Table of contents
- Comparison test: MV Agusta F3 675, Triumph Daytona 675 Italy against England in a three-cylinder comparison
- Comparison test: MV Agusta F3 675 and Triumph Daytona 675
- Data and measured values
- Technology: differences in detail
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11 pictures
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1/11
The Triumph Daytona 675 (right) breaks all prejudices against 600s – at the same time, the elegant and handy MV Agusta F3 is surprisingly affordable.
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2/11
The MV Agusta F3 675 impresses with its loving design – the three stainless steel exhaust brackets set special accents.
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3/11
Aesthetically impressive is the close-up view of the MV on the single-sided swing arm, automatic gearshift and sprocket.
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4/11
Unfortunately, the LCD display of the MV Agusta F3 675 is a bit too small.
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5/11
The wedge-shaped Daytona 675 is a real eye-catcher with its upright rear end
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6/11
The classic rev counter of the Daytona can be grasped intuitively. Gear display as on the MV, plus consumption information
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7/11
The Daytona gives its driver full control with two conventional throttle cables, fully adjustable fork – including high and low-speed compression
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8/11
Rolling sculptures, lightning-fast and beautiful: the 675 Supersport Triples in comparison
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9/11
The super handy MV Agusta files around bends as precisely as a laser beam
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10/11
The bearish and light Daytona is in its element on country roads and racetracks
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11/11
Ducking down is the order of the day on the two super athletes, both show impressive strengths, but wind protection is not one of them
counselor
technology & future
A comparison of the super sports car MV Agusta F3 675 and Triumph Daytona 675
Comparison test: MV Agusta F3 675, Triumph Daytona 675
Italy against England in a three-cylinder comparison
At the European Football Championship, Italy shone against England 4-2 on penalties. In the case of the three-cylinder super sports cars, on the other hand, the cards have been reshuffled: MV Agusta’s beguiling F3 demands, after an initial technical revision, Triumph’s famous Daytona 675 with the same cubic capacity and a similar concept as a consequence of the comparison of the two motorcycles.
Thomas Schmieder
07/05/2012
Comparison test: MV Agusta F3 675 and Triumph Daytona 675
It only takes three minutes on the first trip MV Agusta F3. Then the first thumbs up goes at the second traffic light in the car next to you. Admiration follows this aesthetic mechanical sculpture like a moth after light. A dream in red and silver. And also a myth, a legend. MV Agusta won many of its 37 world championship titles and 275 Grand Prix victories in the 1960s and 1970s on three-cylinder racers. The Varese factory bows to this glorious history with the F3. And yet she takes a very vulgar post-test against the six-year-old trendsetter Triumph Daytona 675 on.
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Because despite all the fascination, the criticism in the first tests in MOTORRAD was juicy. Delayed throttle response and a bumpy, rough response of the purely electronically controlled throttle valve, commonly known as ride-by-wire, threw the beauty of the handling and the favor of the testers back. But MV has done his homework. And from now on it equips its Supersport treble with completely re-programmed software – the second update since production began. There are also harder rubber shock absorbers in the clutch basket. These new “rubber silent blocks” are designed to minimize play in the drive train. MV retrofits both measures free of charge to F3s that have already been delivered.
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The design of the MV Agusta F3 675 sets accents through the three stainless steel exhaust pipes and the unobstructed view of the shapely and filigree rear wheel on the single-sided swing arm.
And that’s good. City traffic and serpentine surfing with a lot of gas, gas to the Italo triple previously a horror, it is now clearly increasing drivability through these measures. The nominally 128 hp ultra-short stroke engine now follows gas commands in the lower speed range more gently, but also more directly. And when the huge 50s throttle valve is closed, it no longer runs so pronounced. This means that city traffic can now be completed without annoying hacking and jerky load changes. Rispetto! However, at the apex of corners you still feel a tenth of a second delay when you accelerate again. The “N” mode responds more gently to the digital throttle grip than the sporty S-Mapping, which goes well with the classy character of the F3.
However, the electronics still do not translate the commands of the throttle hand perfectly. Especially at higher speeds. If the accelerator is briefly pulled, the electronics tears the throttle valve open almost too briskly (and too long). Revving up beyond the planned level feels like briefly “running after”. Even when stationary, it is difficult to maintain a constant speed with the ride-by-wire. But you can come to terms with the now much more pleasant load changes in the low speed range, for example in hairpin bends and the city.
