MV Agusta F3 800 in the PS performance test
Trident, bloodlust, shrunken leather
When gladiators step into the ring, the choice of weapons is free. PS tester Rod has a tendency towards the exotic, grabs the MV Agusta F3 800 and climbs into the arena, where the hitting and stinging begins immediately.
D.he wild west has been conquered, public disputes with swords, lances and shields are prohibited. In the civilized 2014, the license is already handed in when the drive is too close, and after a pub hunch a lawyer’s letter is immediately in the mailbox. But what to do with the primeval male force? Where does the testosterone break down? Carry it into the forest and chop up trees or hop through the heath with a worn-out NVA tank for a pile of coal at this event provider Jochen Schweizer?
MV Agusta F3 800 in the PS performance test
Trident, bloodlust, shrunken leather
The pulse rises, the testosterone boils over
So much for the theory, of which not much remains in the first turn on the MV Agusta F3 800 – mind you on Pirelli Diablo Rosso road tires. Why? The triple jumped bravely in the pits and immediately pawed his feet full of energy. With a clearly audible knock, first gear engaged and we trudged towards the track. The mapping to "S" (sport), the traction control (TC) to level 4 of 8, we rolled ourselves warm.
Hardly on the slopes, bamm! The first 1000, of course a Bavarian one, flies by at supersonic speed and I almost prefer the wig under my helmet! That sat. The pulse rises, the testosterone boils over. Afterwards, after all, I still know the track from my active racing days. But somehow the 1000 mm driver disappeared – probably missed the braking point at the end of the start / finish and dodged into the oval. This point is probably his weak point. Anyway, the rollout and the MV Agusta F3 800 are still not really in the mood. The setup too soft, the TC too conservative and the skins just not as grippy as I need it on the race. My shrink leather suit also pinches something on my right bicep.
Dunlop super glue for the MV Agusta F3 800
After this slap in the face in the first skirmish, it’s time to adapt the MV Agusta F3 800. We take our time, let the 1000 pilots believe that they can compete with me. But just wait, the trident will strike back! The street skins fly down, Dunlop super glue of the type D 212 GP Racer Pro is set. The chassis tightened and the TC set to level 2. The mapping, responsible for the response behavior and the engine braking torque, remains on "S".
It’s finally time for the next turn, the MV Agusta F3 800 and I go flying. And how do we do it! We shoot around the course that even the top guns Maverick and Iceman in their F-14 jets couldn’t follow us. With its high center of gravity, the F3 800 is super handy. Since the Dunlop does not come up in size 180 / 55-17 like the standard tire, but in size 190 / 55-17, the F3 is now a little steeper and bends on the earlobe! There are no problems with the grip at the rear, after all, the contact surface of the Dunlop is slightly larger and the rubber is more adhesive. With the effect that you can brutally tear up the gas at the exit of the curve. The 128 HP on the rear wheel tug violently but evenly on the rubber and flick the trident out of the curve from the apex. The light front wheel just manages to keep the load precisely on course, but becomes sensitive to bumps that can trigger kickback. In Lusatia this is only a problem in one place. After a little line correction, the subject is off the table again.
Driving report MV Agusta F3 800
The first super sports car with 800 cubic capacity
MV Agusta F3 800 in the driving report
More displacement, power and torque with the same handiness?
MOTORCYCLE market: Used MV Agusta F3 800
Great pressure point, clear feedback, great effect
Another effect of the larger rear tire is the slight rear when braking, that is, in the parade discipline of the MV Agusta F3 800. Pulled full pressure on the lever, the front dips, the rear wheel is about to take off. Now push the notch on the inside of the curve and the rear swings outwards in a wonderfully controllable way. The MV positions itself sideways in Moto2 fashion and is already in the correct direction of travel in time to turn. Wow, shooting is really fun! The brake itself behaves uncritically. Great pressure point, clear feedback and a great effect leave nothing to be desired. However, I turned off the ABS. Because on the race and in the dry I always brake without braking – I’m old-school there. Just as a note: During the roll-out, the ABS was in the "Race" setting and worked well. As I said, I was curling up and not attacking.
Goal back to shooting. After the successful and fun second turn, there is a short check in the box. The tire wear pattern looks good, mentally I’m already preparing for the duel with the BMW driver. But not with yoga, autogenic training or anything like that. Total nonsense! I get into a frenzy of blood, imagining over and over again how I brake past him at the end of the start / finish, crossing the trident and making important meters in the subsequent winding curve. Should he still be within striking distance for the following eternal straight and counter, then he can admire my braking drift again.
