MV Agusta F4 SPR

Riding the MV Agusta F4 SPR is a complete sensory overload. Or is that sensual overload?

Your body should be screaming in pain from the tortuous riding position but four screaming exhaust pipes can do strange things to a rational mind ­ so can 135ps (at the rear wheel) engine. And a little badge that reads Œ264 of 300'.

Riding one isn't the only thing that can set the loins a throbbin'. The Œstandard' F4S is one of the sexiest machines man has ever assembled but even it pales in comparison with the limited edition SPR.

Just look at it. Then look at it some more. You won't get bored. Start your eyes at the quad pipes poking out of the single seat unit like something from a James Bond movie. Then drink in the real carbon-fibre bits. And the glowing wheels.

By the time your peepers reach the girder-like 50mm Marzocchi forks and the drain-pipe front axle in its quick release mounts, chances are you will have reached a suspended state.

Your tongue lolling in its saliva-filled hole, your useless arms dangling by your side. How can Italian bikes keep getting better looking? How can this bike be so brain achingly beautiful?

Nobody I came across escaped the SPR's visual and aural allure. One neighbour snuck into the garage just to photograph it. Car drivers gestured wildly in traffic. And as for poor old Boris, well, he lost it completely. It was the matte black paint that really set him off. Even if it does have a fairing.

FREE REIGN

Despite the $42,000 price tag, that fairing isn't carbon-fibre. That fact disappointed me for about three seconds. The value lies elsewhere.

My only worry was that it wouldn't perform; that it would be some gutless show pony for rich blokes to ponce around on ­ arriving before everybody else and leaving long after so their rolling investment's lack of ability would remain a private and guilty secret.

The first time I gave it its head fixed that. Nine thousand rpm is the Œflashes and lights' zone. The flat, featureless power below that ­ it runs richer than those who can afford it ­ is a memory as the tacho needle flicks to the 13,900rpm mark. That's about where the redline would be, if the SPR actually had one.

That 4900rpm is the key to some truly vivid performance. There's a claimed nine ps extra over the standard F4S, and it feels it. The SPR actually makes 135ps at the rear wheel, according to Sydney Dyno - handy for a 750.

The glorious engine and exhaust notes are the icing on the cake at this pace, and may just overpower the screams of delight coming from your mouth. Life on a radial valve bouncing MV Agusta is a beautiful thing.

On the down side, slinging the bike away from traffic lights is slightly annoying.

It needs the finesse of a two-stroke to launch hard because below 4500rpm the throttle response is awkward and inconsistent. That's what you get with a finely tuned engine.

From 4500rpm to the 9000rpm sweet spot, the performance is crisp enough, and very useable around town, but 9000rpm is the place to be.

Keeping it there is easy with the crisp, close-ratio gearbox. Yes, the clutch and gearshift levers are heavier than Japanese equivalents but actually add to the quality feel of the thing. And they're nowhere near as heavy as some Italian bikes of the past.

CHASSIS-SPEAK

So. It goes, and goes well. What happens when you have to steer it through some corners?

As much as 9000rpm and above is the performance Œsweet spot' on this bike, the bike's steering is the handling equivalent.

The chunky Marzocchi forks are superb, rising and falling independently to the bike, and they help the bike steer as accurately as any production bike out there. They're planted, supple, beautifully controlled, and look magnificent.

The rear Sachs shock is a little firmer but is still a case study in suspension compliance and performance.

The suspension works in complete harmony, both compressing and rebounding as one through corners, and coping with potholes, speed bumps and road ripples better than any narrow-focused suspension has a right to. As for smooth, scratching type tarmac ­ well, it handles like the thoroughbred it is.

And if you don't like how it handles (you will) there's heaps of adjustment (which actually works). You can even customize the rear set foot pegs.

The brakes are the same six-piston Nissin calipers as the standard F4S, clamping the same 310mm rotors ­ they do the job, but in the glowing presence of the other greatness, they lose some shine.

They're simply not up to the standard of the latest radial-mounted brakes getting around, including those on the Suzuki GSX-R750 I recently rode.

