ART AND POWER IN 190 HP

EQUIPMENT EBS AND SLIPPER CLUTCH

The successful evolution of the F4 RR 312 lies to a large extent in technical refinements in comparison with the R 312 and includes the following:

• New decals and color schemes
• Smoked screen from the F4 CC
• Smaller exhaust tail pipes with the end piece cross section resembling a “slice of salami”
• New suspension calibration
• Sachs steering damper from the F4 CC
• Brembo monoblock (one-piece) brakes
• 1,078cc engine
• Slipper clutch
• New close ratio gearbox
  
  The end result is a significant “re-tuning” of one of the most longed for sports bikes in the world that has shown fans just what MV are capable of throughout the recently ended season.

1078cc ENGINE

From MV’s point of view, the engine is the key component to both performance and rideability. This is because when the power from an engine is unleashed, it must be with done so with a degree of measure and intelligence so that the frame and suspension respond better to what the rider asks of them. In this case, “measure” relates to power delivery and the “intelligence” is electronic. Among the modifications made, one key element is the increase in cubic capacity from 996 to 1078 cc achieved by increasing the bore from 76 to 79 mm. The cylinder head has been reworked to meet new specifications and features new 10 mm longer intake horns. Power output benefits but so does tractability and the linearity of engine response from this four-cylinder marvel of engineering that is now the world’s most powerful engine in the Hypersport class.

Despite the considerable increase in volume, the engine still revs very highly and offers more torque than ever: from 84.7 – 91.4 ft/lb (115 to 124 Nm) that, at 8,200 is down from the previous 10,000 rpm. The power output of the F4 RR 312 nowadays seems almost innocent, the words are but characters but, it’s there in black and white: 190 HP. It’s as simple as that……

As regards the gear ratios, the first three gears are longer and this spreads the power output better at high speed and also serves to restrain the initial surge on take-off. First gear takes the bike to 87, second to about 110 and third to nearly 135 mph. The snarling roar it makes as it passes the pits has to be heard to be believed.

The second most important modification is the introduction of a slipper clutch that does not replace the EBS (Engine Brake System) but works alongside it. It is a mechanical slipper clutch system with ramps and roller bearings. The result is immense deceleration caused by backing off the throttle but it is progressive and thus allows the rider to pick better lines into corners. Having such an easy to manage engine improves a rider’s automatic reflexes, increases feel with the machine and makes riding it all the more satisfying. When really pushing the machine to the limits, the rider becomes more effective on both the road and the track, almost without realizing it.