Bike: MV Agusta

Tuesday, 23 February 2016

MV Agusta F3 800

F3 800

by MV Agusta

Appearance

The look is just the same with MV Agusta F4 in first viewing, the F3 800 has the performance to match its looks and is an awesome characterful Italian machine. Compact with the latest electronics package on offer. Although only using the pre-set modes, it has huge level of customisability for sure to land the bike in good stead even with the most demanding of riders. It is comfortable for road riding with low mode and easily change to the race mode for running the track in the weekend. MV Agusta have done a great job to make it so remarkable machine.

The F3 800 just have massive appeal, with a note at idle that has an edge suggesting the possibility of grin (and police chase) inducing performance at the flick of your wrist. The bike is super compact, perfect for 7 foot height guy and proportions with my knees falling into the moulded tank and reach to the bars easy, with an aggressive pitch that helps me become part of the bike, rather than a passenger on it. MV Agusta’s F3 is really something special compare to the Ducati 899 Panigale and the GSX-R750, the current competition for the 800.

The Engine

The 798cc triple cylinder is an absolute powerful. The fully adjustable Marzocchi 43mm forks handle everything in their stride, while the shock has a bit more kick than I’d like over poor road surfaces, but doesn’t overly unsettle the bike. It’s mainly rider comfort that suffers but it’s also fully adjustable and not set up for me specifically. Having been on various MV Agusta bikes all day I was actually surprised to find the F3 much more comfortable than expected, keeping in mind this is a full on sportsbike.

Part of the 800 appeal is that it’s almost the same as the 675 (excluding considerably power and torque). The rev limit has been brought down from 15000 to 13500rpm as a compromise but the bike’s weigh exactly the same amount and the 800 is adept at delivering power and torque in a manner that ensures, as a road bike, you’re in a happy place. Torque from a standstill is easily seting using MV Motor & Vehicle Integrated Control System (MVICS) and develops quickly and effortlessly, with the engine spooling up and accelerating the F3 take away with incredible acceleration. It has high end torque and power just keeps building, until I snick into second thanks to the quick shifter and the low end torque is just nice for riding in the town.

Chassis

The Brembo brakes are also well suited to the bike, offering great stopping power. Bite wasn’t a standout until I jumped back on my regular ride heading home later that night and realised it was actually deceptively strong with great modulation and the Marzocchi forks really help prevent too much weight transfer on the anchors. Cornering is a joy, especially over a good surfaces and the bike is so agile really sucks you in, allowing you to carry great corner speed with the feeling of running on rails. It’s very solid bike and just the rider is really matter of how to handle the ‘Beast’.

Electronic Systems

The engine is remind of the rival, but both rawer and more controlled, with the electronic computer system managing the engine both on and off the throttle in a much more forgiving fashion. There’s no throttle-chop and the transition on power, and regarding the slipper clutch is smooth and controllable, with the bike rewarding smooth rider inputs. When opening the throttle the acceleration is blinding with a triple howl developing and levels of performance come to expect from superbikes, not machines sitting squarely between the 600 and 1000cc machines. The joined by an impressive chassis and suspension set-up which while on the firm sports side, combines with a short wheelbase to provide telepathic handling.

Electronics are excellent in that the system does a great job and traction control and ABS at rear wheel lift mitigation are nice additions. The quick shifter also benefits a lot from a more aggressive approach, shifting too low could feel clunky, keeping in mind this bike was practically brand new, and keeping hard on the throttle seemed to provide the smoothest shifts. In the dry day, the bike’s is so easy to control and it would be needed for except over unexpected road hazards. The engine is aggressive enough that in the wet they’ll no doubt earn their keep, especially with the amount of crud on our over-travelled roads.

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Sunday, 7 February 2016

MV Agusta Brutale 675

The Meccanica Verghera (MV) Agusta company continues its push into the bare-bike market with the middleweight, 2015 Brutale 675. Built as a somewhat smaller sibling to the awe-inspiring MV Agusta Brutale 800 RR , it offers the same look and many of the same features as its big brother. Short, light and nimble, with performance that demands respect, this “little” Brutale demonstrates that MV Agusta is relevant, indeed a contender, in the worldwide sportbike market.

Brutale models follow the “naked bike” philosophy, and the 675 is no exception. Minimal sheet metal (body panels) and fenders leaves the frame, engine and running gear exposed for all the world to see. Personally, I like this look; the lack of stylized vanity covers drives the imagination and appeals to my inner pragmatist – in fact, one could say this “lack of style” is actually a style all its own.

Even though the “guts” are visible and rather busy looking, the overall look is that of a lean, mean, tire-melting machine with a very clean rear end that tapers down to nothing beneath the pillion pad. Even the taillight assembly looks as though it was wind-tunnel tested, and the waspish waist allows the rider to reach the ground with ease when stopped and still integrate with the bike when underway to make machine and rider as one.

Designers built the trellis frame using steel tubing where they had to and aluminum components where they could, for a strong but lightweight assembly that leaves the bike short and agile. A long, single-sided swingarm reduces the unsprung weight at the rear tire, and pushes the wheel away from the central mass of the bike to show off the futuristic-looking, Y-spoke cast rim. A Sachs monoshock with preload adjuster works on a progressive linkage to support the rear end with 4.68 inches of travel, while 43 mm Marzocchi inverted forks support the front with 4.92 inches of travel.

This makes for a stiff bike that resists the great torsional stresses of hard cornering and the tendency to dive during hard braking. Good thing, too, because this ride has brakes to spare. The dual, four-piston Brembo calipers bind the front wheel via 320 mm floating steel brake discs, with a 220 mm disc and dual-piston caliper in back, all under the management of the Bosch “9 Plus” ABS system with RLM (rear-wheel lift-up mitigation). Chassis running gear is rounded out (pun pun) by the 17-inch, cast aluminum, Y-spoke rims and Z-rated tires.

MV Agusta used a street-modified version of its race-proven, F3 engine as the beating heart for this ride but don’t take that to mean that the engine is, by any means, severely nerfed. This little triple displaces a mere 41.2 cubic inches (675 cc, hence the ingeniously clever name), yet manages to crank out an astounding 110 horsepower and 47.9 pound-feet of torque at 12,500 and 12,000 rpm, respectively. Waste heat gets dissipated by separate coolant and oil radiators (and never the twain shall meet) for plenty of safe cooling capacity.

The MVICS (motor and vehicle integrated control system) manages the Mikuni Drive-by-Wire induction system to control misfires and detonation, for smooth transitions and throttle response across the board, and gives the rider four preset engine maps plus a fifth slot for a custom map to dial in a specific torque curve.

As if that wasn’t enough, a traction control system monitors wheel slip, and has eight levels of intervention to help you keep this ride on the rails, regardless of skill level and road conditions. As much as I mistrust ride-by-wire, I can definitely make arguments for using it on machines with this much get-up-and-go, and would likely start on the highest (read: newbie) level until I made friends with the bike.

A mechanical primary drive carries power from the engine, through the wet, multi-disc clutch and to the six-speed, cassette-style, constant-mesh transmission. The MV EAS (electronically-assisted shift) allows you to upshift without rolling off the throttle, for the ultimate in aggressive acceleration.