Comparison test: super sports cars under 1000 cubic meters from MV Agusta, Ducati and Kawasaki

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Comparison: Ducati 848 Evo, Kawasaki ZX-6R 636 and MV Agusta F3 800

Trip through the Green Hell

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The term "Green Hell" for the Nurburgring-Nordschleife was once coined by the apparently very impressed Formula 1 driver Jackie Stewart. But for fans, the unique route is heaven on earth. Goosebumps trip with three super athletes on this side of 1000 cubic meters.

E.Finally back to the Nordschleife! How did we miss that special feeling that only the 20.8 kilometer roller coaster triggers. After a year off, we dive back into the grandiose Eifel adventure with its thrilling curves, courageous high-speed passages, countless blind corners, sky-high peaks, steep ascents and descents, violent compressions, wild jumps, insidious bumps in the ground and sometimes breathtaking combinations from it. The route offers all the peculiarities of country road construction in a compressed space and demands everything from man and material at the appropriate speed – madness! 

Comparison: Ducati 848 Evo, Kawasaki ZX-6R 636 and MV Agusta F3 800

Trip through the Green Hell

The bikes: Ducati 848 Evo, Kawasaki ZX-6R 636 and MV Agusta F3 800

Jahn

And there are three candidates: the MV Agusta F3 800, the Kawasaki ZX-6R 636 and the Ducati 848 Evo.

So an ideal terrain. Anyone who passes here cannot be harmed by any highway in the world. Ducati 848 EVO, Kawasaki ZX-6R 636 and MV Agusta F3 800 brave the endurance test. They come from the “super sports car under 1000 cubic” category, a class that is being re-fueled by the brand new bikes from MV and Kawasaki. The engine concepts are as different as their cubic capacity, which can already be seen in the name. Ducati traditionally rolls a V2 at the start, MV Agusta has been two-pronged since last year and is introducing a three-cylinder into the ring with the F3 800. As usual, Kawasaki relies on an in-line four-cylinder for super sports cars. The sporty trio also offers the highest variety for the ear: dull rumbling, hot hissing, high-pitched screeching.

What matters?

The prerequisites for the greatest possible enjoyment on the Nordschleife are a round, fluid driving style and the perfect line. Nowhere is butt bolting and chopping so superfluous and counterproductive as here. Tip: Take out a few percent of your personal limit for the greatest possible driving pleasure. This minimizes tension and increases the experience. Over time the pace increases automatically and ideally you get into a wonderful flow that magically carries you across the ring. So we’re not looking at lap times in this test. Rather, the comparison is intended to filter out the best package for maximum driving pleasure.

Ducati 848 EVO

Jahn

Despite the lack of electrical frills, the Ducati 848 Evo does not lose its charm.

As the oldest of the trio, the Ducati 848 EVO has priority. It made its debut in 2011 as the successor to the 848. More punch, snappier brakes, steering dampers: the revision hit the bull’s eye at the time. How powerful is the Duc today? Get out on the track! On the first kilometer, the fast sections of the Antonius beech and Tiergarten lurk, here the Duc pounds through with confidence. Shortly afterwards follows the first slow corner with Hohenrain. Oops, now the EVO suddenly seems stiff around the steering axis and turns in quite stubbornly, only to suddenly tip over into a lean position shortly afterwards. In addition, the front dips quickly and deeply when braking, and the rear jumps more badly than right over the many bumps as the route continues. Balance and chassis set-up don’t match, back to the paddock.

"We know the problem", nods Wolfgang Zeyen from "Ducati am Ring" knowingly with his head. “When we drove the 848 series sport in 2010, we only found a good setup after a few attempts. Interested? ”We have to raise the level of the front, completely change the spring preload and damping of the fork and shock absorber. Second try. Now the EVO turns in much more harmoniously, which is particularly important in the slow passages. At most, the very tight, non-adjustable steering damper is a nuisance there. But we don’t want to dismantle it, as the track generally causes too much kickback.

Jahn

This is where the typical Ducati Bollern is created: 90-degree V2 from Bologna.

