MV Agusta F3 800 RC:- Experienced lean timesMarch 3, 2018
A demon on the brakes…
While the political and the financial state of MV Augusta F3 800 specifications,features seems dubious, the Varese factory’s hardware is anything but. Now in its third year at SBOTY, the F3 has always been one of the busiest bikes on the test rarely sitting redundant in the pitlane with cold tires. Why? There’s an enchanting blend of intangible substances woven into the 800 that attacks every sense and more, flattering any level of pilot with racy dynamics and subconscious involving tactics. There’s an edge to it, a glorious streak of Latin naughtiness. If SBOTY results based on bikes soundtracks or the ability to ingrain a perma-smile on anyone’s face MV Agusta F3 800 it would claim of stunning victory. As it goes,that it isn’t the reasoning behind our result, so it doesn’t win. End of discussion.
Several minor issues dogged the MV (a quickshifter that we couldn’t turn on, which in turn hindered manual shifting), but that didn’t stop the MV Agusta F3 800 been utterly awesome. It’s expensive list of aftermarket goodies makes it a bit cheaty in this company but they’re also über effective. Trying to explain how a stock MV Agusta F3 800 feels is very different to how Benjamin Cronin’s bike behave and much of this is down to ride-by-wire tweaks.
Fastest Lap: 1:58.69
Top Speed: 232.96kmph
SBOTY track km: 288.9
Whereas the stock throttle action is super-light and arcade like, Benjamin’s bike has far more conventional function that smooths the entire ride. MV’s fabled counter-rotating crank delivers angry rapidly spinning engine internals that can often feel disconnected and accelerated via the throttle not with this puppy. Hampshire MV’s handiwork has installed more orderly, fluid etiquette that’s now open to more track abuse.
Aided by ECU fettling and a full system, the already well nourished triple engine is a joy to trash and offers various operations for gear selection, such is that lavish mid-range and immediate punch available to stump out of any corner. Only prolonged throttal openings distanced the middleweight MV from the litre brigade and emphasized its underpowered state-given the capacity dispersity over the 675, we did like another dose to mayhem at the top-end as the last inch of the rev needle’s movement on the dash proved pointless at the Portimao.
There wasn’t a patch of Portuguese tarmac that felt awkward-although just make sure a steering damper is fitted if your existence is valued. The F3’s fundamental highlight has to be intuitive front-end, sniffing out apexes with superiority and stacks of weight over its laser-guided nose. Like the Trumimph, its relatively pacey lap time came from the F3’s innate ability to carry an abundance of corner speed. I don’t think we quite extracted the best from the 800, as lap after it was goading us into braking later, running in hotter and taking race bikes liberties of the throttle.
There aren’t many others with lights and indicators that entice such heroic trail braking-and have the skills to put it off.
While the front-end is near faultless, at the other end the Sachs shock leaves a lot to be desired. Its two-stage action is evident on the road regardless of damping settings, and this was only embellished further in Portugal. Like the quickshifter, you’re never too sure when the unpredictable traction control will function. Sometimes it would spin, other times the system would be far to intrusive mud-corner with seemingly scant provocation. Even bumps would trigger intervention.
Following Simon accentuated one of the middleweight’s helpless flaws; all the hardwork throughout the twisties is undone when chasing-and getting shat on by-1000cc weaponry at the trackday. But, bugger me senseless, the grafting to hang on is insane fun.
A shame it didn’t all work at once, but the MV Agusta F3 800 is a deeply satisfying bike regardless of ability. Lets hope there’s another one soon…