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Fast
by Ferracci MV Agusta F4 |
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Due to the upgrades engineered into the latest incarnation (now liter-sized and 160-plus horsepower strong), the newest version mixes dollops of newfound horsepower with the tactical precision and breathtaking lines the F4 is best known for. As a result, a notable performance gap has opened between it and the first edition machines, leaving the buyer no choice but to ante up for that newfound CRC thunder. Until now. What if another option existed? One way of gaining back much of that extra capability would be to use the more affordable, but no less beautiful, 750/F4 as a base. Just for reference, the standard 1000 F4 retails at $21,500 while the titanium fitted, carbon fiber sheathed limited production F4 Tamburini comes in at a checkbook-flattening $42,695. Do we have your attention? Widely known and respected in an industry he helped form, when Eraldo Ferracci gets involved, everyone pays attention. Although Ferracci generally brushes it off, the fruits of his R&D work have a habit of appearing later as production standards. If you don’t believe that, chart the evolution of the 4-valve Desmo against the Fast by Ferracci specials that generally preceded them. “A good tuner looks for simple ways to improve,” Ferracci said from his desk in Willow Grove, Pennsylvania. “But it’s generally more than bolting on a pipe or plugging in a module. You must have the experience, the contacts and the resources to do it right.” Before our last FBF project was complete (“Nuovo Thunder,” M-E Spring ‘03), Eraldo was planning the next one. “We’re developing a big-bore kit for the MV,” he told us over dinner, after learning the publisher kept one in his garage. “You should send that next.” With the tire-blistering horsepower the crew at FBF breathed into M-E’s Project V11 still fresh in our minds, plans were made to ship the MV due east.
Ferracci began the initial stages of his big-bore MV Agusta kit in 2003. Because of his close working relationship with both the factory and its U.S. importer (his son, Larry Ferracci is the President of nearby Cagiva USA), Ferracci enjoys an undisturbed path to whatever he needs for the task. An old hot-rodder at heart, Ferracci knows the quickest way to more power is additional capacity, but the “big bore” term is an overstatement. FBF’s kit features pistons only 2.2 mm larger in diameter than the stock slugs. After a close examination and study of the 749cc cylinder, Ferracci decided the minimal increase offered by the carefully balanced Wiseco-made pistons was a good compromise. The 76 mm, gas-ported, forged pistons bump displacement to 800cc and compression is raised to 13:1. Piston weight was matched with the stock units, thus eliminating the need to rebalance the crankshaft assembly. “It’s a 50cc increase,” says Ferracci, “but it is an important increment, with useful cylinder filling. The piston kit is only the start; and combining that with other key components will help us reach our overall objectives.” Ferracci is a strong believer in balanced performance, so our MV was fitted with a carefully orchestrated mix of aftermarket and hand picked items from MV’s Special Parts Catalog. It’s advertised as a drop in, but to install the piston kit the engine must be removed, which constitutes a complete teardown. A bored, re-coated and diamond-honed cylinder was swapped for the original, then a single piston and cylinder head is fitted and checked for clearance. Because the kit makes use of the stock crankshaft, connecting rods, cams and valve gear, after plugging in the Power Commander III, the engine is assembled and lifted back into place. The remaining work can be carried out with the engine installed.
Levy sprayed the black sections of our MV with Dupont products. Two coats of block sanded, premium PCL primer was covered with two more coats of “chromium” gloss black, more block sanding, then a clear coat. “I spray it on thick,” smiled Levy, who shared the “secret” of the carbon fiber lettering found on our now-sinister looking MV Agusta. “I estimated it would take two guys and two weeks, start to finish, but I lost track of the time. I’m pleased, especially regarding the commemorative lettering. Eraldo Ferracci is a motorcycling legend. It was a thrill to be involved with one of his specials.” Knowing our FBF F4 would run hard and look good doing it, Jeff Gehrs from Brake Tech stepped in with a set of his new “AXIS” cast iron floating rotors: 310 mm front and a 210 mm rear. Featuring hard anodized carriers, the newly optimized petal design is cryogenically processed for maximum performance and thermal stability and substantial weight savings. Brake Tech’s AXIS rotors represent nearly two years of intense research. “The philosophy behind the development,” says Gehrs, “was taking a step back to analyze precisely and fundamentally how a floating rotor works. It became evident that the traditional floating button was used as the load bearing mechanism for transferring these substantial forces. Not only is that inefficient, but it’s destined for high wear and distortion. Our patented and lightweight system very effectively allows the floater button to carry out only its intended purpose. The braking forces are handled by our trademarked Direct-Link system. It is truly form following function.” CNC-cut from U.S. made Alcoa or Kaiser aircraft grade aluminum, these ultra-light, vented rotors disperse heat quickly and evenly for maximum efficiency. Check the supplier list for Brake Tech’s contact information for its groundbreaking line of stainless, cast iron and ceramic brake systems.
Perusing through various internet and print classifieds revealed prices ranging between $10-14K for used F4 sport bikes, and roughly 25% less for comparative Brutale nakeds. While our example is admittedly over the top with full CF bodywork, cutting edge braking components and accessory overkill, the horsepower per-dollar scale remains decidedly in our favor. In lieu of MV’s quintessential sporting hardware, we’ve proved the dedicated owner can acquire 90% of that machine’s capability by opting for FBF’s 800 kit, then allowing Eraldo to tweak it. When asked if retrofitting 750 F4s that challenge—or often surpass—the performance superiority of the 1000 F4 was a conflict of interest for Ferracci, his reply was genuine. “It’s an enthusiast’s slant,” said the fabled tuner. “We do this because we can, or have been asked to do it. The MV Agusta family can tolerate upgraded F4s. The older machines are not obsolete. They are still desirable.”
