MV Agusta F3 800

The exhilaration of a 1000cc Superbike with the handling of a 600 Supersport. The torque of a v-twin and the rev limit of a four-cylinder.

The MV Agusta F3 800 is the new performance frontier, the avantgarde three-cylinder motorcycle proudly Made in Italy.

More power, more torque, more adrenaline. The result is a motorcycle with exceptional handling, an advanced electronics package and the new 800cc engine with 148 HP and 88 Nm of torque. Coupled with the incredibly low weight of 173 Kg, it offers a power to weight ratio that allows it to do battle directly with litre class Sportbikes.

The MV Agusta F3 675 redefined the concept of middleweight Supersport bikes with the perfect balance between engine and chassis. The engine is the epitome of Italian technology and the chassis offers class leading performance both on the road as well as at the track. The MV Agusta F3 800 pushes the boundaries of mid-range Supersport to Superbike replica level, revolutionising the sector with a bike that represents an undisputed technological and performance milestone.

MV Agusta F3 800 Key Features

• Three-cylinder inline, 798 cc engine
• Bore 79.0 mm, stroke 54.3 mm (+8.4 mm more than the F3 675)
• Max. power 148 HP at 13,000 rpm (+20 HP more than the F3 675)
• Max. torque 88Nm at 10,600 rpm
• 13,500 rpm limiter
• Slipper clutch
• Dry weight: 173 kg (same as the F3 675)
• Power-to-weight ratio: 1.17 kg/HP (-13.5% less than the F3 675, with a ratio of 1.35 kg/HP)
• New front brake set up with Brembo monobloc calipers
• Pirelli Diablo Rosso Corsa Tyres

MV Agusta F3 800 Features and Benefits

ENGINE

The bore diameter remains unaltered at 79.0 mm; the stroke has been increased from 45.9 mm to 54.3 mm resulting in a displacement increase from 675cc to 798 cc. The power output increases an incredible value of 148 HP at 13,000 rpm coupled with a peak torque value of 88 Nm at 10,600 rpm. The rev limiter has been set to intervene at 13,500 rpm. The timing system is double overhead cam with four titanium valves per cylinder to benefit the high RPM performance. The fuel injectors are also new which guarantee a higher flow rate and increased power compared to those of the F3 675.

The three-cylinder engine is the pinnacle of motorcycle engineering: it's extremely light and compact (weighing just 52 kg) and uses a “closed-deck” shell mold cast crankcase with integrated cylinders. The water and oil circuits are integrated into the actual crankcase castings and their respective pumps are located inside the engine with obvious advantages in terms of styling as well as compactness. Among the innovations on this three-cylinder MV Agusta F3 800 is the counter-rotating crankshaft, a technical solution that prior to the F3 675 was only available on MotoGP motorcycles. The objective? To reduce the rotational inertia effect during quick directional changes and to improve the vehicle balance with the resulting ease of handling of the F3.

The considerably higher performance is reflected, for the same bike mass, in an increased power-to-weight ratio (1.17 kg/HP) compared to the F3 675. And that's not all; the response to acceleration under all conditions as well as the smoothness of the power delivery at mid range rpm are remarkably improved. These two crucial factors immensely increase the pleasure of riding on the road and decreasing lap times on the track. The 148 HP power output translates into a top speed of around 269 km/h coupled with a modification to the final drive ratio which has been increased from 16/43 to 17/41. Lastly, the mechanical slipper clutch system designed and developed by MV Agusta allows the best performance to be achieved even under hard braking.

ELECTRONICS

The three-cylinder MV Agusta project has brought the most advanced electronics ever seen to the middleweight category. The MVICS (Motor & Vehicle Integrated Control System) platform combines total electronic control of the throttle and throttle body with traction control. The Full Ride By Wire is to all intents and purposes the technological basis of the MVICS platform: the system makes it possible for the ideal throttle body aperture to be defined at any moment in time, so it is not dependent on the angular rotation of the twist grip. There are in fact no mechanical constraints between throttle and butterfly: the injection mapping and ignition are what defines the optimum fuel-air mix to give the best performance at all times and under all load conditions.