The shock absorber now works noticeably more gently, in the carousel it no longer shakes the seals out of your teeth. Nevertheless, the rear end is still too tight, only deeper interventions in the innards help here. The fork also works better after the corrections, and its soft basic setup meets the requirements of the Nordschleife for a rather soft setup. In terms of handling, the 848 EVO is a typical Ducati with a tubular space frame: it requires more physical effort when cornering. But the Duc shoots incredibly stable through the full-throttle sections such as the one between the airfield and Schwedenkreuz.

There is also light and shadow on the engine side of the EVO. Ducatisti love the characteristic V2 pounding in combination with the deep exhaust rumble. But the power delivery should be a bit more homogeneous, especially in the middle speed range. The two-cylinder only generates steady, sustained thrust from around 8000 / min, just before 11000 / min it is again scythe. In addition, the engine runs very rough in this area and vibrates markedly. But if the Duc driver wants to stick to the strong MV in the high-speed passages, he has to squeeze the V2 fully – not exactly a pleasure. The operating forces of the clutch are also quite high. Ultimately, the following applies to the Italian: The pilot has to get used to her peculiarities for a pleasurable Nordschleife spinning.

HP data: Ducati 848 EVO

Jahn

Except for the rev counter, all information is easy to read.

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 96 kW (131 PS) at 10,500 rpm *, 98 Nm at 9750 rpm *, 849 cm³, bore / stroke: 94.0 / 61.2 mm, compression ratio: 13.2: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat.

landing gear
Steel tubular space frame, steering head angle: 65.7 degrees, caster: 97 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 127/120 mm.

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Diablo Supercorsa "SP", 320 mm double disc brakes with four-piston fixed calipers at the front, 245 -mm single disc with two-piston fixed caliper at the rear.

measurements and weight
Length / width / height: 2080/780/1100 mm, seat / handlebar height: 830/865 mm, handlebar width: 680 mm, 196 kg fully fueled, v./h .: 49.6 / 50.4%.

Rear wheel power in last gear
92.5 kW (126 PS) at 260 km / h.

consumption
Fuel type: Super unleaded. Average test consumption: 8.2 liters / 100 km, tank capacity 14.5 liters, range: 176 km.

Base price
14,450 euros (plus ancillary costs).

* Manufacturer information

MV Agusta F3 800

Jahn

The bike doesn’t lack punch anywhere on the race.

The familiarization phase on the MV Agusta is much shorter. Your three-cylinder delivers plenty of bacon anytime, anywhere. At the presentation at the Renne von Misano (PS 7/2013) we still missed midrange power. Either the Italians found some horsepower there, or it is due to the test track. In any case, the bike doesn’t lack punch anywhere on the ring. In contrast to some examples, the transmission also gave no cause for criticism at the presentation in Misano. Upshifting in particular is very smooth thanks to the standard Quick-shifter.

But the sound tears you off your chairs. The powerful growling of the propellant charge when the throttle valve is fully open is awesome! When the dense forest of the Fuchsrohre echoes the sound from the three exhaust pipes, you are guaranteed to get a cold chill down your spine. The vibrations are also tingling and, in contrast to the Ducati or ZX-6R, they are never annoying. In addition, the throttle response is pleasantly soft, especially in "N" mode. However, the extremely smooth throttle grip should offer a little more resistance to the hand. This would allow the gas in tricky sections such as Adenauer Forst, Wehrseifen or Hohe Acht to be dosed even more sensitively.

Jahn

Comfortable upshifting thanks to the standard Quickshifter.

If the Ducati weakens a little in the tight corners, the MV easily arrows through it: right, left, right, left – even the tricky Hatzenbach snaking takes it in the storm. The F3 also masters ultra-fast sections of the route, such as the airfield, Schwedenkreuz or Kesselchen, brilliantly. Stability, accuracy and feedback are top notch. So is everything in perfect order on the chassis side? Not quite, because the MV does not sufficiently absorb asphalt furrows. Cause: too tight coordination of the spring elements. This is particularly tricky in passages where nasty wrinkles lurk in curves. And as is well known, there are plenty of them on the Nordschleife. The engineers should also take another look at the traction control tuning. Because sometimes the system still regulates where it is least needed, even at level one: when accelerating on straight sections of the road.

