Some motorcycles are simply beautiful; others are rolling works of art. Since its world introduction in 1997, the MV Agusta F4 has never left the latter category. With an entirely new version just shown at the EICMA show in Milan last month, now is a perfect time to look back at the last twelve years of F4s.

MV Agusta’s roots reach back more than a century, when Count Giovanni Agusta started out in the early business of flight, eventually building Agusta aircraft for World War I. Following World War II, his son Domenico — who had inherited the business upon his father’s death in 1927 — reestablished the company as Meccanica Verghera (hence “MV”) and produced his first motorcycle in 1945. By the 1950s, MV Agusta motorcycles were winning races and building a reputation for engineering excellence and reliability. This continued through the ‘60s and most of the ‘70s with legends like Mike Hailwood and Giacomo Agostini at the controls, but by the 1980s the company was out of business as a result of a changing economy. In 1992, Cagiva Motors bought the rights to the MV Agusta trademark and began in earnest the effort to return the once great Italian company to its former glory. The F4 would be a key factor in that revival.

Serie Oro: The Prototype
At the 1997 EICMA show, Cagiva’s racing division stunned the world with a prototype motorcycle that would essentially cement the rebirth of one of Italy’s most storied racing brands. The motorcycle was the MV Agusta F4 750 Serie Oro. Just 300 models were built in 1998. Developed in conjunction with Ferrari, the bike was an engineering masterpiece. Its bodywork, fuel cell, airbox, and all its trim pieces were made of carbon fiber. Lightweight magnesium was used for the wheels, frame plates and even the patented swingarm, which allowed the drive chain to run through the unit rather than around. Of the 300 Serie Oros built in 1999, just 60 would be designated for the US at a price of $39,995.

The 748-cc inline four used “over square” bore and stroke proportions, allowing it to rev to an astronomical 13,300 rpm — a speed that only 600s could typically reach without scattering their internals — while making 126 horsepower on the way. Ferrari engineers were brought in during early phases and had a heavy influence on the initial designs. One such example is the sixteen radial-array valves; from the center of the combustion chamber, the valves angle outward, allowing conformity with the hemispherical shapes of the cylinder head and piston, resulting in increased airflow. MV Agusta is still the only motorcycle manufacturer to use this technology. The lucky few who could get their hands on one were rewarded with one of the most spine-tingling intake howls in the motoring world.

Then there’s the exhaust system. Over the past decade, no other exhaust system has been copied more often than the F4’s quad-tipped, pipe organ underseat mufflers. After dismantling the exhaust system from MV Agusta's then-CEO Claudio Castiglioni’s personal Ferrari F40, designer Massimo Tamburini designed the unique 4-into-2-into-1-into-2-into-4 set-up. The exhaust system was more than just pretty; it gave the F4 a raspy wail typically reserved for four-wheeled Italians.

The gearbox on the F4 was a cassette-type, like on an F1 car. The entire transmission was a single unit that could be swapped out for a separate unit with different gear ratios by simply removing an inspection panel and pulling out the whole assembly. The front brakes had huge six-piston calipers and it was the first production motorcycle fitted with a radial master cylinder as standard equipment.

The chrome-moly trellis frame was TiG-welded by hand and had concentric steering head races that allowed for steering angle adjustments in just minutes. The rear suspension used an unequal length linkage that enabled ride height adjustments independent of the rear shock settings. The handling has long been the F4's forte and continues to be the centerpoint today. The steering possesses the elusive perfect compromise between quick turn-in and excellent front-end feedback, a result of what many would describe as the ideal setup: 24.5 degrees of rake and 104 mm of trail on a 1398-mm wheelbase.

The dashboard, one of the first in production to feature a digital speedometer, flashed “200 mph,” while the yellow-faced tachometer (another carryover from Ferrari) swept from zero to 17,000 rpm. With such close collaboration, it’s little wonder the F4 is often considered the motorcycling equivalent of a Ferrari. It also explains the five-spoke “star” wheels that are almost identical to those on an F50, and the “F4” logo that bears a striking resemblance to the F40 badges.

