MV Agusta F3 800 review Motorcycle Trader New Zealand

10 Май 2015 | Author: | Комментарии к записи MV Agusta F3 800 review Motorcycle Trader New Zealand отключены
MV Agusta 800 S America

Test: MV Agusta F3 800

Best of worlds

It had to happen, sooner or After the acclaim accorded to the torquier, 798cc long-… of MV Agusta’s 675cc three-cylinder F3 which debuted at the end of last in the 800 Brutale … bike, the company has now followed this up an F3 800 sportsbike version. I had the chance to a full day riding the F3 800 around the GP circuit in Italian summer

After doing so, there’s one conclusion to be made: this new is truly the best of both combining the slim build, handling and appetite for revs of a 600 with the torque and rideability of a V-twin.

To create it, MV’s RD has developed an up-rated version of the 800 motor, similarly obtained by the … from its F3 675 sister 45.9mm to 54.3mm, while the size remains unaltered at This has increased engine by 20bhp to a peak of 148bhp/108.8kW at with maximum torque of delivered at 10,600rpm, a 10% step up the 800 Brutale’s 81Nm produced revs lower.

The revlimit has reduced to 13,500rpm from the F3 15,000rpm redline, but in weighing the same at 173kg dry, it in a huge step up in the power-to-weight for the F3 800 that for sure allows latest and greatest to compete on performance terms with more potent, but heavier and agile, one-litre superbikes. It gets the slipper clutch missing from the F3 675, and MV a homologated top speed of 269km/h for the new

MV has fitted the same cylinder as the F3 675, with titanium all round (the 800 Brutale has valves), while the three Mikuni throttle bodies now carry twin injectors, as on the smaller F3. The Eldor ECU has been remapped and also has a new software which results in a more smoother throttle response, on initial pickup from a throttle, where the F3 675 this be retro-fitted to had a more abrupt

I immediately noticed this the F3 800 at Misano, where, in any of the sequence of corners in the first part of the there was definitely a stronger than on the smaller F3, but paradoxically more smoothly when I got on the throttle again on the exit of a You realise almost at once on bike how much smoother the action is, how much more it is to the engine.

In the past, all MV triples had a delay between the two, and when it did respond, it did so more Together with the noticeably torque, this makes the F3 800 more rideable.

But that’s not all — to the much torquier, wider of power, you’re not changing as often as on MV’s smaller whose narrower power means you must work the harder to keep it revving for optimum performance. The new MV pulls strongly from 7000rpm where there’s already of torque available, so at just way to redline you’re already right up onto the fat part of the

It’s a really delightful, engine that’ll readily the front wheel in a power especially if you short-shift around putting you right back in the fat of the torque curve as you gas it wide in the next gear higher. fun, fun!

It’s meaty for a middleweight triple, considerably enhanced performance, and over the 675 — and to the sound of an even glorious background soundtrack, a deeper, gruffer exhaust over the smaller F3, enhanced by the noise when you’re on It delivers genuinely impressive but also improved rideability on throttle — which is bound to it a great real-world road

The Eldor ECU has the same electronic aids as on the other MV triples, three preset engine — sport, normal, rain — a fourth Custom map, traction control, and full technology. It was noticeable that with the 10% extra torque on on the F3 800 I could get away with level 1 TC (as in, least intervention), so as not to any of that sparkling acceleration, yet the rear Pirelli still up well out of the several slow MV and Eldor have dialled in the really well — and it’s a to the Italian electronics company, first motorcycle engine system this is, that learnt so much in such a time.

“Eldor and MV Agusta are together,” says MV’s F3/F4 platform director, Gillen. “But I’ve got to one really important feature of is that we were aware in the beginning we didn’t know So we’ve created the system in a way that we can immediately make new engine map available to all of our customers our dealer network. So as soon as we a new map, we immediately make it to all our existing customers.

