Eric Bostrom’s First Ride Review- 2012 MV Agusta F3 675- Photos- Video

14 Фев 2015 | Author: | Комментарии к записи Eric Bostrom’s First Ride Review- 2012 MV Agusta F3 675- Photos- Video отключены
MV Agusta F3

Eric Bostrom – First – MV Agusta F3 675 Is Three greater Four?

My journey back to Ricard this past for the press launch of the new MV Agusta F3 675 was This enchanting high-speed is perched above the French in the arid mountains of Southern When I was in my early 20s, Ricard was a place of “firsts”: my race on European soil; my team endurance race; my time speeding at 180 mph through campfire smoke in the black of and my first 130-plus-mph crash.

It half of a French fire to knock down the flames and the melted bike to its final place.

In stark contrast to the youngster who arrived here 13 ago, I am sitting calmly in the center enjoying an espresso as smooth as the lines on the beautiful MV resting on the stand before me. the pressure of professional racing me, my job today is to simply enjoy little firecracker for all she is worth.

Incredibly, just four are behind the new F3. Technical Director Cassinelli, who was recruited from tells me this small is very efficient, that it all of its energy toward what it to be the future of the brand. Upholding MV heritage of beauty and performance is says Cassinelli, but attracting consumers is also important.

the engineers dive proudly the many features incorporated the electronic dash, my jet-lagged span goes no deeper the panel’s elegant exterior. The is spartan, its clean, simple unencumbered by gadgetry. In fact, more like the simple clocks on older racebikes the bulky dashes that are so today.

Same goes for the of the bike; there are no flashy or logos, just the raw beauty of and performance.

I glance around the room and am distracted by a tiny that looks like it in a dirtbike. That little is the F3’s powerplant? While one of the talks about fuel and torque curves, I sneak for a better look at this engine.

Yep, it would fit easily in my

I’m still in a bit of a haze when I up and climb aboard the 675 for my first session. My senses are confused away. The F3 is far too narrow to be an inline-Four, yet it curiously similar to a Yamaha Pressing the Start button different emotions; this is grumbly like a Twin, but too highly strung to be one. I down pit lane with the wheel hovering above the

This little torque revs out!

Reacquainting with Paul Ricard is The lean 675 quickly finds its way apex to apex with Balanced ergonomics and a low seating promote aggressive riding keeping weight transfer to a

The throaty exhaust note is gold, and the F3 seems to beg for more inviting its most remarkable the engine, to come alive.

on six perfectly spaced transmission and an excellent, full-throttle EAS (Electronic Shift) auto-shift feature, I hustle from first sixth down the long straight. The six-injector, 12-valve, 79.0 x 45.9mm motor is with a wide range of and the ability to overrev.

Strong torque is delivered and right on time in relation to position, with the potent curve giving an extra on the bars between 10,000 and rpm. MV claims 126 horsepower at rpm and 52 foot-pounds of torque at 10,600 Redline is 15,000 rpm.

Now I am fully awake, I’m ready for a explanation about the many functions. Engineer Mauro begins by saying the system is new the ground up. It starts with a throttle using a standard potentiometer.

This is augmented by a closing” default to eliminate any

Moving on, Marelli says a new ECU was specifically for the traction control, maps and quick-shift functions on the F3. I as he scrolls through the well-lit The F3 boasts four map settings.

The three—Rain, Normaland Sport—are and preset for user ease. The mode is called “Corono,” allows on-the-fly customization thumb switches located, adjacent to the left handgrip. Corono are five different ranging from eight of traction control to torque

Leaving no request unsatisfied, is even an adjustable highway limiter to keep you out of trouble Smokey. Okay, there are options to hang myself.

Just how much do I trust the electronics? Getting to full early on cold tires is a good idea; but it’s my opportunity to test the rain and, thus far, the have not steered me wrong, so I’m to roll the dice. Riding out of the pit I scroll through to level on the TC selector, which is intended for wet At the apex of hairpin Turn 1, I pin the throttle in first gear.

The safety-net sound of the engine to limit wheel slip is to my ears. As the tires reach temperature, I methodically work my way level eight down to Each selection performs as it was allowing for more wheel in a consistent progression.

Although the control is well-sorted, the engine such steady Twin-like delivery that TC is rarely in

Speed is crucial in the evaluation of Lapping the track at a pretty clip, I find it difficult to out any major faults. Even in trim on one ofEurope’s fastest the 675 with its hybrid aluminum/steel rolling on a 54.2-inch wheelbase up the track.

Racing speeds, ask a lot of the stock suspension. The fully Sachs shock holds up well, but the 43mm Marzocchi is a little soft at maximum diving quickly under braking, making the rear end on entry and creating some mid-corner. But that I find evaluating the F3 as if it were a racebike is the compliment I could pay a stock

The 320mm Brembo front are exceptional, as well, offering stopping power and feel.

directly behind the F3’s strength lurks its biggest the transmission. Though solid in the cassette-type gearbox is fickle; to take a second stab at and fourth gears gives the generous gift that the engine delivers on corner EAS helps, but considering the many great choices in this category, the F3 needs to be a complete

Can a small European brand MV Agusta keep up with the big in development costs and still an affordable product? Contrary to the notion that you buy a racy motorcycle with your the 675 F3 has an attractive price tag: Couple that with performance and elegant looks, and you an amazing machine.

Hopefully, MV will be able to maintain its momentum.

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