MV Agusta is making the most out of its recently introduced Triple-powered F3 675 Supersport by boosting piston stroke, netting an entirely new model: the 2014 MV Agusta F3 800 ($15,798). The Italian brand’s latest sportbike is designed to go head-to-head with middleweight competition from Japan and Europe.
TECHNICAL BRIEFING
As the nomenclature suggests, the F3 800 gets its model designation via its long-stroke engine. Specifically, the cylinders get an additional 8.4mm of piston travel (54.3mm total vs. the 675’s 45.9mm). That nets a 123cc engine displacement increase to 798cc. It also results in a compression ratio boost to 13.3:1 (up 0.2 from the 675). Because piston velocity increased, redline had to be reduced 1500 rpm to 13,500 revs (RPM Limiter set to ‘Sport’ mode) in order to maintain day-to-day reliability.
At the back tire the 800’s engine delivers nearly 23% more torque than the 675 with a peak figure of 58.9 lb-ft arriving at 10,600 revs (400 rpm earlier than the 675). The torque curve is exceptionally flat with upwards of 50 lb-ft generated from 7400 rpm to redline. This is right where you want it on track and the F3 pulls off corners with a similar voracity to an early generation liter-class Inline Four.
Horsepower-wise the 800 Triple is an absolute screamer, belting out nearly 14 more ponies than the 675 with a peak figure of 132.82 hp arriving as the rev-limiter chirps in at 13,500 rpm. It’s worth noting however that the RPM Limiter must be manually set to ‘Sport’ or else the soft-limiter shuts things down at 13,200 rpm.
Inside the engine’s sleek-looking aluminum case, which integrates both water and oil cooling/lubrication passages, there is an updated clutch with two extra clutch plates and slipper functionality which helps maintain chassis stability during hard braking (the slipper clutch will also be standard on the ’14 F3 675, too). The clutch continues to be cooled with engine oil and is actuated manually via cable.
The rest of the drivetrain, including the transmission’s six forward ratios and the final drive gearing (16/43), is unchanged. The 800 also employs a ‘smart’ electronic quickshifter that calculates engine rpm, throttle and gear position to make the most efficient upshift power cut, thereby maximizing acceleration. Other important changes include the fitment of a new throttle tube and updated electronics in the form of fresh ride-by-wire coding, fuel/ignition and traction control mapping.
Chassis-wise the F3 800 is identical to its little brother except for different damping settings inside the Marzocchi inverted fork and Sachs gas-charged shock. Higher-specification Brembo monobloc calipers also replace the two-piece units used on the ’13 F3 675. The brakes continue to be operated full manual-style with no anti-lock feature. On the scales the 800 weighs the same as the 675 with a fully fueled running weight of 427 pounds.
MVAgusta F3 800 VS Ducati Panigale 899