2013 MV Agusta F3 First Ride — Euro Cycles of Tampa Bay

20 Июн 2015 | Author: | Комментарии к записи 2013 MV Agusta F3 First Ride — Euro Cycles of Tampa Bay отключены

2013 MV Agusta F3 First

In the face of the global sportbike slump, boutique Italian brand MV Agusta is aiming to the stagnant middleweight supersport with its recently released F3. by an ultra-compact 675cc triple-cylinder the F3 ($13,999) is another European on the best way to arrive from to apex.


Born four years the F3 is the dream of MV’s late Claudio Castiglioni, who commissioned a sportbike before passing last summer from Considering its deeply rooted in road racing, the machine was for competition and the demands of World – a global racing series plans to compete in as early as season. In excess of 20 million was funneled into the project the entire design undertaken in at MV’s headquarters in northern

The core of the F3 is a liquid-cooled, inline engine with a 12-valve (all valves are fabricated titanium) spun by twin camshafts. Each cylinder a relatively over-square bore and dimension of 79.0 x 45.9mm, fuel charge to a ratio of The engine’s bottom-end employs a design in which the crankshaft backwards.

This helps the forward inertia of the motorcycle in making it more maneuverable at engine speeds, MV says.

Like most things form follows function and the of the motor is one of sleekest and minimalist seen on a street bike to Both the water and oil pumps are into the engine block, as is the passages, so the only external are for connecting the stacked radiators water and one oil).

A cable-actuated clutch (without mechanical torque functionality, more on later…) and a six-speed gearbox quickshifter) gets the power to the wheel. Exhaust gasses are via an elegant low-slung exhaust terminates into three pipes behind the rider’s foot.

The engine is controlled by a electronic ride-by-wire management that does away the physical cable connection the throttle and intake. The system a number of atmospheric and engine-operating that allow for near running conditions. The nearly intake tract uses a of fuel injectors and a 50mm body for each cylinder.

also a lean-angle sensor and sensor to supplement the traction/wheelie/launch

Additional functionality comes in the of engine/throttle mode adjustment. settings are offered: Rain, Sport and a Custom map that the rider to configure Gas Sensitivity response), Engine Braking or Normal), Maximum Torque or Rain), Engine Response or Slow), and rpm Limiter (Sport or all independently of one another.

Weight distribution and packaging was a key concept and engineers were with cramming components the smallest area possible. The frame is fabricated from tubes that merge to spars where the swingarm (also fabricated from and single-sided). Wheelbase measures inches, which is right with many of the Japanese

A 43mm Marzocchi inverted takes care of front duties while a Sachs shock provides rear The 4.22-gallon fuel tank is above the airbox but stretches the rider’s seat – further center of gravity. Braking consist of Brembo two-piece calipers paired to a pair of discs.

The calipers are powered by a radial-pump master cylinder. A disc and twin-piston Brembo control rear wheel during deceleration. No ABS option is

MV claims that the F3 weighs 420 pounds ready to ride.

a leg over the F3 and the riding position to be relatively forgiving for a bike for competition. The bike feels a bit from front-to-back, but the seating isn’t quite as stretched out as bikes in its class. With a height of just under 32 it’s also low to the ground.

Indeed it’s narrow, but not so and the size of the fuel tank is substantial enough to give the area to squeeze and hold on to braking and cornering maneuvers. The isn’t the tallest but still an acceptable job of deflecting air around the Riders of above average will encounter difficulty a clean tuck as the seat is so that you can’t scoot far back to get completely behind the

Getting rolling from a requires a bit of clutch finesse as gear is tall but after the makes it simple to upshift the next gear. The clutch offers a light pull and a decent amount of engagement

Right off the bottom the F3 isn’t the thing on the road but the engine quick and by 10,000 rpm it’s some serious thrust. the throttle pinned, power builds all the way to its 15,000-rpm redline, equates to a relatively wide for a middleweight. There’s no surge or hit of top-end power that defines the Supersport class, but all right by us.

Having not ridden a Supersport in some time, probably the testament to the F3’s engine is that it never felt which is dang impressive. Due to and machinery limitations we never got to with the eight-way adjustable control, wheelie control or control systems.

The character and sound of the engine is excellent it delivering a deeper howl expected with its engine The engine also felt with minimal vibration at all With Sport mode the throttle did feel jerky and responsive, which will it more challenging to control.

MV Agusta F3

mode offered a more calibration, but with a soft interruption near redline.

The gear ratios and final gearing felt spot-on and we surprised by how much attention the lever needed. Not a bad thing at all and a to how well optimized the powertrain is to acceleration force. Even the F3 doesn’t employ a mechanical clutch, its electronic Engine functionality is so well dialed deceleration that we didn’t know that it was lacking the part until they us after the test.

While we the F3’s engine and drivetrain its handling proved to be more to read. It steers into and low-speed corners with effort and it’s predictable. The for our test was that MV chose to Q2 tires instead of the OE-fitted PirelliDiablo Corsa tire – and the change the chassis geometry, which the bike handle awkwardly

It also had a tendency to headshake at points on the track.

In spite of its handling, the F3’s suspension us by how well it functions. Under the fork is very responsive and minimal stiction initially in its It also has a very progressive with no weird spikes or as it was loaded with the front

Conversely the rear suspension performed well and we were back by how well the back end of the ‘hooked up’ under heavy loads.

We also had mixed with the brakes. When the were fresh in the morning the performed without flaw, a high amount of lever and stopping power. I was actually by how much more effective its Brembo calipers were as to other bikes with set-ups.

But as the day went on the brakes on the red bike I was developed a shutter that it unnerving to operate.

For its first into the world of modern sportbikes, MV has done an admirable job its limited resources. For sure got a strong, well-sorted powertrain that can run with the best Japan and Europe. The ergonomics are as well – for all but us taller folks.

But the that really holds the MV at this point is a bit of chassis Get that dialed-in and there’s doubt that it could be a contender in the class.

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MV Agusta F3
MV Agusta F3
MV Agusta F3

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