Comparison test MV Agusta F3 800 and Suzuki GSX-R 750

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Comparison test MV Agusta F3 800 and Suzuki GSX-R 750

Middle class super sports car from MV Agusta and Suzuki in the test

A veritable middle class has long since established itself among naked bikes. MV Agusta is now discovering this segment among athletes too. There the MV Agusta F3 800 meets the guardian of the Grail of this class, the Suzuki GSX-R 750.

MV Agusta F3 800 against Suzuki GSX-R 750

The only tip I can give you is: have fun. ”With these words, Brian Gillen, three-cylinder manager at MV, gives us the key of the at the factory gate in Varese M.V Agusta F3 800 in hand. Grace, we will have.

Comparison test MV Agusta F3 800 and Suzuki GSX-R 750

Middle class supersports from MV Agusta and Suzuki in the test

GSX-R 750 expected. The last representative of the 750 caste, constantly modeled. And thus the only one who filled the gap that now gapes between the superbikes that have disappeared into astronomical spheres of performance and the highly agile 600 precision tools, smiled at by scoffers but also as barrel-organ air pumps. The MV Agusta F3 800 is now also targeting this gap. A state-of-the-art super sports car, which is basically an MV Agusta F3 675 with more stroke and an anti-hopping clutch. That promises superb handiness and lightness with a nominal 148 hp. Plus traction control, three different injection mappings – so you should have a great card against the old Suzuki concept, right? We will see.

The generation difference becomes noticeable as soon as you sit down. The Suzuki rider lodges deeper in the motorcycle on a crumple seat cushion. The bulbous tank pushes itself mightily between the legs. The notches are high, but can be mounted a little lower.

The sound could hardly be more different

The pilot literally snaps into the command center of the MV Agusta F3 800. He sits higher, on a spartan upholstered seat, closer to the handlebars. The wonderfully narrow tank ensures great knee grip and contact with the machine. This adds up to a sporty, but not cramped sitting position.

Then the pressure on the starter. Both spontaneously come to life. The Suzuki GSX-R 750 has a stable, low idle speed, while the idle speed of the MV Agusta F3 800 snaps up to 4000 rpm at first, especially after cold nights. Their expressions of life are as varied as their sitting positions and their appearance. The Suzuki grumbles discreetly from its tri-oval silencer. The triplet rattles out of the neatly curved three tailpipes in a growling, metallic grind and self-confidently. The gears lock into place, from home over the Alps and the Swabian Alb.

The MV triplet flexes its muscles right from the start, delivers crisp pressure up to 4000 rpm, but sounds mechanically rougher, harder. The Suzuki GSX-R 750 looks more restrained, but also gentler. Although the four-cylinder engine starts out hard when the throttle valve is opened, it then responds well and predictably to gas commands.

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The MV Agusta F3 800 leaves room for improvement

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Comparison test MV Agusta F3 800 and Suzuki GSX-R 750.

The MV Agusta F3 800, on the other hand, still lacks the ride-by-wire set-up. At low speeds, the speed snaps up with the slightest pluck on the much too easy throttle grip and jostles the MV through the first 3000 to 4000 revolutions. Which is annoying even in normal instead of sport mode in the city or in tight bends. That requires some concentration and a sensitive throttle hand, then it works to some extent.

Especially since the tuning of the MV Agusta F3 800 has improved again compared to the previous models. Nevertheless: there is still room for improvement. Because if the three-cylinder is in its comfort zone from 4000 rpm on the accelerator and is allowed to turn, it dashes forward with mighty smack. And then it glows vehemently and bitingly, accompanied by pithy expressions of life and noticeable vibrations in the direction of the limiter that it does not keep the front wheel on the ground in first gear. She twitches the handlebars from time to time. A steering damper like the one on the Suzuki would at least calm the nerves.

The MV Agusta F3 800 looks well trained

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MV Agusta F3 800 – It is beautiful, it is strong, it is agile.

The Suzuki foursome does not have such fieriness in its repertoire. It releases its performance evenly and easily dosed. It’s not stressful, it seems sociable, but also not very spectacular. At 12,000 rpm, its vigor diminishes noticeably, and the engine hardly gains any power up to the limiter at 14,500 rpm. The test bench attests to only 138 instead of the proclaimed 150 hp. The MV-Dreier comes with 142 HP much closer to the factory specification of 148 HP. Although it should not be concealed, it clearly benefits from its significantly shorter translation. But what counts is ultimately on the pitch. But that’s where the MV messes with its gearbox. Occasionally jumping out or badly fitting gears clouded the shift work. And the automatic gearshift is no guarantee for smooth gear changes at all times. The bony transmission of the Suzuki GSX-R 750 is not covered with fame either, but at least the gears are secure.

The Japanese woman booked another plus point at the pump. If the MV treats itself to a hefty sip from the bottle with 5.6 liters per 100 kilometers, it sips fuel sparingly with 4.3 liters. At least here the long translation has a positive effect. In terms of maneuverability and agility, however, she doesn’t have much to order against the MV. The MV Agusta F3 800 cuts its radii with tremendous precision, is wonderfully easy to tilt, and moves neutrally and with impressive stability. The slightest steering force is sufficient to bend it down more. Changing the line is child’s play, it looks toned and sinewy, wonderful.