They still work bloody well, and one-fingered stoppies are possible, but it's a measure of how good brakes are becoming ­ and how magnificent every other performance component on this bike is ­ that the brakes have become the Œweak point'.

The Pirelli Dragon Corsa tyres complement the peerless suspension. I reckon you'd only need to go to the even-stickier Super Corsas if track days were your mainstay. Otherwise, the Corsas are well up to hard road rides and the odd track excursion.

20/20 VISION

It's a true sporting motorcycle. Riding it hard isn't as frightening as a bike with such a price tag could be, simply because the bike feels so well built ­ and so bloody good at what it does.

You know it won't put a foot wrong ­ if the pilot doesn't, that is.

Also, like a true sporting motorcycle, it's strictly a single-seater. Backpacks are the only option when it comes to luggage, as the flip-up tailpiece won't take a bag and there's no room underneath it. As for a tank bag ­ well, you wouldn't, would you? Not on this bike. But who cares? You won't notice the backpack when the awesome wail of the pipes kicks in.

Like any special, however, there's plenty more to do than just ride it. Like staring at it, for instance, or playing with the rear sprocket options (37/38/39T) that accompany the bike cover and handlebar grips in the bike crate.

Pulling the fairings off via the trick Dzus fasteners is good sport too. It's pretty in the nude ­ have a look at an MV Agusta Brutale. Unfortunately, the matte black paint was already flaking around the fairing-mount holes, and seemed quite brittle in places.

But the fairing is very easy to remove and replace, and the finish is otherwise brilliant. Except for the rear indicators. There's nothing wrong with them, but compared with the rest of the bike they seem an afterthought. And the knurled finish is as poxy as it gets. At least the Arrow exhausts steal the attention.

UP THE CREEK

What was getting my attention, as I sat next to the SPR in the pits at Eastern Creek Raceway, was the bastard rain that just wouldn't go away.

It was my only chance to have a go at the Creek, thanks to the crew at Champions Ride Days, but every time it looked like clearing, the spiteful rain spat again. I went out anyway.

With most corners still patchy, I indulged in a timid five laps, but it was worth it just to hear that engine scream as I slithered down the main straight.

The clear, easy-to-read speedo even reached a decent 260km/h despite my lacklustre exit from Turn 12, but I left the built-in lap timer turned off; there was no point.

It was the true definition of frustration. An MV Agusta F4 SPR. Eastern Creek. Rain. I could have cried.

But this is, after all, a road bike, and there were no weather problems in the plentiful time I spent wending through the best corners the Sydney area has to offer. My brief Eastern Creek experience hinted at a genuine track weapon but until I bludge the bike off Mr Feeney again, I'll have to wait.

STREETS AHEAD

If I had the money for a boutique sportsbike, I can't see any reason why I wouldn't go for this one.

A carbon-fibre fairing would make it a definite first choice for me, as the price tag warrants it, but the negatives list is minor, and the rider compromise list is smaller still. Other big dollar, high performance machines can be unbearable to ride anywhere other than the track, but the SPR (extreme riding position aside) is very streetable.

It is also genuinely exclusive: there are only 20 coming to Oz, and 300 on offer world-wide ­ most of that 20 are sold already, as the bike arrived last September, so you'd want to be quick.

And it's the last of the 750cc specials, as the 1000cc bike is the new future. Can't wait for that one.

In fact, it'd be worth buying two ­ one to ride, and one to install a glass feature wall around at home. Then I'd need one to race...

It's good to dream, but in this case it's a dream that can come true, if you have the cash. The SPR is the real deal. It could even be all your dreams fulfilled.

WOTZBEENDUN?

What does the F4 SPR get that the F4S doesn't? Read on...

Chassis:
Marzocchi 50mm USD forks with titanium nitride treatment;
Sachs racing rear shock.

Engine:
New inlet and exhaust ducts;
New inlet and exhaust cam profiles (greater lift and duration);
New inlet valve springs;
New Mahle pistons;
Increased compression ratio (13:1 from 12:1);
Reinforced clutch;
Close ratio gearbox with new longer first gear;
Rev limiter set to 13,900rpm.