And yet despite all its impressive engineering and advanced features, the F4’s main draw is its looks. It was at the time, and still is, an absolutely stunning bike. Following his work on the Ducati 916 Superbike — widely acclaimed to be one of the best-looking sportbikes ever made — Cagiva designer Massimo Tamburini’s magnum opus would be the MV Agusta F4. In fact, many likened the F4 to a “2.0 version” of the Ducati that Tamburini had designed just four years prior. From the stacked projector headlamps, to the single-sided swingarm, to its svelte, almost feminine profile, the F4 exuded Italian sex appeal and performance on a red and silver rolling canvas.

An F4 for the Masses
In 2000, the first mass-produced (if it can be called that) version of the F4 arrived. Called the F4 750 S (the ‘S’ standing for strada — Italian for road), it was identical to the Serie Oro on which it was based, but with less exotic materials to keep the cost in line with other Italian superbikes (namely the Ducati 996) of the time. Aluminum components were substituted for magnesium, and aluminum brake carriers were replaced with steel. The sand-cast engine cases from the Serie Oro were also replaced by die-cast cases, and thermoplastic bodywork also lessened the cost. These changes made the bike nearly 25 pounds heavier, but it hardly mattered considering the price difference.

The F4 S would sell for $18,895 — a hefty sum considering a 2000 Suzuki GSX-R 750, arguably the benchmark 750-cc sportbike at the time, was retailing for just less than half that amount. But sell it did, and by mid-year the North American supply of just 200 motorcycles was on the road. Early-release 2001 models would arrive to fill the gap, and they sold out just as quickly.

EVO2 and EVO3
The year 2002 would be a big one for the F4, with a new engine a growing lineup. Dubbed the EVO2, the 2002 F4 featured a new engine design that produced more 13 more horsepower at a speed just 400 rpm higher than before — 137 hp at 12,600 rpm. The power increase wasn’t just from more revs; it was a function of improved electronics as well as lightened internals. New pistons, valves, and a balanced and lightened crankshaft replaced the old bits. Visually, the new bike was identical to the 2000-01 models but for the “EVO2” decals on the tail section.

2002 would also be the first year you could get a two-seater F4. Cleverly called a “1+1” it was really more for show than for actual two-up riding. The seat padding was less than three-quarters of an inch thick, and took up a space roughly six inches wide. Thankfully, it didn’t affect the performance numbers (the 1+1 weighed less than a pound more than the monoposto) or the price, which was still just $18,895.

The limited edition F4-750 “Senna” was released in 2002 to honor the late Ayrton Senna, who was himself a rabid motorcycle enthusiast. Profits from the 300 worldwide units (60 or so for the US) went to the Instituto Aytron Senna — a program to help underprivileged children in developing countries. The bike would carry essentially the same EVO2 engine, but with a 13,900 redline to provide more over-rev for racing and a few changes in the transmission — namely upgraded clutch discs and a closer-ratio gearbox. Carbon fiber trim pieces, special livery and two-tone red and silver wheels were also included.

This would become MV Agusta’s modus operandi from then on: A special edition motorcycle would be released one year with newer technology or trick new components. Limited numbers would be produced — typically 300 worldwide with 60-ish coming Stateside. The next year’s standard production bike would typically have most of the special edition’s new technological innovations, if not necessarily the expensive build materials (carbon and titanium components were always available as add-ons from the MV Agusta Corse catalog), and would be dressed in standard livery. 2003 would therefore see very little changes on the motorcycle other than the clutch & transmission updates from the F4 “Senna“ and an EVO3 designation.