The stoppers compensate for this with a full bite, excellent controllability, stable braking pressure and high stability. An ABS is still missing, but the Varesians are already working on it, according to an MV spokesman. This is another reason why waiting could be worthwhile.

PS data: MV Agusta F3 800

Jahn

The drive chain of the MV Agusta.

drive
Three-cylinder in-line engine, four valves / cylinder, 109 kW (148 PS) at 13,000 / min *, 88 Nm at 10,600 / min *, 798 cm³, bore / stroke: 79.0 / 54.3 mm, compression ratio: 13, 3: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, chain, G-Kat, traction control.

landing gear
Steel tubular space frame, steering head angle: 66.0 degrees, caster: 99 mm, wheelbase: 1380 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression level. Central spring strut with deflection, adj-
bar in spring base, rebound and compression stage. Suspension travel front / rear: 125/123 mm.

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 -mm single disc with two-piston fixed caliper at the rear.

measurements and weight
Length / width / height: 2070/760/1100 mm, seat / handlebar height: 815/850 mm, handlebar width: 690 mm, 195 kg fully fueled, v./h .: 51.7 / 48.3%.

Rear wheel power in last gear
94 kW (128 PS) at 244 km / h.

consumption
Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 16 liters, range: 216 km.

Base price
13990 Euro (plus ancillary costs).

* Manufacturer information

Kawasaki ZX-6R 636

Jahn

The Kawasaki ZX-6R 636 does not have it easy with the smallest displacement in the test.

The Kawa is the last to roam through the green hell. Hey, how wonderfully easy and uncomplicated the six hundred works! Sit on it, drive off, feel good: after just a few meters, it conveys absolute trust – amazing! In curves, the ZX-6R steers neutrally and nimble and also keeps the line with millimeter precision at the exit. In addition, she plows over the many bumps of the greatest one-way street in the world like no other of the trio. No question about it: the Italian competition does not come close to the chassis balance and the balance of the suspension elements. However, we have almost completely closed the rebound and compression stages of the shock absorber. The reserves are sufficient for this test, but the rear six definitely needs more cushioning for racing.

There is a lot of movement in the chassis of the ZX-6R, especially on the fast sections of the road already mentioned. But the bike always remains good-natured and extremely manageable. Obviously the Japanese work more than MV and Ducati with a certain flexibility of frame, swing arm and other chassis parts. This makes the chassis less stiff, absorbs shocks better and the machine is not as prone to kickback.

The weakest engine in the test naturally has a disadvantage in terms of torque and power. In order not to be completely dependent on the Italians on the power passages, the pilot has to squeeze the Kawa properly, preferably from 11,000 rpm upwards. Then the little one screams the soul out of the engine block, but the drive downright craves it.

The Kawasaki is the only one in the test field to offer two of the most popular driving aids with ABS and traction control. In addition, there is an anti-hopping clutch in the green as in the MV. Only the Ducati offers none of this. The systems did not intervene even on brisk laps. But they always have a calming effect. And by doing so, they support this unique feeling that only the Nordschleife triggers. Because of hell! That must be paradise!

drive
Four-cylinder in-line engine, four valves / cylinder, 96 kW (131 PS) at 13,500 / min *, 71 Nm at 11,500 / min *, 636 cm³, bore / stroke: 67.0 / 45.1 mm, compression ratio: 12, 9: 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

landing gear
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 101 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adj-
bar in spring base, rebound and compression stage. Suspension travel front / rear: 120/134 mm.

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone S20 "J", 310 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS.

measurements and weight
Length / width / height: 2080/830/1100 mm, seat / handlebar height: 815/855 mm, handlebar width: 655 mm, 196 kg fully fueled, v./h .: 50.6 / 49.4%.

