveness, power and intuitive handling from either of these machines deliver this elusive oneness with our environment, and it is their exquisitely engineered details that stir our souls even when they are at rest. - Tom Coram

MV Agusta AGO courtesy of Kaming Ko.