SPR: Last of the 750s
In late 2003, MV Agusta introduced the F4 750 SPR. It was the highest-output 750 that MV Agusta would build, producing 146 hp at 13,000 rpm, with a redline raised to 13,900. The engine featured forged Mahle pistons with 13:1 compression, an optional-fitment RG3 exhaust system (included with the motorcycle), enhanced camshafts with higher lift and longer duration, completely hand polished intake and exhaust ports, modified velocity stacks, and lighter valves. It even came with a complete set of quick-change final drive sprockets to tailor overall gearing for specific track setups.

Visually distinguishing the SPR from the standard F4 was unique matte black livery with specialized decals. Like the F4 Senna, all the unpainted plastic trim pieces were upgraded to carbon fiber. The tachometer had a bespoke white face noting to SPR owners that they were special. The SPR would be the last 750-cc F4 that MV would produce and it was the only F4 offered for the 2004 model year.

A Liter Bike is Born
Thanks to a rule change in 2003 allowing four-cylinder bikes up to 1000cc to compete in the World Superbike Championship, MV Augusta would finally join the ranks of other cycle manufacturers offering road-going “liter” bikes. The F4 1000 “Ago“ was released in 2004 as an early 2005 model, in honor of Giacomo “Ago” Agostini, who amassed 15 world championship titles and 122 race wins in his racing career. Considering that 13 of the championships and 110 of the races were won on MV Agusta motorcycles, it seemed only fair for the company to acknowledge Ago’s accomplishments by naming its new sport bike in his honor.

The first 1000-cc engine to be hand-built in Varese followed the same design as the 750, complete with radial valves. Output was 167 hp at a slightly more relaxed 11,700 rpm and over 80 lb-ft of torque. New for the 1.0-liter engine was a clever engine-braking system that utilized a valve on the number-two piston to release compression on deceleration, acting as a sort of a slipper clutch.

The cassette-type gearbox was carried over from the 750s. Now an established tradition on most special edition models, the trim pieces were all carbon fiber. New gold-anodized ten-spoke forged Marchesini wheels were standard, along with a red Alcantara seat and a big number “1” in a yellow oval on each side — another nod to Agostini’s race winning MVs. The F4 1000 S debuted in late 2005 and continued through 2006. It would be 100 percent mechanically identical to the “Ago” but in standard MV colors and without the carbon fiber trim or the forged wheels.

In 2005, the F4 1000 “Tamburini” arrived. This edition, to honor the F4’s designer, featured lots of lightweight carbon, with various sections left unpainted (but still clearcoated) to showcase the extravagance of the model. The same gold forged wheels from the “Ago” were paired with special gold anodized fairing grills and it had specially-machined magnesium structural components. The standard two-piece Nissin six-pot front calipers were upgraded to billet monoblocs — a first on a production motorcycle — and it had a five-way rear shock with high-speed and low-speed compression and rebound dampening adjustment.

In terms of new technology, however, the highlight of the F4 Tamburini was its Formula One-derived Torque Shift System (TSS). Using two-piece intake trumpets, the system provided long intake runners at low engines speeds for optimum torque, then would literally rise up inside the plenum at higher rpms and split in half, effectively truncating the intake path at higher engine speeds for a maximum output of 170hp. Amazingly, this would be the swan song for the first-generation 1000-cc engine after just two years of production. It was the most technologically advanced model to date, and at $42,695, it was the most expensive as well.

F4R: Second-Gen Liter Bike
Seemingly built to cash in on the success of the first Senna special edition, MV released a second version in 2006. Called the F4 1000 Senna (surprise!), it would feature the second generation of MV Agusta’s 1000cc engine. Sadly, it lacked the TSS system, but it did have a new Magneti Marelli 5SM ignition-injection system. It also was the first to have a Mahle block, and it marked the first significant change in the cylinder head design, with the intake valve angle going from 9.5 to 10.15 degrees. Max power was now up to 174 hp.