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The Daytona 675 is more wedge-shaped because it stands significantly higher at the rear.
The mechanical running noise is much lower than before. With the first test copies, one guessed was acute engine damage in the partial load range. The F3 now being driven sounds much healthier and no longer grinds so deafeningly. And that although MV declares that it has not changed the engine itself. The downside: When idling, the smooth-running, cable-operated slip clutch now rattles and rattles louder. Not bad because it calms down in no time when the clutch is disengaged.
And the sound? When stationary, the F3 sounds more like a Smart CDI than the most powerful super sports car in its class. When starting off, the MV takes resident-friendly soundproofing seriously. The three short exhaust pipes on the large flap-equipped collector initially emit soft, less aggressive tones. The hard, roaring hammering from the airbox under load is initially only heard by the driver. What does the Daytona do? Acts differently from the start, completely different. Three lions are the coat of arms of England, three cylinders are the symbol of triumph. And they wake up in the 675 with a hearty roar. Not loud, just throaty-hissing. The triple trumpets joie de vivre from the accessory end pot by Bodis under the stern, without taking it from the residents. Omnipresent right from the start, the Daytona’s noticeably higher torque is felt at every speed. Their supple broadband motor is simply more elastic, more user-friendly. He has more pressure, the driver gets the more power down on the road better.
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earned: too small LCD pixels including displays for traction control and mapping, tachometer difficult to read.
The Triumph made it easier for its pilot. She is still much more sensitive, more direct and more predictable on the gas. Two throttle cables may be conventional, but they’re not bad. And the gears of the Triumph gearbox slip in better, the gear wheels find each other easier. This nicely coordinated triple is pure bliss. Strong in sound, torque and character. On the other hand, even with the modified MV, the interaction between the clutch, the very smooth throttle grip and the transmission with its long shift travel remains a little difficult. When starting up, the exact gas metering requires a sure instinct. The poorly readable LCD tachometer is no help.
The new mapping makes the F3 a little stronger at the bottom. But the Daytona still pushes much more vehemently up to 13,000 rpm! The better is the enemy of the good. No, the MV is aimed at connoisseurs and experts. When asked if he regrets something in life, an F3 driver will answer: “Yes. I should have downshifted a gear before the last bend. ”The huge intake ducts only come into full effect from 10,000 rpm. Wroooooumm, now the MV sounds like a rocket launch in Cape Canaveral, like a whole paddock. It storms into the red area so quickly at almost 15,000 tours that it sticks out. Sensationally sensual and aggressive. Especially since the optional automatic gearshift enables rapid upshifts without using the clutch. Fine pearly vibrations can numb your hands when traveling at constant speed on the F3. The triumph triple runs more cultivated. And its classic tachometer is easier to read. Should one accuse the Daytona of not turning it off so quickly, wrooop, wrooop? It sounds like a tornado flying low. But requires well-trained forearms. Due to the submissive driver’s posture – the seat cushion is high and further away from the handlebars – a lot of load rests on the wrists when creeping. With the Triumph you sit on the machine, with the MV you sit in the middle of it.
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Great: two conventional throttle cables, fully adjustable fork – including high and low-speed compression Triumph Daytona 67.
You merge with these projectiles on wheels. These motorcycles crave curves, fold down so easily in an inclined position that it is splendid. Handiness in inspiring dimensions. Playful and light-footed. The price for that? Above all, you have to lead the general meeting with a concentrated hand. Because even on deep slopes, the Italian always gratefully accepts course corrections. “Over-motivated”, say some, “well equipped for a new line choice”, other pilots. In any case, it circles as precisely through all kinds of curve radii as a scalpel operated by an experienced surgeon.
Stability, handling and steering precision form an addicting synthesis in the F3. It’s all in the mix: a short 1.38 meter wheelbase, a light 193 kilograms and the backward rotating crankshaft meet, as with all current MVs, a frame construction made of a steel tubular space frame and aluminum side plates. Should the grip on the rear wheel not be enough due to sheer exuberance, the standard traction control provides security. The 189 kilogram Triumph is blessed with the steering precision of a cruise missile. However, it deflects a touch sluggishly – you can feel its hidden steering damper.
