LOS ANGELES — What weighs 409 pounds, costs more than an Audi R8 and boasts a host of handmade components? If you guessed the MV Agusta F4CC, you’d be spot on. This $120,000 (yes, you read that correctly) carbon-fiber-intensive superbike hides some serious engineering. The life of this extraordinary bike began as MV Agusta CEO Claudio Castiglioni’s one-off personal bike. But it has now become a limited-production halo product for the company. A total of 100 F4CCs will grace the garages of the most dedicated collectors of two-wheeled art. Sadly, at a cost of six figures, we won’t be amongst the few in that lucky group. —Basem Wasef

The Specs
The F4CC (“CC” for Claudio Castiglioni) is based on MV Agusta’s F4 platform. The F4’s liter-sized inline Four has been bored out by 79 mm, boosting displacement to 1078 cc—the maximum for the block. Redesigned combustion chamber dynamics and polished ducts enhance engine breathing, while larger, radially arranged titanium valves with Del West guides and seats bolster the engine’s ability to cope with a more aggressive camshaft profile.

The result is an engine output rated at an even 200 hp—just like a VW GTI. Engineers set out to reduce the powerplant’s weight further by incorporating magnesium components to the gearbox and clutch as well as the blowby and alternator covers. Lighter pistons and reworked connecting rods further the quest for horsepower, as do larger throttle bodies. MV’s Torque Shift System uses variable-length intake ducts to maximize grunt across the powerband. The Engine Brake System also limits torque under deceleration, and a one-off mechanical slipper clutch incorporates ramps and roller bearings. A cassette-style six-speed gearbox is mated to a wet clutch.

A handful of one-off components are incorporated into the trellis-style chromemoly frame including the fork feet, foot pegs, upper steering column plate, and levers—which feature a meticulously hollowed-out appearance. A single-sided magnesium swing arm is mated to a race-ready Sachs monoshock which features high and low speed-bump and rebound settings. The 50 mm Marzocchi front shock is carbon nitride treated for reduced friction. Dual floating 320 mm Brembo four-piston monoblock brakes stop the aluminum alloy Marchesini front wheel. The rear features a single 210 mm Brembo disc. A single-sided magnesium swing arm mates to the Sachs monoshock, and a bespoke Sachs steering damper limits front-end wobble.

These mechanical gems are hidden underneath strikingly finished carbon-fiber panels. The combination of polished aluminum bits with touches like titanium meshes over the intake ducts and MV’s signature organ-pipe exhaust tips lend the F4CC a delicate yet muscular appearance.

The Ride
The MV Agusta F4CC feels compact and narrow for a liter bike, but its wet weight of 412.6 pounds makes it plumper than its closest competitor, the $72,500 Ducati Desmosedici RR, which tips the scales at 377 pounds, dry. But when you settle into the MV’s Alcantara seat, rev the engine, and release the somewhat heavy clutch, you’ll be whisked forward with more torque than the Desmo. And that thick power delivery is remarkably strong and smooth up to the 13,000 rpm redline. Off-the-line acceleration is so strong that it feels like you’re straddling a torquey V-twin, but the F4CC’s willingness to rev is more consistent with the inline Four configuration; the variable-length intake ducts bolster those characteristics, as does the engine’s extreme tuning. A fiercely guttural note from the four-into-one titanium underseat exhaust accompanies every twist of the throttle, and the piercing punch of this engine—especially at higher revs—makes it hard to resist pushing the F4CC toward higher velocities.

The heavyish mechanical multiplate slipper clutch transfers torque effectively during downshifts, and the shifter is one of the best we’ve ever tested. Cog swaps come with low-effort taps of the left foot, and each gear engages crisply and positively. Neutral is easy to find every time and those monoblock Brembos simply do an outstanding job.

The F4CC obeys inputs well on bendy roads, exhibiting crisp turn-in and impressive responsiveness to midcorner adjustments. It may lack ultimate agility because of its heft (at least compared to the aforementioned Ducati), but lightweight wheels and suspension components are responsive to rider input, especially once the bike is settled and leaned into a turn. Any deficiencies are immediately rectified by the F4CC’s outrageous power. Apply heavy throttle coming out of a turn and result is extreme acceleration. This bike decimates straightaways, and the front end lifts easily when that throttle application is a bit too zealous. Hold on.

The usual practical sacrifices must be made while riding this exotic; though its suspension can be dialed down to manageable damping levels, ergonomics force the rider forward and low. The mirrors are a bit too narrowly placed to be completely effective. Plus, a good amount of heat radiates from the underseat exhaust, cooking the pilot while it produces those sonorous sounds. Nonetheless, riding the F4CC is a uniquely inspiring experience that makes almost all other commercially available 1000 cc sportbikes seem pedestrian by comparison.

The Bottom Line
Loud, fast and hideously expensive, the MV Agusta F4CC sets a new bar for exotic motorcycles. In an age where Japanese sportbikes offer similar power at a fraction of the cost, the MV Agusta might seem anachronistic in this cautious economic climate. But there’s no doubt that the F4CC is a stunning display of exquisite details. It’s a case study in the marvelous things that can be accomplished when money is no object and the sky really is the limit.