MV Agusta F3 in the driving test

Posted on by admin

Menus

MV Agusta F3 in the driving test
Jahn

Single test MV Agusta F3

MV Agusta F3 for everyone

Content of

The freshly presented MV Agusta F3 is finally an MV for everyone. With a list price of 11,990 euros, it is absolutely on par with the competition. PS was seduced by the F3.

MV Agusta F3

Triplets are very special. If they emerge as a child, they have a massive impact in the life of their parents – not only blow up the bank account, but above all the family car. In mechanical engineering, especially when the triple is a three-cylinder in-line engine, its impact on the environment is significantly lower. At least if you ignore the acoustic expressions of life from this combustion engine. Because they are naturally unique and as in the case of the new ones M.V Agusta F3 also looks very clear. From the aggressive growling in the medium speed range to the hoarse hissing at five-digit revs, the MV masters the entire repertoire of beautiful shudders. Only in idle and just above the sound of the triplet is not at all pleasing. Mechanically rough and not very trustworthy, the 675 cubic cylinder rattles and rattles to itself, like the castle ghost Hui Buh with two per mille in the wine cellar.

 


archive

Mike “The Bike" In 1964, Hailwood won the German Grand Prix at the Stuttgart Solitude on his MV 500 GP.

The cacophony of discord changes significantly when the clutch is pulled, prompting to start immediately. What would Mike Hailwood have said if his MV 500 GP had rattled like that at the start of the 1964 German Grand Prix here at the timekeeping house on the Solitude circuit in Stuttgart? Probably nothing. If he entered the race today with an F3, he would certainly try in vain to start the bike with a push start, as was common in the 1960s. Then we would explain to Mike that when the clutch is pulled, all he has to do is press the little button on the right handlebar, he would have been as happy as a little child. If and had, nice to philosophize about it, but not very relevant. Hailwood sadly passed away a long time ago and we will never find out how he would have got on the MV Agusta F3 on the Solitude circuit. What we have left are the thoughts of this intrepid racer when we do a few laps there ourselves with the F3.

The mental cinema begins with the imaginary GP start. The traffic light jumps from red to green, we step on the gas and want to let the clutch come gently on almost 5000 tours. The F3 chokes, the speed drops and the machine rolls away, bleating tiredly, like an annoyed sheep. Stop – and back to the start. The traffic light is red again, this time we hold the F3 with short bursts of throttle around 8000 to 9000 tours. Green! The clutch snaps out, with a nasty plucking it creates the frictional connection and the front wheel rises.

The race is on and we have to line up well behind in the field. Why? Because the mapping of the injection system and the e-gas is still insufficient. The three-cylinder reacts to gas commands with a delay when idling, corrects the speed in part itself and makes it extremely difficult to start the MV as racing. The acceleration value of 3.6 seconds from zero to 100 km / h, which is bad for an athlete, documents the drama perfectly. In everyday life, on the other hand, you can get away from the traffic lights after getting used to it. However, always with a longer grinding phase of the clutch and acoustics that either horrifies or fascinates passers-by. A little more flywheel would certainly help here.


Jahn

No, not the “Three Tenors". Not even “Three angels for Luigi" or “Tick, Trick and Track". Just an elegant exhaust system.

But back to Mike and the Solitude. If there are more than 6000 tours and wide, fast arcs, the F3 is in its element. The triplet generates decent thrust up to between 8500 and 9000 rpm, only to then really get started. 600 like it burns off its fireworks in the five-digit range, instead of pushing confidently across the entire speed range like a Triumph 675 Daytona. Of the mappings available for selection of the injection system, the “C” mapping, the “custom mapping”, is recommended. It is still hard on the gas, but not nearly as aggressive as on level “S”, the “sport mapping”. The soundscape of the triplet also changes in the drivable range from 6000 tours. Then it sounds snotty-cheeky and very healthy, but is much too loud at this speed.

 


Jahn

A stylish logo. The clutch cover proudly bears the house’s coat of arms.

Anyway, let’s shoot after the pack through the darned arches of the Mahdental, a very fast part of the route. As if pulled by a string, the F3 follows the ideal line, angles precisely and with great precision, parries asphalt patches like a professional and moves effortlessly and neutrally from one deep lean angle to the next. Wow! MV can really build chassis! While the fork acts taut and sporty, reporting to the pilot in detail and precisely from the front wheel, the tuning of the shock absorber seems to be on the very taut side. The rear wheel reports almost mercilessly to the popometer. Sport is murder, one could say, but it doesn’t apply to the MV F3. After all, you sit on it better than ever before. More precisely: the seating position is almost perfect. A comfortable knee angle, the stumps lying perfectly in the hands and the beautiful front-wheel-oriented alignment of the pilot make burning and cruising a real pleasure. Even the wind protection of the flat-looking windshield is perfectly fine on long straights or the motorway.


Jahn

Despite the “cheap" Saddles work the stoppers impressively.

With the F3, MV Agusta is breaking new ground and hopes to warm up a larger group of customers. At the moment, this is only possible through the price – which is sensational at 11990 euros. Of course, such a competitive price is largely due to the use of inexpensive components. The mudguard and splash guard on the front wheel and swingarm are elaborately designed, but made from inexpensive injection molding instead of carbon. The wheels are standard cast wheels instead of lighter forged wheels and the brake calipers are not milled monoblock calipers, but the cheaper version from the Brembo shelf. But the brakes in particular show that it is not the appearance that matters, but the function of the components. And goes to great lengths. The stoppers of the F3 act very transparently, effectively and relentlessly. Just like it should be on a super sports car. Mike Hailwood would surely have rolled over before the first corner with this front brake. And he would not have noticed the missing but necessary steering damper – but we did.

If you disregard details such as the not yet completely socially acceptable coordination of the engine management and the missing steering damper, the F3 is on the one hand a great success and a great further development of the MV design and on the other hand a true enrichment of the starving 600 segment. The fact that the Volks-MV also comes up with a traction control testifies to the healthy self-confidence of the engineers and sets the brand apart from the competition. Mike the Bike would have been proud to have driven an MV Agusta F3.

MV Agusta F3 in the driving test

Super athlete


Test: 600cc sports motorcycles – with suspension settings

Comparison test of the 600 super sports car in 2012

read more

Technical specifications


Jahn

With its red paintwork, the MV Agusta F3 sets a special example.

Technical specifications

drive
Three-cylinder in-line engine, 4 valves / cylinder, 94 kW (128 hp) at 14 400 rpm *, 71 Nm at 10 600 rpm *, 675 cm³, bore / stroke: 79.0 / 45.9 mm, compression ratio: 13 , 0: 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, adjustable in spring base, rebound and compression. Suspension travel front / rear: 125/123 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 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: 810/845 mm, handlebar width: 690 mm, 193 kg fully fueled, v./h .: 51.7 / 48.3%.

Rear wheel power in last gear
86 kW (116 PS) at 248 km / h.

consumption
Fuel type: Super unleaded. Average test consumption: 8.5 liters / 100 km, tank capacity 16 liters, range: 188 km.

Base price 
11990 euros (plus additional costs).

Leave a Reply

Your email address will not be published. Required fields are marked *