About the design with the signature of the English designer A. Morton, we may not need to waste too much words on it. The recognizable small tri-cylinder beats with three tube exhaust at the back and in the white-black combination with a decently colored red tubular frame works impressively. Visible changes compared to the first version do not really have anything to do with the fact that it is the motorcycle that receives the award for design from beginning.
For a good part, it can also be grateful for the timeless F4 design that is obviously very strong look a like. It could be said that it would not be too intelligent to look for something completely new in addition to such a pearl in his house. One who would have argued to contradict that claim, I can only say one thing: Terblanche tried it. We can also disclose reliable information directly from MV Agusta management, so that no significant design disadvantages will occur in the near future. In other words “You do not change the horse that wins”.
According to the house tradition, it is known that the first thought after climbing the Agusta is always the same: hard. However, the seat on the F3 is standard a bit harder but no more extreme than F4. Let’s go back to the F3 where, apart from the aforementioned seat, the entire steering position is much more natural. It should not be forgotten that this is another “sixth” that, with the exception of those green from Japan, has lately been acting as if they were often in the washing machine. The F3 is ergonomically exceptionally well suited to all three points so that even higher drivers can find an acceptable position.
A lot about the three-cylinder experiment that MV Agusta engineers turned into a successful product. From the very beginning, the aggregate was praised, but criticisms of electronic work were emerging in the shadow of success. That is why the new model focused on seeking a better solution, so now the engine’s operation is controlled by a sophisticated ride-by-wire system and this time “tuned” sensors based on a number of factors enable flawless operation and required gas response in certain driving modes. Overall, the level of electronics at F3 exceeds amount that of the limited top model F4 RR. In addition to the slope level sensor and traction / wheelie / launch counter, the electronics manages the engine through four maps: Rain, Normal, Sport and Custom, which, through variable parameters, allow for personalization of driving characteristics. An additional option is EAS or electronically assisted shift or QuickShiffter, while ABS is not yet available.
F3 weighs 173 kg on declared 128 hp. The Brembo front brakes on 320-mm discs, 220 mm on rear, 43-inch Marzocchie jaw and Sachs rear shock absorber. Mostly known components that you have already seen and in the competition, for which we can confirm that they work well in practice as well. 173kg does not represent an obstacle on more demanding curves, and all praise goes to the brakes. We praised electronically earlier. What we will not boast is a gearbox that would have to be better. In fact, the only fault on the F4 was the same as the transmission, which after several laps on the track began to show signs of fatigue. This time we were driving on the road but the imprecision was still present.
The F3 price is 16,190 US dollars and 16,650 US dollars for the EAS version. Interestingly, as time goes by, the ratio to Japanese engines was 1: 2, while today MV Agusta is cheaper than most competitors.
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