The MVICS offers a multimap approach, with three maps devised by MV Agusta technicians and one that can be fully customised by the rider, who mixes the parameters available to obtain the closest solution to his needs.

Traction control is by now a vital pre-requisite: it uses the same operating criteria as the much admired system employed on the F3 675, with 8 different levels that are easily selected using the handlebar controls and the compact, fully digital, dashboard.

CHASSIS

The excellent handling of the F3 675 are present on the MV Agusta F3 800. Beginning with the wheelbase of a mere 1,380 mm which is a record achievement that acts as the basis of the exceptional ease of handling of this revolutionary three-cylinder.

The frame is the result of a clever combination of a main structure in ALS tubular steel and a middle section comprised of a pair of cast aluminium side plates, as well as the extended swingarm (576.5 mm) which has been designed to provide maximum traction.

The sophisticated Marzocchi front forks with 43 mm diameter legs and 125 mm of stroke offers adjustable spring preload and both compression as well as rebound adjustment. The fork and shock valving is dedicated in order to take full advantage of the higher performance 800cc engine.

The Sachs mono-shock absorber with a travel of 123 mm has a separate piggyback nitrogen reservoir and is fully adjustable for spring preload, compression and rebound. The brake system has been upgraded as well utilizing Brembo monobloc (M4.34a) front calipers to guarantee unrivaled braking performance even under the most severe conditions, especially at the track.
There is no change in the diameter of the two front discs (320 mm) and the rear brake system remains a two-piston caliper mated to a single 220 mm diameter disc. The tyres fitted as standard are Pirelli Diablo Rosso Corsa; 120/70-ZR17 on the front and 180/55-ZR17 rear.

COLORS AND PRICES

The new F3 800 is available in 3 colour combinations:
• Pearl white/black
• Red/silver
• Matt metallic black

Review

On paper, the 2014 MV Agusta F3 800 is a spectacular machine. The specifications look every bit as gorgeous as the bike does in the flesh. Promising 600 class handling with open class power, the new MV triple makes a claimed 148 hp at the crank at 13,000 rpm from a displacement of 798cc. Inside the cases that hold the 675cc F3, the 800 carries the same bore, but added stroke. This gives the 800 nearly 20 additional hp over the already healthy 675, and gobs more torque.

With the same narrow engine cases as the 675, and essentially the same dry weight of 381 pounds, the F3 800 promises to be a very nimble mount. MV’s use of a reverse rotation of the crank shaft effectively cancels some of the inertia created by the wheel rotation, which further reduces the effort necessary to change direction.

The F3 800 is loaded with top shelf components and electronic assist mechanisms. The Marzocchi forks measure 43 mm in diameter and are fully adjustable for spring preload, as well as compression and rebound damping. The Sachs shock features a separate nitrogen reservoir, and is also fully adjustable for preload, compression and rebound.

The brakes are a fantastic spec, including particularly the Brembo monobloc, radially-mounted front calipers and 320 mm discs, controlled by a Nissin radial master cylinder. Acceleration and braking forces are transferred through Pirelli Diablo Rosso Corsa tires (including a rear-sized 180/55-17). For our track testing, Pirelli DOT racing tires were fitted.

The electronics package is about as sophisticated as you can find on a showroom floor. MV calls the system MVICS (Motor and Vehicle Integrated Control System) and, according to MV, the ride-by-wire throttle “makes it possible for the ideal throttle body aperture to be defined at any moment in time, so it is not dependent on the angular rotation of the twist grip.” Utilizing an ECU from Eldor (supplier to Ferrari and Lamborghini, among others), MV claims it has made the throttle twist completely linear with regard to torque creation, i.e., 50% throttle results in 50% of the torque available from the engine at the current rpm given the current load factors. Four maps are available for rider selection in the MVICS system, including Sport, Standard, Rain and Custom. Within the Custom setting, the rider can fine tune several variables to his liking, including but not limited to throttle sensitivity and engine braking level. Tommy adjusted both of these settings to great effect on the track (more about that later).

