Once the controversy surrounding the Iannucci affair had cleared, MV Agusta was back in the news in the spring of 1992 thanks to an unexpected announcement from Cagiva Motor’s press office. It was officially announced that ownership of the Cascina Costa trademark was to go to Castiglioni’s group, after lengthy negotiations with a number of interested parties in the worlds of finance and industry. It was exclusively ownership of the trademark that was under negotiation, as the machinery and motorcycles had mostly been sold, with the exception of several road and racing vehicles lovingly preserved by the Agusta Retired Workers’ Association, now on display in the museum in Cascina Costa.
The reaction to the news was lively among all motorcycle fans. The purchase of the legendary trademark by the most dynamic and determined entrepreneur in the motorcycle industry was sure to guarantee the rebirth of MV Agusta. After all, the Castiglioni family were the only entrepreneurs on the scene capable of reviving companies in difficulty and transforming them into successful enterprises. The Castiglioni family had demonstrated their managerial skill by creating Cagiva out of the ashes of the glorious Aermacchi AMF; only a few years later Cagiva saved Ducati, in dire straits, a victim of public financing strategies. And finally, they moved the production of Husqvarna from Sweden to Schiranna, so that the group offered the widest range of motorcycles in Europe. But while the other trademarks involved a technical or industrial inheritance, when it came to MV Agusta the only certainty was the fame and expressive force of a glorious trademark.
Cagiva Motor engineers faced with a blank sheet of paper strove to do their best, starting out on the basis of the technical assumption that an MV Agusta bike, to be true to its heritage, had to have a 3 or 4 cylinder in-line engine. This configuration was totally absent in European motorcycles, so Claudio Castiglioni found himself faced with the choice of either buying a Japanese engine or creating a totally new one. He chose the second option, and started out with a project developed by Ferrari, referred to as F4, and then developed up until present day by MV Agusta technicians and engineers. The engine was created using exclusive solutions such as the radial valve arrangement and removable transmission, the first solution inherited from multi-cylinder Ferrari engines and the second from Cagiva GP bikes. Industrial production of the new engine began at the same time as the design of the riding and aesthetic aspects, entrusted to the great master Massimo Tamburini, at the time director of CRC (Cagiva Research Centre). Tamburini already had many years’ experience “dressing” this type of engine, experience gained during his years with Bimota (which stands for Bianchi, Morri and Tamburini).
The first prototype was completed on the eve of the 1997 Trade Fair in Milan and exhibited to the press for the first time on September 16 of that year. The reporters were amazed by the marvel before their eyes, the MV Agusta F4. Red and silver just like its ancestors, with that organ pipe exhaust system that brings to mind lost symphonies, the MV Agusta F4 was an immediate success, the ideal object of a motorcycle lover’s desire. The subsequent process of industrialisation was divided into two distinct stages: the first with production of a limited run of 300 F4 Gold Series bikes, with carbon fibre bodywork, magnesium parts and an engine with sand cast crankcases anticipating the construction of the S model, destined for a broader range of users thanks to its price, cut by half over that of the previous version.
In April 1999 the F4 Gold Series was presented in action at the Monza racetrack for the first time, attracting the attention of over a hundred trade publications. The bike was impressive for its speed of over 280 km/h and its extraordinary chassis and handling characteristics, universally considered to set new standards. Despite its price of over 68 million lire (approximately 35 thousand Euros), the F4 Gold Series was snapped up by the wealthiest and most dedicated motorcycle lovers all over the world ranging from royals, to actors and sporting personalities. These include King Juan Carlos of Spain, Emanuele Filiberto, Lapo Elkan, Tom Cruise, Angelina Jolie, Hugh Laurie, Brad Pitt, Eddy Irvine, Michael Schumacher, Gerhard Berger, all the members of the Italian national Football team that won the world championship in 2006, among them Marco Materazzi e Mauro Camoranesi.
A reorganization of the production cycle was necessary to produce the new MV Agusta, converting the Schiranna plant and creating new lines dedicated to engine and chassis assembly. The production site of MV Agusta was redesigned in collaboration with Porsche Consulting, leader in industrial consulting. To expand its presence in the market, MV Agusta has invested on a new platform, creating a revolutionary 3-cylinder 675 cc engine. Introduced in 2010, this engine gave rise to a new middle weight sports MV Agusta F3 675, which debuted in 2012 establishing itself as one of the best selling 600 class. Also in 2012, the 3-cylinder engine 675 further equipped the new middle weight naked, Brutale 675cc . Throughout the course of 2013, the range was further expanded with the new market arrivals of Brutale and F3 800cc; the entire 4 cylinder range was also renewed, with the upgraded F4 1000 and Brutale 1090. At the end of 2013, MV Agusta brought the Rivale 800 to dealerships, an exclusive model, winner of the title “Most beautiful motorcycle of the Show 2012”, in the year of its presentation. During 2013 MV Agusta presented the model Turismo Veloce 800 , the first, revolutionary tourer by MV Agusta.