Straight in, clean out – and the 1000 has no chance
Disappointment, in the third turn the BMW driver hides again. Pah, then stop in the fourth, I have time. The traffic light turns green, the BMW driver in front of me. So it’s time for the return coach. He pulls away quickly, lets it fly powerfully – I follow in the slipstream. In the third lap, I set my maneuver at the planned point and turn into the fourth lap in front of him. Now keep the line clean and give him no chance until the back straight. There I go to the gas early, pull up and away. When changing gears from fourth to fifth, there is no more propulsion despite the automatic gearshift. Shit, intermediate idle! Only after a bit of sorting is the gear back in, the BMW beams past at breathtaking speed. Anyway, we still have a few more rounds to take revenge. I only have to be attentive when shifting, because the transmission of the MV Agusta F3 800 is very bony and imprecise even when downshifting.
As soon as I’ve confronted the BMW driver again, a tornado falls on me. A Yamaha YZF-R1 shoots past me, brakes as if there was no tomorrow and disappeared in no time. I could just make out that "Smrz" was written on the driver’s bottom. Aha, so the IDM superbiker. It’s just like with the gladiators: eat and be eaten – and against such a person the MV Agusta F3 800 is unfortunately powerless.
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Technical data MV Agusta F3 800
The triplet itself is a fine engine. The best of the two worlds of the in-line four-cylinder and the powerful twins, so to speak. The MV triple is very popular on the race.
Three-cylinder in-line engine, four valves / cylinder, 109 kW (148 hp) at 13,000 rpm *, 88 Nm at 10,600 rpm *, 798 cm³, bore / stroke: 79.0 / 54.3 mm, compression ratio: 13, 3: 1, ignition / injection system, 50 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, TC.
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, adjustable in spring base, rebound and compression. Suspension travel front / rear: 125/130 mm, light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Dunlop D 212 GP Racer Pro , 320- mm double disc brake with
radially attached four-piston fixed calipers at the front, 220 mm single disc with two-piston fixed calipers at the rear, ABS.
Max. Rear wheel power **
94 kW (128 PS) at 244 km / h
0-100 km / h: 3.6 s
0–150 km / h: 5.9 s
0-200 km / h: 9.1 s
50-100 km / h: 4.6 s
100–150 km / h: 4.6 s
Top speed *
269 km / h
195 kg with a full tank, v./h .: 51.7 / 48.3%
Tank capacity: 16.0 liters
stat.neg. Spring travel: 25 mm, compression: 2.5 U open, rebound: 3 U open, level: standard.
Setup shock absorber
stat.neg. Spring travel: 10 mm, compression: 1.5 U open, rebound: 2 U open, level: standard.
13,990 euros plus utilities
The triplet pushes very evenly and is therefore easy to control. Accelerating early in a deep lean angle is so unproblematic.
Hand on heart. The MV F3 800 is certainly not the best motorcycle to cover 15,000 kilometers a year on public roads. There are definitely more suitable subsets for this. But she’s really good at having fun on the race and on selective country roads. Their sound, the squeaky three-cylinder and their great handling inspire the driving pleasure so that every kilometer is a pleasure. And you never feel as underpowered on it as on 600 super athletes, who are now really struggling with this unspeakable 1000 flood on the racetrack.
Another point that speaks for the MV Agusta F3 800: It is not a German or Japanese motorcycle, but an Italian one! It looks good, sounds good and is, well, a bit bitchy at times. But what the heck: It’s not written on every corner or in every box!
Field gray uniformity in the paddock
A look into the armory of Teutonic hobby racers, i.e. the paddock, makes me sad. Here the BMW four-cylinder faction, there the boys with their Panigale twins. And in between? Mostly yawning emptiness. 600 super athletes are threatened with extinction, 750 cc is almost in vain. Twins without the Ducati logo are rarities, slow ones usually too, and two-stroke engines as rare as the blue Mauritius. It looks like the federal government – field-gray uniform pulp and also voluntarily pulled over it! Folks, where are we going? Back to the GDR or what? Where Trabi and Wartburg along with Simson and MZ were sufficient means of transport?
Not with me! I choose a long-handled stabbing weapon like the one Neptune once wielded and attack with a trident of the finest Italian manufacture, an MV Agusta F3 800.
Off to the Lausig, uh Lausitzring. With its long straights, it’s not really the ideal terrain for the MV Agusta F3 800, which is specified with only 148 hp, but I don’t care. I’m actually looking for a challenge and an argument. And if the obligatory BM-Wuppdich should shiver past me out of the slipstream, then I have to straighten it on the brakes at the next corner entry. Quid pro quo.
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