Rear wheel power in last gear
87 kW (118 PS) at 221 km / h.

consumption
Fuel type: Super unleaded. Average test consumption: 8.3 liters / 100 km, tank capacity 17 liters, range: 204 km.

Base price
13195 Euro (plus ancillary costs).

* Manufacturer information

PS

The measured values ​​from the Nordschleife.

Three test bikes, four corners? For a direct comparison between the F3 with 675 cubic and the 800 we have added a performance curve. Clearly recognizable: the F3 800 generates considerably more punch everywhere. It has a real power engine that the competition is also grappling with. The curves of the Ducati are striking in other respects. They are very wavy, which you can feel drastically when driving. Some dents also show the lines of the Kawasaki. In contrast to the 848 EVO, however, the slight break-ins when gasping are hardly noticeable. If the green would like to keep up with the competition in high-speed passages, the pilot has to squeeze her downright.

Horsepower performance

Acceleration** Draft Maximum-
dizzy-
speed
0-100 km / h  0-150 km / h  0-200 km / h  50-100km / h  100-150 km / h
Ducati 848 Evo 3.3 s 5.7 s 9.3 s 6.1 s 6.5 s 271 km / h
Kawasaki ZX-6R 3.4 s 5.8 s 9.8 s 4.7 s 4.6 s 260 km / h
MV Agusta F3 800    3.6 s 5.9 s 9.1 s 4.6 s 4.6 s 269 ​​km / h

Setup for the Nordschleife

  Ducati 848 EVO Kawasaki ZX-6R 636 MV Agusta F3 800
fork 
stat.neg. Suspension travel 18 mm 28 mm 25 mm
Pressure level 0.5 U open completely open 3 U open
Rebound 12 K open 5.5 U open 3 U open
level 5 mm app. default default
Strut
stat.neg. Suspension travel 10 mm 15 mm 18 mm
Pressure level high not applicable not applicable not applicable
Low compression completely open 0.25 U open 3 U open
Rebound 1 U open 0.25 U open 3 U open
level default default default

PS rating and judgment

Jahn

The MV Agusta only has the edge when it comes to sound.

Max. Points
 Ducati 848 EVO
 Kawasaki ZX-6R 636
 MV Agusta F3 800
drive
acceleration 10 8th 7th 8th
Draft 10 5 7th 7th
Power delivery 10 5 7th 8th
Responsiveness 10 8th 7th 9
Load change reaction 10 8th 8th 8th
Running culture 10 7th 7th 8th
Gear actuation 10 5 8th 8th
Gear ratio 10 8th 9 9
Clutch function 10 3 9 9
Traction control 10 9 4th
Subtotal 100 57 78 78
landing gear
Driving stability 10 8th 8th 8th
Handiness 10 6th 9 9
Cornering stability 10 9 7th 9
feedback 10 7th 7th 8th
Suspension tuning in front  10 5 9 7th
Chassis set-up at the rear 10 5 7th 5
Braking effect 10 9 9 9
Brake metering 10 8th 8th 9
Righting moment when braking 10 8th 7th 8th
ABS function 10 9
Subtotal 100 65 80 72
Everyday life and driving fun
Sitting position 10 5 8th 8th
Windbreak 10 8th 6th 7th
Furnishing 10 5 7th 6th
consumption 10 4th 4th 5
Driving fun 10 7th 9 9
Subtotal 50 29 34 35
Total 250 151 192 185
placement
3. 1. 2.

PS judgment

1. Kawasaki ZX-6R 636
The most balanced of the trio wins this comparison. A great, uncomplicated sweeper that offers everything you need for enjoyable heating.

2nd MV Agusta F3 800
Your engine is awesome, and the chassis is also thrilling. Only the coordination of the spring elements was a bit too tight. The beautiful Italian slid just past the test victory because she doesn’t have ABS. In addition, the coordination of the traction control is not yet perfect.

3. Ducati 848 EVO
The Duc has a hard time against the strong competition. Chassis and engine tuning, equipment: Here it leaves many points. But for fans, their charm is beyond any rating.

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