The F4 1000 Senna featured the same ten-spoke forged wheels as the Tamburini and the Ago, but finished in silver rather than gold. It had the same five-way shock as the Tamburini and the requisite carbon fiber trim pieces. It also did away with the Nissin calipers in favor of the vastly superior radial-mounted four-piston, four-pad Brembo calipers.

The F4 1000 Senna would essentially become the F4 1000 R model in 2007. Swapping its carbon bits for plastic and fitting a simple three-way Sachs rear shock unit, the production F4 1000 R debuted with the first change in graphics since the original F4. While color options still included traditional red over silver, the F4R now offered bold new graphics to help the distinguish the big boys from the 750 models. It also marked the end of MV’s exclusive five-spoke star design wheels, using instead a completely new, thinner ten-spoke forged Marchesini design as standard equipment.

The F4R was the first MV Agusta model homologated for Superbike racing, with Cagiva USA‘s own Eraldo Ferracci fielding a team in the AMA series. But less than a year after the R debuted, it was rendered obsolete by the 2008 F4 1000 R 312. Called the “312” because it achieved a record 312 km/h top speed at the Bonneville salt flats, the engine received even more updates including titanium intake valves, lighter internals, and another new ECU. Power swelled incredibly to 183 hp and the 2008 model still holds the fastest official lap time around the Nurburgring at 7:21.8.

CC: the $120,000 MV Agusta
In 2007 MV unleashed a model that truly embodied the idea of a bespoke motorcycle. Called simply the F4CC, it was named after Cagiva CEO and co-founder Claudio Castiglioni. It had special materials, well, everywhere. The CC used a full carbon fiber body almost devoid of paint. Frame plates and triple clamps were crafted of magnesium. Every part of the bike that would normally be cast aluminum replaced with one-off billet pieces.

The engine was, in theory, the same powerplant from the 312, but with the cylinders bored from 76 mm to 79 mm giving the F4CC an ultimate displacement of 1078 cc. The pistons were lighter than those in the 312 thanks to a special machining process, the intakes 2 mm larger, and all sixteen valves were made of titanium. The TSS variable intake length system returned to help the F4CC make its peak 190 hp. A full titanium exhaust by Moto Corse was included with the bike, bumping the total output to over 200 hp.

It would prove to be the ultimate in excess, and even included a limited edition Girard-Perregaux watch and a made-to-order Trussardi leather jacket. The F4CC was truly for the motorcyclist who had everything, yet wanted more. Only 100 examples were produced for the world, making it one of the most exclusive modern bikes, especially considering its $120,000 price tag.

1078 RR: The End of the Run
Ten years after the first incredible F4 was made available to the public, MV introduced the F4 1078 RR. No longer hindered by Superbike homologation rules, MV upped the ante in the “liter bike” class with a CC-engined standard production road bike. Of course, it wasn’t exactly a full-on CC engine, but it was 1078 cc, made 190 hp, and had a rumored top-speed of just under 200 mph. Ironically, the RR (race replica) wasn’t legal for racing in any class, but that didn’t matter. It was a newer, more powerful F4 – what more could anyone want?

Unlike most motorcycle models, which over a decade will typically undergo at least two major and several minor redesigns, the F4 is an anomaly. The silhouette is the same from ‘99 to ‘09, with body panels being 100% interchangeable between iterations. Unfortunately, an unchanging design also kept the MV engineers’ hands tied when it came to updates. Tamburini considered the F4 a perfect design, so they worked solely on increasing the output of the engine and improving chassis components.

The F4 has never been a perfect bike. It’s always been a bit porky. It runs hot. Comfort is a fantasy. It tries to smash your thumbs at full lock. And the self-retracting side stand of early versions has kept the parts counter hopping. But none of those things really take away from the F4. Owning one is like dating a supermodel with flatulence issues; you’re still the envy of Average Joes everywhere who don’t know better. We‘re pretty confident the entirely new 2010 F4 will continue its predecessors’ fine tradition, and it may even improve in the social graces department.

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