Top test: MV Agusta F3 675
The 675 super sports car from MV Agusta
The Supersport class has long been simmering in its own juice. Innovations? Nothing. Now the MV Agusta F3 675 is preparing to stir up the class with a classy design and bold detail solutions. Is she the pike in the carp pond?
The Italians are a very traditional people. So it was almost logical that MV Agusta’s attack on the Supersport class had to take place with a three-cylinder. After all, Giacomo Agostini cleared 13 world championship titles with the racers from Varese from 1966 to 1973. And they all listened to the simple name “Tre” and were three-cylinder. So only three of a kind came into question for MV’s super athletes. It has become a bewitchingly beautiful athlete. And the fact that the price of the F3 does not drift into aloof spheres, but instead is precisely sorted into the wolf pack of the supersport pack at 11,990 euros, should raise the alarm bells all the more violently among the competition.
Because the F3 does not buy this price with equipment and processing technology lean food. On the contrary. The extremely short-stroke and compact engine offers a lot of technical finesse: With a slip clutch, titanium valves, cassette gears and, above all, a backward rotating crankshaft, it ignites a real high-tech firework. The fact that it confidently claims the top performance in this class with 128 hp and also fires a full broadside against the competition in terms of electronics with traction control and ride-by-wire, i.e. throttle valves controlled purely electronically by a servo motor, tops it all off.
HIt’s amazing how narrow the F3 is. “You could take it for a 125cc”, a colleague exclaimed delightedly when looking at the rear end. As a matter of fact. The delicate, flat tank nestles neatly between the knees and moves the driver close to the handlebars. Passé the long seated position, well-known from the F4. Although the handlebar stubs still demand a rather stooped position from the driver. Gathered together, but not uncomfortable, with space for people of normal size. And clearly trimmed for sport.
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Top test: MV Agusta F3 675
The 675 super sports car from MV Agusta
A beauty: the new MV.
The spring strut also ensures unswerving stability in the hindquarters. However, it rules with iron severity. As long as the asphalt is smooth like a tablecloth, that’s okay. Then neither rapid changes of direction nor deep bumps or violent acceleration can embarrass the hindquarters. But woe, the asphalt is wrinkled. The MV does not appreciate second- and third-class streets so much, which she communicates to her rider by passing edges and strokes on to the extended backbone rather unfiltered. And although the thin seat pad gives you a lot of contact with the motorcycle, it is no help in the search for comfort.
Opening the compression damping does at least bring some relief, but doesn’t allow the hindquarters to parry long waves in fast passages quite so stoically. No, this chassis is made for the racing slopes of the world. Where it has a powerful partner in the three-cylinder. With a real 128 hp, the MV fully delivers on its performance promise. That is a word. Even more: this is a class record. In addition, the F3 turns a good 1000 rpm higher than its “brother in arms”, the three-cylinder Triumph Daytona. A huge 79 millimeter bore and a tiny 45.9 stroke result in by far the shortest-stroke design in the realm of super sports cars. Huge 50 mm throttle valves and two injection nozzles per cylinder feed the triplet, titanium valves ensure that there is no core scrap with the rotary horrors.
But what do you get out of it in everyday civilian life? Little at first. Because life below 4000 rpm is more hardship than joy for the F3 unit. The coordination of the ride-by-wire is anything but successful, especially in this area. It translates the commands of the throttle hand rather bumpily. In addition, the motor pushes unpleasantly when braking. Constant jerking and delayed throttle response make the warm-up phase, city traffic and traffic in columns a test of nerves. The three-cylinder also scrapes, gurgles and grinds in such a way that sensitive people can seriously think about the service life of the engine.
If the shackles of the city are removed, however, this area is quickly overcome. From 5000 rpm, the robust F3 drive begins to feel noticeably comfortable, even if the sometimes hard load changes remain. The post goes off from 7500 rpm. And at 10,000 rpm it irresistibly pulls the front wheel up – underlaid by an almost obnoxious loud roar. The motor trumpets the driver’s joy in turning loudly from the airbox under the helmet and turns the brilliant turning pleasure into an acoustic experience. It goes off as if it had been stung by a tarantula, and the way it glows into the limiter, you almost lose your spit. However, the limiter strikes right at the performance point. Every 100 revolutions that the next gear in the somewhat bony gear is pushed in too early means giving away acceleration. The retrofittable automatic switch is an option worth considering. The performance characteristics are therefore more like a four-cylinder. The F3 does not have the steady, powerful acceleration from the very bottom that characterizes a Triumph Daytona and that was previously associated with a three-cylinder.
But what it offers in the second half of the rev range is all the more impressive. It hangs snappy on the slightly too smooth electronic throttle grip. If you squeeze it out properly at the exit of a curve, it can happen that the front wheel becomes light even when you are at an angle. The F3 offers enough grip on the rear wheel. And if all else fails, the driver is finally supported by a functioning, eight-stage traction control. It still manages without lean angle sensors or the comparison of wheel speeds and only relies on the detection of the increase in speed on the rear wheel. But this is now working noticeably and comprehensibly, although in stages six to eight, even for the country road, the advance is limited a little early in some cases.
