Test: MV Agusta F3 675 — Canada Moto Guide

1 Май 2015 | Author: | Комментарии к записи Test: MV Agusta F3 675 — Canada Moto Guide отключены
MV Agusta F3

Test: MV Agusta F3 675

Words: Mouzouris   Photos: Riles and

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It has also seen its of bad times, ceasing production the 1980s before being by Cagiva in 1991. Under wing the company produced the … F4, a bike that the Ducati 916 in the timelessness of its design.

Cagiva also put the Italian into considerable debt, and the next few years the company hands, going first to Proton, then to a couple of companies, and then in 2008 to

Only H-D insiders probably what was behind the purchase of MV by the manufacturer, but things didn’t go any and the Motor Company sold MV to Castaglioni, probably the only in MV’s recent history to give a damn about the future.

Costa drove 900 to ride this motorcycle.

sadly died in August of year, but not before overseeing the of the F3 675 triple. It’s the 2013 F3 I drove 900 km to New Jersey Motorsports to ride recently, in what was my exposure to an MV Agusta.

Track day

The three-cylinder engine makes a sound through that

Unlike a fungus, this a bike that needs to on you, and you don’t have to be a fan of bikes to appreciate the F3’s It’s compact, slender and well executed in design.

Straddle it and you immediately notice how it is between the legs. Of course, it has a racer crouch, with clip-ons and high footpegs, but isn’t a bike intended for a trek anyway.

Fire it up and it up its supermodel looks by emitting an seductive triple-cylinder growl its unique, triple-outlet exhaust. The sounding exhaust is, however, by an uninspiring mechanical clatter by the primary gears.

Unfortunately, my was subdued by the first bike I got on, had some sort of fuelling the engine lagging in response to movement by a fraction of a second. And it did react, it was in an abrupt, angry (sounds like me – ‘Arris).

It trying to learn the track, I’d never ridden on before, challenging as I focused more on to be smooth and prevent an unintended, highside exiting corners.

a trip to the upper atmosphere was by standard-issue adjustable traction but it was unnerving to say the least, not having throttle control on a torquey, motorcycle.

A problem with the EFI on one of the bikes made Costa’s trip around the new-to-him unnerving.

Eventually that (one of three that available for nine journos) was out of rotation as the engine light on in the dashboard indicating there was a with the EFI system. A diagnosis revealed that it had something to do the communication between the ride-by-wire and the ECU.

The F3′s cockpit puts you in a crouch; it’s great for the but probably not what you’d for touring.


Thankfully the second I rode had no such issues, throttle response was still and the bike seemed less in the upper revs. This did me to exploit the F3’s handling, proved to be very nimble. MV makes a lot of light of the fact the F3’s crankshaft spins the wheels’ rotation.

This, reduces the inertia created by the effect of the wheels, thus turning transitions.

Without a comparison to the F3’s nearest the Triumph Daytona 675, I say if it turned quicker than bike, though I can say it did turn in quick. It also handled the right-left-right transition through the leading onto the fast straight with significant

The F3 turns in very quickly, and left-to-right turns with

Dunlop provided Sportmax Q2 for the track test (stockers are Diablo Rosso Corsas) and had very good grip, they did begin to lose of their tenacity and start to a bit after several sessions.

The F3 responded well to late braking.

The F3 responded well to trail braking, particularly when riding through one right-hand sweeper that up into a second-gear corner, the F3 into it smoothly while at lean.

Also helping in respect was the bike’s capability to rear wheel hop through controlled, adjustable engine This made the bike like it had a slipper clutch downshifting into turns though it did not.

The only the 173-kg (dry) F3 lost of its composure was while riding Wheelie Hill — a sharp between two right-hand turns — it would shake its head as the wheel left the pavement. An electronic module adds wheelie control and a lean to the bike’s standard traction so if you’re intimidated by a little get it.

Suspension by Sachs. Costa fool around with the as much as some of the other – after spending a summer CBR250s, he’s not as picky.

The gearbox worked quite with a slightly notchy attributable to the machine’s low mileage. It is by an electric quick-shifter, very when hammering the bike and without the clutch through the Gear ratios were close, making it a great transmission.

Here’s what that looks like, when you the clothes away.

Curiously, taking a break between I got on the same machine and discovered the smooth throttle response of my session was gone, power now on forcefully and requiring a subtle hand through turns.

I discovered post-session that the mode (one of four) had set from standard to sport for the rider (standard mode the softer top end I’d experienced in an earlier Throttle response was too abrupt in mode, though power got decidedly livelier, the engine stronger throughout the rev range delivering its maximum output in of the four power modes.

a compromise between the softer of the standard mode and the lively of sport mode would be

One of the available modes is a custom in which throttle sensitivity, curve, engine braking, response and rev limit abruptness can be set Limited saddle time I took the bike as it was handed to me, so I sample the custom map options, I suspect somewhere in there I find a map that suited my style.

The F3 has an option for a custom fuel injection map, so can tweak the throttle sensitivity, curve, engine braking, response and rev limit abruptness. didn’t have time for

The suspension worked well I added some rear damping following my first in which it was set up too soft and the bike exiting corners. I gave up further suspension adjustments some riders, thinking were riding at a MotoGP-level requested sag, high-speed damping, and a slew of other adjustments.

Here’s your bird’s eye

I cringed when someone a hammer and flat-blade screwdriver to the rear preload on one bike by on the spring’s lockrings. The ensuing to the lockrings made me want to his fingers flat, but these my bikes, so I refrained.

Overall

Overall I left the track mixed feelings. On one hand I to fall in love with the F3 as I’d anticipating riding one ever I saw the first concept. On the other riding it revealed its flaws, with the EFI tuning.

And it wasn’t too to see one of the three bikes used for the launch fail.

Also, from the engine melted the that bonded small steel vent screens to the of the fairings of the two working machines, the glue to flow and sully the Hopefully this will be very soon, as the MV engineer flew in from Italy for the snapped pictures of it with his phone, and no doubt emailed immediately to the factory.

There’s no doubt the F3 is a beautiful and on the racetrack it will reward nimble handling and class-leading (it makes five more hp the Daytona). At $14,999 it costs $400 more than the 675R, though the latter is with high-spec Ohlins compared to the F3’s Marzocchi/Sachs

Available in white, and red and white! you could call the one on the left the colour edition.

MV Agusta Motovan says that models are sold out and they are orders for 2013s. I have no they’ll sell out also due to low numbers and high desirability; I’m not yet convinced that they’re ready for primetime.

Gallery

out all the pics that go with story! Click on the main pic to transition to the next or just play to show in a slideshow.

MV Agusta F3
MV Agusta F3
MV Agusta F3

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