< AllMoto's Motorcycle Investor mag

Motorcycle Investor mag

Our bikes: MV Agusta F4 1000 Nero

(by Guy 'Guido' Allen, updated March 2025)

It was an entertaining week in the Chateau Guido shed, with the newly-acquired 2006 MV Agusta F4 Nero finally getting on the road and establishing itself as the angle grinder in the fleet

It's fair to say that things were a little out of control in the shed at the time, just a couple of years ago, and I had been falling behind on jobs – in a good way of course.

You see I had been on a bit of an acquisition spree and, without going into all the ugly detail, one of the top priorities has been getting the MV Agusta F4 back on the road after a relatively brief lay-off with the previous owner. In lovely condition with just over 3000km on the odo, it was acquired from old mate Roger.

It's a rare variant known as a Nero. Then local importer Paul Feeney spotted a niche for a satin black F4 1000 S, which wasn't in the model line-up at the time. MV obliged by building 21 Neros for Australia only, a mix of mono- and bipostos. Other than the paint, and the plaque on the steering head, they were standard F4s. (See the contemporary New Atlas story on the announcement.)

Aside from needing fresh rubber (it was on the original tyres) a few little things needed looking at. We're generally talking giving it a birthday with new fluids and a check-over.

You have to love the minor irritations that come your way, such as a flaky left front indicator. The front units are in the mirrors, which are a work of art and a delicate pain in the arse to work on. In this case contacts were troublesome. Of course moments after it sailed through the roadworthy test, it went on the blink again (or not, if you'll pardon the pun...). No matter – something to be sorted one quiet morning over a cup of tea.

While I was chasing some other minor issue, I had cause to remove the left fairing panel. Access is incredibly easy, with a set of Dzus fasteners, and the whole thing comes off in a couple of minutes without resorting to tools. In fact, it's very much like a Ducati 916 to work on, right down to the flip-up seat/tailpiece. Hardly surprising, since both were designed by Massimo Tamburini.

Speaking of Tamburini and design, like the 916 the ride position on the F4 is set up for a racer stance for more compact folk. Author Ian Falloon assures me Tamburini was about 5'6" (168cm), which may well have influenced his product.

If you're tall, Falloon says the go is to get a 999 series designed by Pierre Terblache, who is more like 6'1" (186cm) and built a lot more adjustability into that series.

Right, so having got this far are there any conclusions? One or two.

It was over a decade since I last rode an F4 of any sort (750 or 1000) and I'd forgotten just how tiny they feel. The ride position is pure head-down bum-up sports.

However once you fire it up and have a play, comfort is pretty low on the mental list of needs. Survival and engagement take precedence.

It makes a wonderful howl from the distinctive high-mounted four tailpipes and there's enough horsepower to keep your heart rate up near the redline. It's light and sharp and tactile.

The throttle response is aggressive and it feels like there is sod-all flywheel, so the connection between that reptile part of your brain and the road is very immediate. It likes revs to get away and there's something about it – maybe the hackle-raising note from the pipes – that just says you need to be on your toes to ride it.

While not the most powerful bike in its class, it is quick enough: 166 horses (122kW) in a 190 kilo package can flatten your eyeballs.

Steering is quick and sharp, while the fully-adjustable suspension is responsive so long as you have the settings right for the road. Braking is ultra-strong with loads of feel, and there is no ABS. In most respects it is by current standards a very analogue motorcycle – which has its own appeal.

Like the bikes I rode from the launch of the first 750 F4 circa 2000, and the litre bikes in the ensuing years, it is a very capable and single-minded sports motorcycle. Given the fierce competition in this sector at the time, it rarely won comparos, but in isolation it was a fast, responsive, and attention-grabbing platform.

Much of its charm is in the beautifully integrated and delicate design, with a host of little styling 'easter eggs' around the bike to make the owner feel good about their purchase. It looks bloody wonderful when you survey it over a post-ride glass of wine...

***

See our feature on the MV Agusta revival model, the 750 F4 from the late 1990s.

***

Good
Fast
Stylish
Handles well

Bad
Extreme sports riding position
Spares availability is patchy

SPECS:
2006 MV Agusta F4 1000S Nero

ENGINE:
TYPE: Liquid-cooled, 4 x radial valves per cylinder, inline four
CAPACITY: 998cc
BORE & STROKE: 76 x 55mm
COMPRESSION RATIO: 12.0:1
FUEL SYSTEM: Weber Marelli EFI

TRANSMISSION:
TYPE: Six-speed, constant-mesh,
FINAL DRIVE: Chain

CHASSIS & RUNNING GEAR:
FRAME TYPE: Steel trellis and aluminium castings
FRONT SUSPENSION: 49mm USD cartridge telescopic fork, full adjustment
REAR SUSPENSION: Monoshock, full adjustment
FRONT BRAKE: 310mm disc x 2 with 6-piston Nissin calipers
REAR BRAKE: 210mm disc with 4-piston Nissin caliper

DIMENSIONS & CAPACITIES:
DRY WEIGHT: 190kg
SEAT HEIGHT: 830mm
WHEELBASE: 1408mm
FUEL CAPACITY: 17lt

TYRES:
FRONT: 120/70-17
REAR: 190/55-17

PERFORMANCE:
POWER: 122kW (166hp) @ 11,750rpm
TORQUE: 109Nm @ 10,200rpm
TOP SPEED: 295kph (183mph)