No misunderstandings: we’re talking about nuances in top chassis. Overall, the Daytona looks more good-natured, but no less inspiring. And at least as suitable for the race track. The lean angle of the two cannot be explored on public roads. They both roll on super sporty Pirelli tires. The MV on Diablo Rosso Corsa, the Triumph on road-legal racing tires of the Diablo Supercorsa SP type. Adhesion and leadership skills are top. Both machines can be decelerated to the point – the four-piston brakes from Brembo (MV) and Nissin (Triumph) are not angry biteers, but rather strong, easily assessable partners.
Purely rational, the Triumph brings in a superior test victory, is everyday and more powerful. The Daytona is the true speed triple, as almost 2000 buyers in Germany can testify so far. The MV fully counteracts this with the chassis. A wish with a good fairy? Please, please, put the famous Brit triple of the Daytona in the bewitchingly sensual chassis of the MV Agusta F3. That would make the perfect driving machine. Emotionally, England are three to three against Italy.
MOTORCYCLE test results
1st Triumph Daytona 675.
Its three-cylinder, strong in torque and character, remains the best drive in its class, invalidating all prejudices against “600s”. And six years after its debut, it is sitting in a top-light, ultra-light chassis. A super athlete who brings ratio and emotion under one roof. Only the sitting position is really strenuous.
2nd MV Agusta F3 675.
When is a motorcycle a great motorcycle? If your life were poorer, you would never have driven it. An attribute that the MV Agusta F3 fulfills. At least in the most recent version. After updating the mapping and clutch, it brings a lot of driving pleasure. It is noble, super handy, razor sharp and really cheap for MV conditions.
Data and measured values
archive
Performance measurement – rotary vs. broadband engine: At lower and medium speeds, the Triumph-Triple pushes up to 10 hp / Newton meter more. The MV comes huge only from 10,000 rpm.
engine
| MV Agusta F3 675 | Triumph Daytona 675 | |
| design type | Three-cylinder four-stroke in-line engine | Three-cylinder four-stroke in-line engine |
| injection | Ø 50 mm | Ø 44 mm |
| coupling | Multi-disc oil bath clutch (anti-hopping) | Multi-disc oil bath clutch |
| Bore x stroke | 79.0 x 45.9 mm | 74.0 x 52.3 mm |
| Displacement | 675 cm3 | 675 cm3 |
| compression | 13.0: 1 | 12.65: 1 |
| perfomance | 94.2 kW (128 hp) at 14400 rpm | 91.0 kW (124 hp) at 12,600 rpm |
| Torque | 71 Nm at 10 600 rpm | 72 Nm at 11 700 rpm |
landing gear
| MV Agusta F3 675 |
Triumph Daytona 675 | |
| frame | Steel tubular frame, Motor sustaining |
Bridge frame aluminum |
| fork | Upside-down fork, Ø 43 mm | Upside-down fork, Ø 41 mm |
| Steering damper | – | Steering damper |
| Brakes front / rear | Ø 320 mm / Ø 220 mm | Ø 308 mm / Ø 220 mm |
| Assistance systems | Traction control | – |
| bikes | 3.50 x 17; 5.50 x 17 | 3.50 x 17; 5.50 x 17 |
| tire | 120/70 ZR 17; 180/55 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 |
| Tires | Pirelli Diablo Rosso Corsa | Pirelli Diablo Supercorsa SP |
measurements and weight
| MV Agusta F3 675 | Triumph Daytona 675 | |
| wheelbase | 1380 mm | 1395 mm |
| Steering head angle | 66.0 degrees | 66.1 degrees |
| trailing | 99 mm | 89 mm |
| Front / rear suspension travel | 125/123 mm | 110/130 mm |
| Seat height | 1810 mm | 840 mm |
| Weight with a full tank | 1193 kg | 189 kg |
| Payload | 1177 kg | 192 kg |
| Tank capacity | 16.0 liters | 17.4 liters |
| Service intervals | 6000 km | 10000 km |
| price | 11990 euros | 11490 euros |
| Price test motorcycle | 12390 euros | 12039 euros |
| extra costs | 250 euro | 370 euros |
MOTORCYCLE readings
| MV Agusta F3 675 | Triumph Daytona 675 | |
| Top speed (Manufacturer information) |
260 km / h | 260 km / h |
| acceleration | ||
| 0-100 km / h | 3.6 sec | 3.4 sec |
| 0-140 km / h | 5.4 sec | 5.2 sec |
| 0-200 km / h | 9.8 sec | 9.8 sec |
| Draft | ||
| 60-100 km / h | 4.3 sec | 3.6 sec |
| 100-140 km / h | 4.3 sec | 4.2 sec |
| 140-180 km / h | 4.3 sec | 4.4 sec |
| Consumption highway | 5.6 liters / super | 5.0 liters / super |
| Reach country road | 286 km | 348 km |
Technology: differences in detail
archive
The crankshaft rotates backwards. Only the balance shaft reverses the direction of rotation.