We have a window on our website all our customers can find the date of the available map for their specific and we ask them if they haven’t to the dealer since that update, to visit them to get the map available downloaded free of into the ECU. That they can be sure they the latest spec electronics in bike, irrespective of when it was

The F3 800 uses the same dashboard as the other MV triples, a small, triumph of design over which is overly cluttered and hard to read — especially at the speeds of which this new is capable. Only the gear-selected parked in the far left corner is legible at any kind of speed, and very welcome because of the nature of this up-rated which will sometimes you to lose track of which you’re in.

But the improvements on the F3 800 aren’t to the engine package. In addition to the 43mm Marzocchi fork and piggyback monoshock being to handle the bike’s extra the new MV’s chassis package otherwise identical to the F3 675’s, is now fitted with radially-mounted Monobloc one-piece front calipers, an upgrade from the Brembos that come on the F3 675 — although disc sizes are at 320mm up front, and 220mm on the

This upgrade delivers outstanding stopping power on a small, light bike, and sure the Marzocchi fork’s included some steps to the massive weight transfer when you squeeze the adjustable lever hard to slow from high speed, and the rear wheel start to off the ground beneath you in the beginnings of a motion. In addition to the noticeable, and amount of engine braking MV has dialed in to its slipper clutch there’s phenomenal bite the front brake package, to the where I’m not sure like to ride this on a wet road surface.

MV Agusta 800 S America

There, I the very aggressive response the Monobloc calipers, and the high-performance pads MV fits as standard, cause problems for some — including more experienced However, that thankfully an issue I had to contend with at Misano — but for sure the ABS MV is developing in with Bosch to be introduced this year should be as standard on this bike, resolving this issue.

So, aboard this small, motorcycle, resembling a 250GP with a relatively-low 805mm-high and you’ll discover a rational position with plenty of for a six-footer to tuck away the small screen surmounting the trademark MV Agusta face, its single distinctively-shaped headlamp. The for the F3’s lower, more overall build comes in the way it so quickly and easily, yet without any sign of nervousness or instability in a

The F3 800’s handling is completely — you just have to think changing direction, especially in a and it’s gone and done it for practically on autopilot — perhaps as a of the counter-rotating crank. The MV is so light-steering, it a conscious decision not to use too much in corner entry — just amounts of steering input and movement are enough to take you you want to be.

The only major I had of what is otherwise a true bike in terms of sportsbike was the gear-change. It was evident the gear-change on the F3 800 is heavier and stiffer than on the F3 with which it shares the identical gearbox ratios. The isn’t hard to find, as Gillen admitted when

Faced with the task of the substantially-increased power and torque of the 800 on this bike MV has undercut the cluster’s engaging dogs — three and five on each pinion, depending on the ratio — at an in order to ensure they meshed under the extra from the enhanced torque. But of what this does is them harder to prise again via the selector forks the time comes to change resulting in that heavier action.

MV is working on a solution, but disappointing this problem picked up and sorted out during RD. it’s an inevitable spinoff MV Agusta being a smaller with reduced human and development resources — but hopefully soon fix what is the only blemish on an otherwise exceptional

After such an enjoyable day the new MV Agusta F3 800 with its outstanding, trendsetting, all-round performance, I to ask myself two things. One, how on did Triumph allow itself to be to the punch by its Italian rivals — the other company in the world a comparable three-cylinder engine — in and launching what, in terms of satisfaction and overall performance, may be the ultimate real-world sportsbike?

as the new Daytona 675R undoubtedly is, the company has had its 800cc triple in production for over two years in the 800 — so how did it pass up the chance to build bike first, before MV? without a larger-capacity superbike the MV Agusta F4 in its model range? And does Yamaha have a such sportsbike model development, powered by its new 850cc engine, that’s just its debut in the MT-09?

I think we all the answer to that, don’t we. I said, the new MV Agusta F3 800 is quite a trendsetter…

MV Agusta F3 800

MV Agusta 800 S America
MV Agusta 800 S America


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