Also on board: three factory-set mappings. “Sport” and “Normal” with full performance, but different responses. And rain mapping, which is an option that can be dispensed with with the throttle valve opening very slowly but at full power. A fourth mapping in terms of response behavior, performance and engine braking can be put together yourself. And if that’s not enough, MV has an electronics package ready in the second half of the year that leaves nothing to be desired with sensor-controlled traction control, wheelie and launch control. An ABS is missing, but is in preparation.
The MV Agusta F3 is characterized by classy design and bold detailed solutions.
But even so, it is a force to savor the driving dynamics of the F3, to romp around with it over winding streets. It’s so fun chasing the F3 from corner to corner that you almost forget to refuel. But now quickly, after all, the reserve lamp has been on for 70 (!) Kilometers.
Zack! It has already happened, the engine suddenly stops working. Fortunately within sight of a gas station. With the dust-dry tank, the MV rolls to the pump. The refueling stop gives you the opportunity to take a closer look at the MV. Despite the competitive price, the F3 does not look like a cheap economy version, but looks very valuable, almost noble. Sure, goodies such as the hand-welded frame or the adjustable notches of the F4 models are just as in vain as – apart from the tank emblem – varnished stickers.
The F3 is also not adorned with fine add-on parts that ennoble noble small series. Nevertheless, the workmanship is consistently high quality, and things like the excitingly styled silencer, cranked valves, the pretty single-sided swing arm, and the aluminum fairing keel are evidence of the attention to detail. Nice little thing on the side: When the steering wheel is fully turned, you no longer get your thumbs caught on the tank. And the Marzocchi fork and the screw-on Brembo pliers show that large-scale solutions can also work perfectly.
The tank is full, holds exactly 16.2 liters, which can be filled relatively easily and without annoying fiddling with the filling nozzle. The consumption of five and a half liters is not a record, but also not as radical as the F3 is otherwise. Because it embodies the racing spirit like no other in its class. And is therefore not only an asset, but above all a challenge for the competition.
MOTORCYCLE points evaluation / conclusion
Braking at the highest level. The F3 stands out from the supersport crowd.
Outstanding excellence is not everything. It’s also about drivability. It is true that the MV is on par with the four-cylinder 600 series. But from zero to 100, the poorly metered gas thwarted even better acceleration values. With a better coordinated ride-by-wire, the load change behavior should also improve. The clutch and gearshift should work more easily.
Magnificent handiness and enormous stability are the outstanding strengths of the F3 chassis. From a sporting point of view, the MV is a power in the chassis chapter. The fork is perfectly matched. However, you shouldn’t expect much comfort, especially from the shock absorber with a hard spring. Especially since the seat cushion is easy to grip and feels good, but is spartan thin.
Although the handlebar stubs on the MV are sportily low, the arrangement of a short, flat tank, handlebars, pegs and seat bench is quite successful for an athlete. Especially since larger pilots can find enough space. Wind protection, light and visibility in the mirrors could be better. But the MV is properly equipped and above all beautifully finished.
Actually, the brakes are perfectly tuned. Alone the tendency of the MV to stoppies during hard braking maneuvers prevents even shorter braking distances. Righting moment when braking is not an issue. In everyday life, the MV gets along without a steering damper.
Average: A two-year guarantee is okay, 5.5 liters consumption is still acceptable. The maintenance intervals are short at 6000 kilometers.
A tightly calculated price and a decent amount of points result in a good price-performance ratio in the end
|Max. score||MV Agusta F3 675||Overall rating||1000||631|
Captivating design, consistent sportiness and exclusive flair – the F3 stands out from the crowd. The handling is superb, the engine powerful, the chassis and brakes at the highest level. The ride-by-wire set-up needs to be improved. Until then, the MV is a beautiful, thoroughbred racer that offers a lot for the eyes and heart – and at a moderate price.
Technical data / noticed
Although pulled under the seat for optimal weight distribution, the tank only holds a modest 16 liters.
Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 50 mm, regulated catalytic converter, 350 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, (Anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 43:16.
Bore x stroke 79.0 x 45.9 mm
Cubic capacity 675 cm³
Compression ratio 13.0: 1
rated capacity 94.2 kW (128 hp) at 14,400 rpm
Max. Torque 71 Nm at 10 600 rpm
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper, traction control.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Diablo Rosso Corsa tires tested
Dimensions + weights
Wheelbase 1380 mm, steering head angle 66.0 degrees, caster 99 mm, spring travel f / h 125/123 mm, permissible total weight 370 kg, tank capacity 16.0 liters.
Service intervals 6000 km
Oil and filter change every 6000 km / 3.2 l
Engine oil SAE 5W40
Telescopic fork oil SAE 5
Spark plugs NGK CR9-EKB
Idle speed 1400 ± 50 / min
Tire pressure front / rear 2.3 / 2.3 (2.3 / 2.5) bar
Two year guarantee
Colors red / silver, white, black
price 11,990 euros
Additional costs around 250 euros
- The passenger cushion is held by a hinge and the driver cushion by a quick release, which makes it easy to remove.
- The cockpit, traction control and choice of ignition / injection mappings can be operated from the handlebars.
- The traction control can also be used sensibly on country roads.
- Even if the passenger only finds the modest spot that is common with athletes, the tank flanks enable him to support himself very well.
- The fuse box is only closed with a rubber cover and heats up strongly in its place above the coupling.
- The clutch lever is not adjustable.
- The oil level is checked using a dipstick.
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