News 21 Aug 2015

Review: 2015 MV Agusta F3 800

CycleOnline.com.au test rides the 2015 MV Agusta F3 800.

Supersports and superbikes aren’t always the best proposition as sportsbikes on the road. Over the years, as manufacturers have created different platforms for their turn-key racers to be built from, the ideal characteristics as a sportsbike for road riding have dropped down the priority scale.

There have been efforts to make particularly supersports better suited to road riding. Different capacities and engine formats have been the primary changes. But these two classes each have a primary characteristic that we all want in a sportsbike. With superbikes it’s their big power, supersports it is their nimble handling.

Arguably the class that strikes the best balance of characteristics is the ‘oddballs’, named only for the fact they have no class to race in. For a long time it was only Suzuki’s GSX-R750, often referred to as the lone samurai for this fact. Then Ducati’s 748 supersport racer grew some cubes to eventually become the 899 Panigale.

Both of these machines have the best aspects of a supersport and superbike but are aimed at the rider that rides on the road and track: a pure sportsbike rider. The new F3 800 now bolsters the numbers in this class.

Image: Tim Munro.

Image: Tim Munro.

The F3 800 is based very closely on the F3 675 supersport machine released in 2012. And when I say closely, it doesn’t get much closer. The changes amount to an 8.4mm longer stroke, drop in redline by 1500rpm to ensure reliability, a slight increase in compression ratio, heavier duty clutch, stronger front brake calipers and different damping in the suspension.

Triples are what MV, in its 65 years of production, have done best going back to the days of Agostini and Surtees aboard 350 and 500cc triples in the late 60s and 70s. They might not have any lineage to today’s machines, but it’s surely a historical driving force behind this new F3 line.

The F3 675 is the lightest and most powerful of the supersports. Its focus is clearly on racetrack success, and the 800 builds on that basis to make it a better machine all round. The 800 has 14kW more power and 17Nm more torque than the 675. With 109kW and 88Nm on tap it is not a superbike in terms of outright numbers, but it is much more than a supersport.

The best attributes of a triple are its more useable torque and low vibrations compared to a twin. While they don’t pack the outright power of a same capacity four, they tend to be more fuel efficient, lighter, and more compact.

Image: Tim Munro.

Image: Tim Munro.

When you are talking about less of this and more of that with an engine output of 148hp in old speak, there’s not many riders that will want or need more out of this engine. The fact is at this end of the performance spectrum the best attributes of the triple shine.

Bottom-end to mid-range is the F3 engine’s strength. It pulls strongly and predictably and gets a rush towards the top-end that is just noticeably short of a litre bike. Seat of the pants you might feel it, and on an equal start on to Eastern Creek’s front straight is where I saw it.

You have to work the six-speed gearbox harder than a litre bike, but you don’t need the revs or cog-swapping frenzy of a revvy supersport. The quick shifter makes easy work of it all and the throw is a little longer than what I’ve experienced before. It means you need to be positive with each and every gear change on the track, but it’s something you don’t notice on the road.

On the road the performance characteristics of the engine are better again. The road engine map gives a less abrupt throttle response at low rpm while the bucket loads of torque through the mid-range make it an absolute delight on any tight or open stretch of road.

In the more aggressive engine modes the F3’s fly-by-wire can be too abrupt but its sensitivity can be adjusted along with some of the other electronic controls. As is becoming the norm there is a plethora of electronic controls on the F3 800.

Image: Tim Munro.

Image: Tim Munro.

There are three selectable riding modes and one that allows adjustment of throttle sensitivity and traction control. Along with the mechanical slipper clutch and the ABS system it’s one of the more comprehensive systems of any middleweight sportsbike.

While the engine may be a great balance of characteristics, the chassis is noticeably a supersport to the core. Like the F4 superbike, the F3 is narrow, small and compact just more so than the big bike in every respect. It is comfortable on the track and on the road it could be better, but only at a compromise to the sportiness that is the essence of this machine.

As soon as the corners come the F3 turns with ease and rolls into corners with the lighter more responsive attitude you attribute to a supersport machine. And it’s no surprise. Already noted as one of the best handling supersport machines in 675 form, the 800 has the same chassis with different damping rates in the suspension and better brakes.

There is a large scope of adjustment available from the F3’s compact chassis. On the Eastern Creek track day it was stiffened up within a few clicks to get a more precise front-end feel and faster actuation. On the road this was bone-jarringly rough and with a few clicks back the other way and it was back on song. There’s plenty of scope in it to dial it furthermore to each environ.

Image: Tim Munro.

Image: Tim Munro.

A large part of the handling dynamic is put down to the 52kg three-cylinder engine and its counter-rotating crankshaft reducing inertia in directional changes. I don’t doubt the claim and the fast turning nature teamed with the punchy engine makes it a sportsbike that’s hard to beat on the road and great fun on the track.

Running the latest Bosch 9M ABS system, the stronger Brembo Monoblocs over the 675 give deliver better braking. The Bosch system allows for rear wheel lift mitigation in race mode and with the eight-stage traction control makes for a highly tunable traction package.

Sure, the F3 is not as friendly as it could be on the road. The mirrors show you your elbows, the dash has too much information at a glance, the pillion seat is only pretty, there’s nowhere to tie gear down and the ride position could be more comfortable.

But this is a sportsbike for the purist that rides on the road as much as they do on the track. That said, if you only ride on the road or the track, what this machine delivers wouldn’t disappoint you. Oh, and I didn’t mention how glorious it looks, did I? It’s even better in the metal!

Specifications

Engine type: Liquid-cooled, DOHC, four valve per-cylinder inline triple
Capacity: 798cc
Bore x stroke: 79 x 54.3mm
Compression ratio: 13.3:1
Claimed power: 109kW @ 13,000rpm
Claimed torque: 88Nm @ 10,600rpm
Dry weight: 173kg
Seat height: 805mm
Wheelbase: 1380mm
Fuel tank capacity: 16.5L
Colours: White/Grey, Red/Silver, Black
Price: $19,999 +orc
Detailed specs: www.mvagusta.com.au

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