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The stoppers of the Suzuki GSX-R 750 require a firm grip

Your monoblock pliers at the front – ABS support will only be available from next year – grip powerfully and finely dosed, while the slip clutch keeps the rear steady when you slow down hard. And even on the brakes, the MV Agusta F3 800 can be precisely steered into the curve. Provided the temperatures are not in the single digits and the Pirelli Diablo Rosso Corsa is kneaded nice and warm, then there is sufficient feedback from the forehead.

So everything is fine as long as the asphalt is reasonably well cared for. But the more furrowed the road, the faster the fun disappears. Because the shock absorber barely absorbs short, hard impacts and transfers them bony to the rider’s rear. The thin seat cushion ensures good contact with the machine during a sporty ride, but is also of no help when filtering hardness. For this purpose, coarser bumps induce an erecting moment in the stiff chassis.

Exactly the other way around is the case with the Suzuki GSX-R 750. Its brakes, with the Nissin radial brake pump and Brembo monoblock pliers, offer high-quality material, but appear dull and atypical for athletes and require firm grip. Only when the temperature rises do they gain in bite. In addition, the Suzuki turns in unwillingly when braking and appears sluggish in handling and not nearly as precise as the MV Agusta F3 800. Neutrality is not its strength, it wants to be kept on course with a little pressure on the handlebars in an inclined position. It’s not really sports-like. Perhaps tires other than the old Bridgestone BT-016 would already eliminate or at least mitigate some of these bad habits.

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After all, the Suzuki GSX-R 750 absorbs asphalt distortions better despite the rather tightly tuned suspension elements and provides the driver with more comfort with its ample seat cushion. Which in a brisk gallop over second-rate streets, regardless of the moment of erection – without question more on the nerves. So it is ultimately less of a question of whether the MV Agusta F3 800 is the better mid-range athlete. She is of a completely different character, more uncompromising and with the clearly sportier genes. But also – still – with the lower level of maturity than the Suzuki GSX-R 750, which is more sociable and comfortable in everyday life, but does not appear as well-trained.

The concept of the MV Agusta F3 800, however, of pairing light-footedness with more than sufficient power and emotions, is spot on. And more than just a hint to the competition. Add the finishing touches to your manners, and the fun thing will be 100 percent right, for sure, Brian.

MOTORCYCLE conclusion

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Comparison test MV Agusta F3 800 and Suzuki GSX-R 750.

Suzuki GSX-R 750

You undoubtedly deserve the honor of holding the flag high in the former Superbike category. But the athletic laurels are plenty withered. It is easy to handle, but the development has caught up with it. Engine and brakes without bite, driving dynamics behind, ABS not in sight. A revision is necessary, because more than ever, this displacement class is justified. And their fans anyway.

MV Agusta F3 800

It is the much crisper, nimbler and more active motorcycle. Much more powerful, turns on with sound, optics. MV’s move to place the F3 800 between the popular racing categories of Supersport and Superbike deserves praise. But please, please put your hands on the gearbox and throttle acceptance again. In addition, some detailed work on the suspension elements, and they would be a wickedly nice alternative to the big bikes.

Technical specifications

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Comparison test MV Agusta F3 800 and Suzuki GSX-R 750. Always enough pressure for a lot of driving pleasure.

MV Agusta F3 800
 Suzuki GSX-R 750
 engine 
type design Three-cylinder four-stroke in-line engine Four-cylinder, four-stroke in-line engine
injection Ø 50 mm Ø 42 mm
coupling Multi-disc oil bath clutch
(Anti-hopping)		 Multi-disc oil bath clutch
(Anti-hopping)
Boron x stroke 79.0 x 54.3 mm 70.0 x 48.7 mm
Displacement 798 cm3 750 cm3
compression 13.3: 1 12.5: 1
power 108.8 kW (148 hp) at 13,000 rpm 110.3 kW (150 PS) at 13,200 rpm
Torque 88 Nm at 10600 rpm 86 Nm at 11200 rpm
landing gear
frame Steel tubular frame Bridge frame made of aluminum
fork Upside-down fork, Ø 43 mm Upside-down fork, Ø 41 mm
Steering damper – hydraulic steering damper
Brakes front / rear Ø 320/220 mm Ø 310/220 mm
Systems assistance Traction control –
bikes 3.50 x 17; 5.50 x 17 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 180/55 ZR 17 120/70 ZR 17; 180/55 ZR 17
Tires Pirelli Diablo Rosso Corsa Bridgestone BT 016 "G"
Dimensions + weights
wheelbase 1380 mm  1390 mm 
Steering head angle 66.0 degrees 66.4 degrees
trailing 99 mm 97 mm
Front / rear suspension travel 125/123 mm 120/130 mm
Seat height ** 810 mm 805 mm
Weight with full tank ** 195 kg 195 kg
Payload ** 175 kg 185 kg
Tank capacity 16.5 liters 17.0 liters
Service intervals 6000 km 6000 km
price 13,990 euros 11,490 euros
Additional costs 275 euros 190 euros
MOTORCYCLE readings
Top speed * 269 ​​km / h 280 km / h
acceleration
0-100 km / h 3.6 sec 3.2 sec
0-140 km / h 5.3 sec 4.7 sec
0-200 km / h 9.1 sec 8.6 sec
Draft
60-100 km / h 3.5 sec 4.2 sec
100-140 km / h 3.7 sec 3.9 sec
140-180 km / h 3.6 sec 4.3 sec
Consumption highway 5.7 liters / super 4.3 liters / super
Reach country road 289 km 395 km
* Manufacturer information; ** MOTORCYCLE measurements

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