-Parts list
and prices-: Fast by Ferracci, (888) FERRACCI
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Naturally,
the cost factor of the MV weighs heavily into the equation, and
the limiting outlay is something only the buyer can decide. But
membership has its privileges, and because of its very high build
quality and low production status, resale for the MV Agusta remains
strong. Like the ultra-desirable Verghera fours, the collectability
element must be factored in, as the F4’s value will only
drop so far before it begins to rise again.
Measuring
45.7 cubic inches, MV’s liquid-cooled multi features chain-driven
double-overhead cams and four valves set in a radial combustion
chamber. A Weber Marelli fuel injection system and ECU mix spark,
atmosphere and fuel, with power delivered through a cassette-type,
six-speed gearbox and wet clutch. In the Evo series, the engine
was given its first upgrade with new Malhe-made forged pistons
and cylinder block. It has a lighter crankshaft, redesigned combustion
chamber and valves met with new variable rate springs, under-piston
cooling jets and a beefier clutch. Although the MV four is painstakingly
engineered and extremely compact, it exists in classical inline
form. As delivered, our early (MY 2000) F4 produced a crankshaft
rated 137 hp at 12,600 rpm.
While
Eraldo and his team attended to their respective tuning chores,
we turned our attention to other areas of the project. To trim
some weight and add panache, FBF (via MV Special Parts) supplied
a full set of carbon fiber bodywork. Acting on a tip from Paul
Montgomery at Pro Italia, we delivered the “black
gold” to Jacques Levy at GP Motosport with a specific scheme.
Our kit consisted of the upper faring and side panels, the belly
pan, two airbox covers and the single seat tail faring. “That
is some of the highest quality carbon fiber I’ve ever seen,” said
Levy. “It’s extremely thin, strong and very straight.
Just beautiful. Much of what’s available is poorly made;
surprising, considering the cost of this stuff.” Formed
in a mold, a release agent is needed to break the part free and,
according to Levy, that chemical causes the 
biggest problem. “No
matter how fastidious the preparation, the release agent stays
in the cracks and crevices. If you miss a spot, small holes or ‘fish
eyes’ appear in the finish. That was the challenge on the ‘see
through’ sections and panels, which are basically clear
coated after many hours of cleaning and block sanding. I use
a needle to fix the individual spots, but it’s very time
consuming.”
As the project
evolved, the progressive successes Eraldo and his team at FBF
enjoyed spurred them to keep tinkering. Using the latest version
of DynoJet’s
software package, dyno-tuning takes much less time than it used
to. Still, Ferracci must be acknowledged as the True and Rightful
master of the dyno room. Preliminary tuning had the bike nudging
the 140 hp mark, giving the F4 nearly 30 additional rear-wheel
horsepower over its stock test figure. Perhaps more important
was the boosted torque, up **** , which cured perhaps the design’s
most obvious shortcoming. Astounding, when you consider that
besides the pistons, Power Commander, a less restrictive SPR
header and the Ferracci/BMC Air Power performance airbox, the
engine is otherwise factory stock. As a result, our MV Agusta
gained a whole new personality, not the least of which was the
authoritative bark emitting from the quartet of carbon-wrapped,
FBF cans. With more power everywhere, Ferracci exercised caution
before our first track test. “Never exit a low speed corner
hard in first gear,” he warned. “You’ll light
up the rear tire and lose the bike. It has much more power and
torque than you’re used to. You’ll need to learn
how to ride it all over again.”
That process
was eased slightly by the addition of several more items from
Ferracci’s
catalog. At nearly $900, FBF’s new slipper clutch might
seem excessive, but one misjudged downshift is all it takes to
enlighten one to its true value. A distinct improvement came
by the fitment of Ferracci’s handlebar riser kit, featuring
a revised angle that eliminates the smashed-thumbs-at-full-lock
dilemma. Playing the part of the mad scientist, Ferracci then
installed an electronic Quick Shifter. Interfacing with a dedicated
USB port in the PC III, activation cuts fuel for a millisecond,
allowing clutchless upshifts. Programmable, ours is set to engage
at 4000 rpm, at which time you may bang away to your hearts content,
or shift normally. Our first post-Ferracci trackday at legendary
Pocono Raceway in upstate Pennsylvania revealed to us Eraldo
Ferracci’s ultimate goal for the project. The MV was simply
transformed; its ability to gather speed is so effortless, mating
the uprated braking (and a fresh set of Corsa Diablos) with the
machine’s inherent balance provides the rider with more
confidence than ever. Our F4 is smoother, incredibly precise
and—believe it—brutally quick.
Thanks to Ferracci,
that appeal is greater than ever. For owners questioning the
logic of modifying a collectable and affecting its future value,
take a moment to recall former race chief Arturo Magni of the
old works in Verghera. Even before MV closed its motorcycle division,
by 1977 Magni was busy manufacturing chain-drive conversations,
Siamese exhausts and big-bore engine kits for dedicated owners.
You’ll pay
dearly for that red and silver 750S America, but be prepared
to add a rain bucket of one hundred-dollar bills for any machine
fitted with Magni’s performance upgrades. In the same way
that Magni is accepted and revered, Ferracci, a proven, esteemed
tuner with four Superbike titles and deep industry connections,
is likewise acknowledged. It is difficult to express the standards
of excellence and dedication displayed by Eraldo and his team
at Fast by Ferracci, but one clue to their competence is a refusal
to rest upon their laurels. For those passionate about MV Agusta
but who find the current wares out of reach, welcome to the inner
circle. If MV ownership is your dream, a Fast by Ferracci MV
should be your goal. Whether your F4 is used and abused or a
well cared for original, your fast forward awaits.