General:
New Graphics;
Leather seat with F4 embroidery;
New design adjustable footrests;
Wheels coloured aluminium silver;
Numbered SPR plate placed on the steering head;
New instrumentation including stopwatch function;
Carbon-fibre kit.

SECOND THOUGHTS

By Boris Mihailovic

I have been to the mountain. I just rode a motorcycle that pushed every buried button in my soul. I've got off it not 10 minutes ago. It's 5.00am and I may never sleep again.

There'll be time enough for sleep after I've re-mortgaged the house and done over a couple of servos. Because I must find money. Lots of it. For one is not enough.must buy three.one to commute on..one to ride on special days of evil.one to set in glass and sacrifice goats to.wait.need one for touring.must buy four.

Oops. Sorry. Back again. And I'm obviously tired and emotional. I feel violated and excited and all sore among my upper thighs, like a giddy schoolgirl after the dance.

That bloody bike's assaulted me. It's used me, it's cursed me and it's left me keening like a bitch. It's got me. Way it is.

The MV Agusta SPR is the most profound, stirring and satisfying motorcycle I have ever ridden. I will, of course, never own one. I just don't want it bad enough to commit armed robs to get it. But I have ridden one and I've gotta tell you what that's all about. I really gotta.

I rode it in anger and I rode it with passion. I rode it free of bastard professional cynicism and full of awestruck worship ­ which, given the SPR's pure integrity, is perfectly right and proper. And it's better than I'll ever be.

I rode it all over Sydney from 9.00pm until 4.30am on a crisp autumn school night. I even let Brother Silverback ride it for a while, until he went mad near Five Dock and forced me to chase him to Palm Beach at 2am because of some sick Agostini fantasy he had when he was young. Which was good 'cos he had to stop for an excitement wee, enabling me to seize the SPR and head for Dural to deal with my personal Hailwood fantasies

When I eventually parked it under a buzzing orange streetlamp, put the keys in my mouth and had a slash myself, we swore at it and cursed it and stood staring at it, then lurched around laughing like dizzy apes. Then we rode it some more.

Finally we each went to our respective homes, and because my family was asleep, I called Wootton. But he was asleep too. So now I'm telling you. Hell, I got to tell someone.

There are faster bikes. But there always will be.

There are bikes that offer some atrocity known as "value for money". But I don't have much truck with them.

And there are bikes that transcend such transient mediocrity and become literal Idols of The Ride ­ to be worshipped and venerated by the faithful throughout the ages.

Just such a bike is the SPR.

It is MV Agusta's current performance flagship ­ vomiting forth a mortifying 135ps with jewel-like precision and lunatic noise. It's the noise you hear in Satan's pit garages when demons blip and twist the throttles on shadowy devil bikes. That wicked, heart-lurching brap that cuts through your ears like a fat ice-pick and bursts shit behind your eyes. That mental banshee howl that speaks of superfine tolerances and heart-breaking speeds. Yes. That noise. That's the noise the SPR makes.

I have yet to hear anything as bladder-bitingly feral, primal and glorious as the SPR spinning itself past 11,500rpm on its way to some insane redline. It's just incredible.

It's the best four-cylinder 750 motorcycle I've ever ridden. But more importantly, it's also the most intensely and sensually pleasurable motorcycle I've ever ridden.

Let me tell you why...

It is exclusive as all hell. You'll likely never be in the same place with another one ever.

Don Massimo Tamburini designed it. It is big sex on a short stick. And in my opinion, the best thing he's ever done.

It is a styling classic and it looks freakishly sublime from every angle.

It seriously honks. It really sounds like it seriously honks.

It is complete, like no other bike on earth. There is nothing one can add to it, and there is nothing one would take from it.

It makes no concessions to "comfort", and it makes no compromises with any of your skeletal, muscular or nervous issues. It will happily crush your bitch thumbs if you forget to take them off the bars on full lock.

It is as practical for everyday use as a tooth with a nail through it.

It stops, handles and goes far better than I'll ever be able to ride it. Ever.

It is tuned to live, shrieking its dago head off and sending you mad with lust, beyond nine grand. It is as pure and true to the divine concept of "motorcycle" as I've ever ridden. And it is matte black. My buttons are thus all pushed. It wins.