MRW Issue 1

That relatively small 998cc
capacity and the inherent engine
characteristics of an inline
four-cylinder mean that
maximum torque – 116.5Nm
at 11,000rpm – is reasonably
high in the rev range,
and only bettered by larger
capacity bikes in this category.
In comparison to other
1000cc naked machines, it’s
way ahead.
MV has achieved this impressive
output through a
series of engine improvements,
the main and the
most expensive being the
introduction of titanium
conrods, which allow the
engine to spin faster and
higher. There are also new
valve guides and camshafts,
which allow new timings on
both the exhaust and intake
valves. Lubrication has been
improved, and the amount of
oil needed for the engine has
been reduced.
The screaming inline-four
now breathes via a new airbox
which is fed from longer
air-intakes. And the tuned engine
now releases its gases via
a stunning four-into-one into
exhaust system which is made
in partnership with Arrow.
There’s new ride-by-wire fuelling
with double injectors and
four rider modes (Sport, Race,
Rain, and a Custom mode).
Time to ride
Thankfully the four-into-one
then back-into-four exhaust
sounds as good as it looks.
MV doesn’t know how to
make a bike sound dull. It’s
passed Euro-4 homologation
yet sounds fantastic. At
low rpm there is a distinctive
burble, it sounds mechanical,
soulful and very Italian, not
bland or near-silent like some
Japanese bikes. On large
throttle openings, from low
in the revs you can hear the
air-box breath, you can feel
it gasp for air, ready to fire
you forward. Dance on the
fluid and fast up-and-down
quick-shifter, get the revs
building, and boy does the
RR let out a scream. The MV
loves to rev, maximum power
is at 13,000rpm, but will continue
revving a little more. I’d
forgotten how much in-line
four-cylinder machines enjoy
“At low rpm there is a distinctive
burble, it sounds mechanical, soulful
and very Italian, not bland or nearsilent
like some Japanese bikes.”