Traction control is also available, of course, and can be set at any one of 8 levels (from least intrusive to most intrusive), as well as turned off entirely. In 3 of the 4 maps, the rider can choose any one of the TC settings, while in Rain mode, the TC setting defaults to level 8.

Upshifts are aided by an electronic ignition cut, and corner entry benefits from a slipper clutch. For added strength (given the added torque), the F3 800 clutch has an additional 2 plates in comparison with the F3 675.

MV Agusta readily admits that, in the past, it has struggled somewhat with fuel injection mapping, something that has become increasingly more complicated as ECUs have become more sophisticated. We remember Hinkley Triumph having the same problems for several years before ironing them out. MV says it has worked extremely hard at fine-tuning the maps available on the F3 800, and continues to update maps to “state-of-the-art” from time-to-time. Notifications on the MV web site allow owners to determine when new maps are available, and your MV dealer will update your maps free of charge.

During our track testing, it was immediately clear MV’s claim that the F3 800 changes directions easily was accurate. Despite all the added power and torque, together with the heavier crank, the F3 800 changes direction as easily as a 600 on the track. In fact, the bike feels lighter than the claimed 381 pounds likely as a result of the counter-rotating crank shaft uniquely employed by MV in its production machine. Very impressive stuff!

Together with the nimble handling, the F3 800 delivers big power in a smooth, linear fashion. Our test rider is used to highly tuned race 600s, and he felt peak power was similar from the stock F3, while torque represented a substantial increase over the supersport class machines.

Three cylinder engines can combine some of the best traits from both twins and in-line fours, and the F3 800 is no exception. We were able to exit corners a gear higher than peaky 600s, and drive hard through a broad powerband straight through to the 13,000 rpm power peak. A very flexible motor that is deceptive in its smoothness and linearity, but very quick.

Back to the subject of handling. The F3 800 feels extremely light and agile, allowing you to put it anywhere you like on the track, but at the same time offers excellent stability. It also allows you to hold the line you select through bumpy corners.

The brakes provide exceptional power and feel, on par with well set-up race brakes. Suspension is firm and damped well for track use, feeling well-balanced front-to-rear.

 MV Agusta seems to have cured any problems with abrupt throttle response found on some of its earlier models. Using the custom mapping feature, we were able to dial in a very smooth, progressive power delivery coming out of corners at a large lean angle. Exactly what you need from a race bike or a track day weapon.

After becoming comfortable on the bike, Tommy turned off the traction control and played with some big power slides coming out of slower corners … reporting that the throttle and engine response made these maneuvers easy to control, due to their predictable nature.

The electronically controlled speed shifter worked well even though the ignition cuts seemed a bit longer than necessary. We had no problems with the transmission while shifting either up or down. With the Custom map feature, we were able to reduce engine braking to provide more control, and maintain rear wheel traction, during aggressive corner entries. This is a very useful feature for the track.

After making some minor suspension adjustments, tire pressure adjustments and tuning the Custom map, it was hard to fault the performance of the MV Agusta F3 800 on a race track. This is probably the best bone stock, street legal bike we have yet tested on a race track.

Criticisms are few and minor. The footpegs are a bit slippery, and the wind screen offers a blurry view when tucked in tight at the track.

MV Agusta is a relatively small manufacturer, for sure, with only 212 employees. Its bike line-up has expanded rapidly, however, from 3 models in 2010 to 14 models for 2014. MV sales have grown 130% during the same period, despite a significant reduction in the total, relevant motorcycle market these past few years.

Source Motorcycle Daily