[Henners]

Set out for 3X near Wimborne this morning with the rain coming down in sheets but having been told that the sun was out there and sure enough as I drove past Southampton you could see this great expanse of blue sky right ahead. Arrived at the shop and the bike (a 2000 F4 750) was ready to roll so I was taken out by one of the salesman John who was on a Multistrada and we headed off into the countryside.

First impressions of the riding position was it felt just like my 998 but a little more snug (I’m 5’10) – the tank cut outs are deeper that the Duc but the overall dimensions feel very alike and you have the customary weight on your wrists. The engine pulls nicely off idle and the clutch is much lighter. Unfortunately John decided on a stately pace so I became accustomed to riding the MV at mostly 30 – 50 around the local country lanes. The bike took this in its stride and apart for sheer boredom I don’t think I remember much of the ride, finally getting back to the store after about 15 minutes. I was left wondering what the bike was about and spoke to Jez the salesman I was dealing with and said if I was going to form any impression of the true nature of the bike at all I needed a more spirited chaperone. He got his gear on and jumped on a Benelli Tre RS and off we went, this time onto some superb sweeping B roads where I was able to let the MV fly.

The handling is quicker and lighted than the 998, far less of a push required on the bar to get her over and the suspension was certainly softer initially in the stroke but then firmed up noticeably. Banked over the Ducati type stability is very much there, hardly surprising in view of the same type of frame and heritage. We were really charging on and I found I was leaving the MV in 4th and winding on between 6000 and 12000 rpm. Man that exhaust note is pure magic! The sound of the engine and induction roar as I swept up and down the rev range is the most beautiful engine note I have ever heard, wailing and screaming in an almost MotoGP type howl with plenty of engine braking and spot on injection fuelling. The brakes were a match for the 4 pad Brembos on my 998 and the rear brake is just as bad.

The ride took us through almost empty sweeping country lanes and we ended up stopping after a while and riding back along the same road. The engine pulled best between 6 and 12,000 and I found no difficulty getting used to using higher revs - I think this is because the rev counter needle sweeps to an almost identical arc as I use on the 998. I like the engine - very impressive and quite smooth with more than enough power for quick road riding, sufficient engine braking to let you roll the power on and off. There was perhaps a little too much throttle movement required and it was a tad heavier than the Duc but that is nit picking. Back to the 30s and 40s and the MV is easier to manage at this enforced pace, low down fuelling being excellent however there is a pronounced ‘flat spot’ between 4 and 5000 rpm which apparently needs a power commander to overcome. Where I would find 1st too low and 2nd too high in these circumstances on the 998 there was no such problem with the MV, I guess due to the more even firing of a 4 cylinder engine compared with a twin. Back to the store for a second time and no more doubts about the dynamic qualities of the MV F4 – I loved it!

Had a good long chat with Jez and there will be a new F4S Evo 03 in the garage on 1st September.