2013 MV Agusta F3 Comparison — Motorcycle USA

27 Апр 2015 | Author: | Комментарии к записи 2013 MV Agusta F3 Comparison — Motorcycle USA отключены
MV Agusta 750 SS Daytona
MV Agusta 750 SS Daytona

2013 MV Agusta F3 Comparison

MV hopes to ace the competition in the middleweight class with its F3. View the MV Agusta F3 Comparison Video to see how it was

In spite of the slumping middleweight here in the States, MV Agusta is into new territory with its F3 ($13,499). Powered by a 675cc engine, the MV is the latest addition to the sportbike class borrowing learned from Triumph’s Daytona platform as well as its own ingredients.

The F3 is stunning, especially in its White colorway. It looks modern than the long-in-the-tooth and even more contemporary the recently updated Gixxer. We love the triple organ-style pipes, single-sided swingarm and its shark-like nose.

Swing a leg the MV and it’s clear that the did a terrific job with the motorcycle’s Initially it feels wider the Triumph and comparable to the Suzuki. The top of the tank/airbox cover is wide and but it slants inward through the mid-section, and at the crotch it’s allowing a more direct to the ground for rider’s legs.

height is just a hair than the GSX-R750 but nearly an shorter than the lofty

Tucked in behind the windscreen the MV is accommodating even for a taller The footpegs are positioned just and the spacing of the handlebar allows for of leverage when turning. you can’t adjust the position of the controls, like the GSX-R, it was an issue.

Rolling the F3 onto the proved that it is the heaviest at 423 pounds with a full load of fuel (smallest Though for reference that’s four pounds heavier the GSX-R and two pounds over the In motion the F3 felt every bit as as the sharp-steering Triumph and steered less effort than the Suzuki. And the best part is its remains nimble on-and-off the proving the benefits of its counter-rotating (see Powertrain, paragraph in the 2013 MV Agusta F3 First ).

( Top ) The MV’s turning characteristics are It steers in sharply with effort. ( Center ) Engine exit from these triple pipes. ( Low ) You’ll be pressed to find a more production street bike to on the track than the MV.

On the street the suspension glides bumps well and delivers a supple ride. But when even at a fast street the chassis can get overwhelmed. We added preload and damping fore and aft and it had some effect it wasn’t to alleviate the fast weight when loading the chassis the throttle or brakes.

“It down hard when you got on the explains test rider Steeves. “And normally would disrupt handlingbut the F3 worked really great in of that. Once you got use to it see-sawing it up being a really great bike.”

Although the F3 employs spec two-piece Brembo brake calipers, the set-up marvelously. There is plenty of and feel at the lever and the pinchers are to use than the Triumph’s as they quite as sharp when the is initially pulled. In the stopping the MV actually stopped a few feet than the Brembo monobloc-equipped but was just over a foot the Suzuki (also equipped monoblocs).

Once the suspension mid-corner the F3 is stable and delivers a degree of road feel for a bike. Some of the credit to MV’s decision to fit Pirelli’s Diablo Corsa Rossi II which work great on all surfaces.

Around a flowing race like Chuckwalla Valley the MV’s motor shines, a punchy mid-range and screaming, top-end that never pulling. Results from dyno pulls demonstrate the MV has the most linear top-end building steam from revs all the way to its 14,700 soft Peak power arrives 700 rpm shy of with 119 ponies. That’s eight more than the but still over six down on the GSX-R.

However with the rip-roaring high-rpm engine it feels like it pulls than the others.

But on the street, a different story. Here the flat bottom-end is uninspiring. that with the awkward, calibrated throttle response at revs and it becomes challenging to at anything but an eight-tenths level.

minus is how much the engine at cruising speeds.

“Out at the MV’s engine is awesomeit’s perfect actually with of power up top and over-rev for days,” our Associate Editor, Frankie “But on the streetespecially through corners where you don’t the engine screamingit gets a sketchy.”

“It was like a light tells pro stunt rider, track racer and all-around-everything-rider, Colton. “It has like no whatsoever and then you reach a threshold and it’s like It almost felt like a in how hard and fast it hit.”

MV Agusta 750 SS Daytona

the F3 generates the most moderate of torque at anything below engine speeds. Maximum arrives at 11,000 revs just under 48 lb-ft. on par with the Daytona but down seven points on the Suzuki

Pair this with the grabby, rudimentary-feeling clutch and at times throttle and it becomes a challenge to launch, hence the of the pack numbers in the zero-to-60 and acceleration tests. Another is the clutch’s lack of a slipper making it prone to rear hop during deceleration.

( Top ) The F3 offers the sophisticated electronics package. For it’s fairly easy to too. ( Center ) The Pirelli offered good amount of even on the track. ( Bottom ) The fork is sourced from Two-piece Brembo brake work surprisingly well compared to the premium monobloc on the others.

Compared to the other the F3 has a very advanced electronics that allows the rider the of building a custom map by modifying characteristics of the powerband including response, engine braking, and more. The rider can also from three default including Normal, Sport, and Adjustment is made via buttons on the and is fairly straight forward and to use, however the bike be stationary to make the changes.

Setting up our own Custom map netted the powerband feel, yet we could totally sort out the funky response.

Further electronics comes in the form of a quickshifter and control. The shifter performed as allowing for seamless, full upshifts aiding acceleration off It’s a great benefit the gearbox has exceptionally close between each of the six gears, to more time working the lever.

It’s a small to pay for the added acceleration benefit, on track.

The functionality of the F3’s traction control system was less impressive. Although it eight levels of intervention the felt awkwardsimilar to what we with the F3’s big brother in the MV Agusta F4R Traction Control While we applaud MV for being the to market with TC in the middleweight it is simply too crude to be deemed

Despite under sprung the F3 still cracked the fastest lap time during Superpole, Chuckwalla in a time of 1’59.56 over a second faster the Suzuki and Triumph. High in a number of subjective categories it on the scorecard but it came up a bit short in of the performance categories. When the settled the MV tied for the runner-up in its maiden shootout. Not bad for an all-new

And with a little more there is no question this could soon nab a victory in its

MV Agusta 750 SS Daytona
MV Agusta 750 SS Daytona

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