Great: two in-line three-cylinders, each 675 cubic meters, compliant with the Supersport World Championship regulations, which interpret the triple theme differently despite inevitable similarities. The MV Agusta F3 is trimmed for high peak performance, the brilliant three-cylinder of the Triumph Daytona is also trimmed for a lot of torque. The Italo-Triple is ultra-short-stroke brushed to speed with five millimeters more bore and correspondingly less stroke. In figures: Pistons with a diameter of 79 instead of 74 millimeters, stroke 45.9 instead of 52.3 millimeters on the Triumph.
In the F3, light, high-strength titanium valves are not radial, as is the case with the four-cylinder F4, but parallel. They enable the highest speeds with 128 hp rated power at an astronomical 14400 rpm and 71 Newton meters of torque at 10600 rpm. The nominal speed of the Daytona is 12600 for a full 124 hp and 11700 tours for a whopping 72 Nm. Standard on both engines: bucket tappets in the dohc heads for valve actuation, with larger valve discs on the MV: 31.8 millimeters at the inlet and 26.7 millimeters at the outlet instead of 30.5 or 25.5 millimeters on the Brit bike.
manufacturer
For pressure and power: Triumph-Triple with huge airbox, interference pipes between the stainless steel manifolds and flap in the exhaust. All measures that, as with the MV, are intended to optimize the filling and increase the torque while adhering to the noise measurement methods. With more success with the less short-stroke Daytona engine. Compact: superimposed gear shafts.
The valve lift of the MV is much larger – the 17 gram inlet valve opens 11.7 millimeters, “only” 9.25 millimeters on the Daytona. The MV has two injection nozzles per cylinder, breathes through huge 50 mm suction throats – performance-enhancing, but difficult to adjust in the partial load range due to lower flow speeds. The Italian’s Japanese throttle valves are controlled purely electronically; the throttle just serves as a potentiometer for the on-board computer. This technology allows four maps (“mappings”) for ignition / injection that can be selected by the driver, as well as the intervention of the effective, eight-stage traction control. The Triumph does not have such options with its moderately large 44 mm throttle valves, which are conventionally controlled by gas cables. The MV crankshaft rotates backwards to promote handling – this is supposed to cancel out some of the gyroscopic forces of the wheels. The piggyback mounted balancer shaft reverses the direction of rotation: As the intermediate shaft of the primary drive, it couples the crankshaft with the anti-hopping clutch. It also drives the timing chain sprocket. In contrast, the balance shaft of the Triumph triple rotates in front of the crankshaft.
The MV’s cassette gearbox, which can be changed quickly, is suitable for racing. Both triples have ignition coils in the spark plug sockets, gear shafts arranged compactly one above the other and alternators on the left side of the crankshaft stub. Despite the larger bore, the MV unit is 80 millimeters narrower. The MV’s thermal household is managed by a huge water cooler plus an oil cooler underneath. The Daytona has a water cooler and a heat exchanger inside the engine. The Triumph engine offers long 10,000 service intervals, the Italo triplet has to be serviced every 6,000 kilometers.
Both units fuel civilian offshoots: the F3 engine with tamer camshafts soon became the 115 hp Brutale 675, the Triumph engine the Street Triple and, with more stroke, the Tiger 800.
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