2013 MV Agusta F3 675 Review — Video —

18 Май 2015 | Author: | Комментарии к записи 2013 MV Agusta F3 675 Review — Video — отключены
MV Agusta 125 SS

A scintillating new middleweight sportbike exotica almost affordable

by Riles Nelson Video by Maez and Kevin Duke

MV is a different company than it was a few years ago when it had only models in its lineup. Now, an infusion of Harley-Davidson cash new developments for a couple of years dumping its stake in MV Agusta , are seven models for sale year. And there’s several in the pipeline.

With MV’s model, the F3 and its 675cc three-cylinder the hallowed Italian marque is expanding its market. The F3 carries on tradition of building … on but now includes high-tech sophistication at a ($13,999) that almost inexpensive.

These recent have been paying dividends. Global sales in was a miniscule 2213 units, income of $35 million. The projection for is nearly quadrupled at more 8000.

Income in 2013 a forecast 10,400 units) is to reach 101.2 million, a of 189% in just four

The F3 is the first MV to be fitted with a computer-controlled throttle, and this is in to the F3’s traction control, control and wheelie control. if you prefer, switched off for 100% control. The electronic 50mm throttle bodies can fully in just 75 milliseconds if a throttle could be so quick.

But even interesting is its counter-rotating crankshaft, a to reduce an engine’s gyroscopic on a bike’s handling, thereby steering effort, especially at revs. Yamaha has used a system to positive effect in its M1 MotoGP racer. A three-cylinder of the F3 was the 900cc Petronas FP1 from the street version of the Foggy World Superbike entry twice podiumed in 2004 its 1000cc competitors but ceased in 2006.

The F3’s engine is in several other ways, It uses a 79.0mm bore and … to make up its 675cc a considerably more oversquare than Triumph’s 675cc (74.0 x 52.3mm). The F3’s ratio of 0.581 is much than the Trumpet’s 0.707 or a Japanese 600’s 0.634.

MV says this jewel-like weighs just 115 pounds, and an extremely compact mill, its counterbalance shaft to drive its via a chain and gear arrangement. Oil and lines are integrated into the casting so there are no external Transmission gears are stacked to the powerplant short, allowing the swingarm to be relatively long a tight 54.3-inch wheelbase.

MV have been … before Marilyn Monroe, and the F3 an exemplary job of carrying on that To my eyes, it’s one of the most faired sportbikes ever After salivating over its chiseled lines and extremely profile, eyes are drawn inward by its elegant single-sided and provocative triple-exit exhaust

MV’s little Triple similar to the Triumph when up, but its sonic qualities outdo the when revved up due to its delightful and intake snort. Getting proved to be a bit troublesome until we to the clutch’s narrow engagement and lack of flywheel mass.

Gassing it up along the AMA Superbike at New Jersey Motorsports Park, the F3 quickly but seems to lack a bit of the midrange stonk. Turn-in is very quick, lending to the F3’s crankshaft design A steep, 23.6-degree rake and 99mm of trail play at as significant a role.

MVICS is a way of saying Motive and Vehicle Control System, which is the coordinated by an Italian Eldor a departure from MV’s use of Magnetti Marelli systems. coordinates the systems of riding and other related electronic

The ride-by-wire throttle works most of the time, and its response quite a bit over the three modes: Rain, Normal and We began the day in its Sport setting, and were initially uneasy its response. Small throttle created large jumps in while full throttle didn’t quite live up to the 128 crankshaft horsepower.

MV Agusta 125 SS

It turns out the F3s we were riding a bit of extra setup time, and a of the electronic exhaust valve delivered more linear Later, we adapted to Sport strident response, although the engine was noticeably more in Normal mode. As usual, we Rain mode.

Also mostly, was traction control. We the morning with it switched and a multitude of various setup taking place throughout the day we weren’t very anxious to in another variable. Late in the day I it in its third of eight positions, and its was barely noticeable as it subtly throttle openings, spark and fuel delivery to regain based on bank-angle and wheel-speed

Despite using old-tech brake calipers, the Brembo bleed speed quite although they’re not quite as and responsive as monoblocs like on 675R. A Nissin, not Brembo as you expect, master cylinder fluid through braided for consistent feedback on the dual front rotors.

New tech is MV’s electronic control that nudges throttle plates to reduce braking. It’s especially in Sport mode where it like an especially slippery clutch.

Digital LCD instruments are readable for an electronic display like most bar-graph the F3’s rev counter is inferior to an tach in terms of quick of info. A small shift illuminates 500 rpm before its 14,500-rpm rev

The F3 has a greater appetite for revs the torquier Daytona 675. A fuel injector placed in the intake opens after rpm to feed titanium intake while exhaust gases through poppets of the same material. Upshifts are easily off thanks to the quickshifter fitted to our (standard equipment on U.S.-spec and I was consistently able to see more 150 mph down NJMP’s main

The latest engine mapping was to our F3s the day before our test by Eraldo The legendary Fast By Ferracci told us he saw a best of 125.7 on his dyno, which would over the 111 hp we saw from the Daytona However, the F3 didn’t feel it had a 15-pony advantage, so we’ll to test them head to on the same dyno to verify how they compare.

In the corners, the F3’s chassis stiff and responsive, exhibiting responses after further in the fully adjustable Marzocchi and Sachs shock. The bike’s is further aided by where it its fuel, placed mostly the seat and under the rear of the “tank” to centralize its mass and the effects of its weight.

MV Agusta 125 SS


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