MotorcycleDaily.com – Motorcycle News, Editorials, Product Reviews and Bike Reviews

Motorcycle News, Editorials, Product Reviews and Bike Reviews

MV Agusta Releases Full Specifications for Production F3 675

After showing off the beautiful F3 675 in production trim last year, MV Agusta has finally provided the detailed specifications for the bike that will appear at dealers in a couple of months.  All the details are below, but highlights include an extremely oversquare engine with a redline much higher than Triumph’s competing Daytona.  The bike will also feature selectable maps and 8-level traction control.  As reported earlier, a counter-rotating crankshaft is employed which should significantly improve handling by reducing gyro inertia.  Other advanced features include Launch Control, anti-wheelie control and electronically assisted clutchless shifting.  Here is the information received from MV:

Varese, 2 November 2011 – After being elected the “Most beautiful 600 in the world”, the MV Agusta F3 675 is now ready to become the new reference both on the street and on the track. A Supersport that boasts a ultra-advance chassis and vehicle dynamics control that is on par with the most advanced Superbikes thanks to the new system MVICS (Motor & Vehicle Integrated Control System).

The MV Agusta F3 675 is a revolutionary motorcycle offering extreme emotions to the rider on the street and on the track. The three cylinder engine utilizes a revolutionary counter-rotating crankshaft, a solution that has only been previously seen on MotoGP motorcycles, together with the most compact and light weight layout ever seen on a Supersport bike. These are only a few of the characteristics that make the new F3 675 the most sophisticated supersport with the best handling of any sport motorcycle.

The MV Agusta F3 675 engine is the most advanced and powerful middle weight engine ever produced. It is a ultra-compact in-line three cylinder with the perfect balance between advanced mechanical engineering, extremely advanced materials and electronics technology. Thanks to the MVICS system it is the first middle weight motorcycle with Full Ride By Wire engine controls including 4 pre-set maps and one personally tunable map including traction control that can be selected between 8 different levels.

The chassis is also incredibly advanced: studied and designed to obtain the maximum dynamic performance, it was born with the optimum rigidity that offers an unparalleled level of feeling during all riding conditions when compared to the other motorcycles in this category.

The development of the style of the MV Agusta F3 675 was based on the core philosophy that has always characterized all previous MV’s: the perfect balance between form and function that meld together to create an object that is unique not only for its beauty but also for its effectiveness.

The new F3 675 will be available from December in the SERIE ORO version and from January in the standard version with the price, in Italy, of 11.990€ (Every country could have a price variation due to local import duties and taxes) in 3 color combinations: red/silver, pastel white and pastel black/metallic anthracite.

ENGINE
The powerplant of the new F3, an inline 675cc three cylinder, plays homage to the most victorious motorcycle brand in the word. With this layout MV raced and won an unprecedented number of races and world championship titles. Today the 3-cylinder engine has returned in the form of a Supersport with the most advanced technical solutions and performance.

This ultra-compact engine which is both incredibly short and narrow due to the unique layout of internal
organs that only MV has been able to develop. Utilizing a 79mm bore and a super-short stroke of 45,9mm the MV Agusta 3 cylinder engine is extremely over-square and able to rev the highest levels ever achieved by three cylinder sports bike. Ultra-modern, extremely advanced and capable of 128 cv at 14.500 rpm coupled with 71 Nm of torque at 10.600 rpm. This level of performance has never been available in this category on par with the performance of a number of 4 cylinder engines thanks to a 15.000 rpm limit. For the first time ever, a production motorcycle has utilized a counter-rotating crankshaft that contributes to the perfect dynamic balance as well as increasing the lightning quick handling of the motorcycle.

Ultra-compact dimensions, reduced weight and maximum performance: these are the characteristics that make the engine of the new MV Agusta F3 675 the new reference in the Supersport class, an engine that is destined to become the new benchmark of supersport engines. Contributing to the reduced weight and compact design is the application of the “closed deck” integration of the cylinders into the crankcase in a single shell mold casting along with the MVICS system and the use of titanium both for the intake and exhaust valves. Another unique feature is the integrate oil and water system: the pump system (water and oil) is placed entirely inside the crankcases and all of the passages are contained internal to the engine castings offering both performance and styling advantages to the most powerful Italian 3 cylinder ever produced.

ELECTRONICS
The most advanced electronic engine control system ever seen on a Supersport has been designed specifically for this extraordinary new three cylinder. A system of fuel injection that is extremely sophisticated using a two fuel injectors per cylinder coupled with a throttle body employing 50mm throttle valves, a new record for a Supersport! The F3 675 introduces for the first time the MVICS system that allows the engine to unleash a record level of power and control in every situation. The rider can select one of the 4 maps available, or customize an additional map to obtain the power delivery desired. With the MVICS system it was possible to generate a perfect harmony between the power delivery and the traction control which offers 8 levels of adjustment and is accessible through the input on the left handlebar and dashboard interface. This system is incredibly advanced and can be custom tailored by the rider with a series of MV Agusta Special Parts optional:

  • Vehicle lean sensor capable of reading all of the vehicle inclination data. This interfaces with the traction control and engine control algorithms effectively reading the wheel slip during all angles of lean and then adjusting the throttle opening, spark advance and fuel delivery to ensure the optimal safety and acceleration in all dynamic conditions
  • Launch Control which permits the optimum performance during starts from stopped and offering the maximum acceleration possible
  • Anti-wheeling which permits the optimization of the vehicle acceleration
  • MV Agusta EAS (Electronically Assisted Shift) which allows incredibly rapid shifting without ever having to close the throttle or employ the clutch.

CHASSIS
As always, those who ride MV Agusta’s have become accustomed to having the very best components and the maximum performance from the chassis. The new F3 675 follows this tradition with a level of quality that exceeds most of the 1000cc superbikes on the market. As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra compact engine offering a level of compactness never before seen on a supersport motorcycle. The compact engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider. All of this without penalizing the wheelbase of only 1.380 mm is a new record for the Supersport category as is the 173 kg weight. The components, as always, are of the highest quality. The Marzocchi 43mm front fork is completely adjustable as well as the Sachs piggy-back rear shock. The front brake system consists of a Nissin radial master cylinder and Brembo radial calipers and 320 mm discs and are coupled with ultra-light wheels that contribute to the reduced unsprung mass which allows the F3 675 to offer handling never before experienced on a Supersport motorcycle.

Engine Details and Specifications

32 Comments

  1. Norm G. says:

    ya know what, mv hasn’t revealed quite everything about this bike. where’s the intermediate gear to change the direction of the power flow…? in the primary…? the cassette transmission…? have they found a clever way to combine the balancer shaft with an intermediate shaft…? inquiring minds thought they didn’t want to know… but they do.

  2. Superlight says:

    Josh B, I’m as anxious as anyone about this bike and wonder if it will compete favorably with the Daytona 675. It certainly looks better to my eyes (no surprise there) and has the benefit of knowing exactly what the current Daytona is/is not, so I’d expect a better machine. I wouldn’t go so far as to suggest the 2013 Daytona will “blow this thing away” since the Brits haven’t usually been able to design a machine quite this integrated, but we’ll see.

  3. Josh B. says:

    Soooo… I don’t get it… This MV ends up only having 2 hp more than the Triumph Daytona 675R, yet has a dry weight 24 pounds MORE and costs ~$350 more??? How is this a success and in any way what was promised??? Seems like a bit of a fail to me… Though for an MV, the price is pretty good — and since it is an MV, it will sell like hotcakes since image is everything, right? I am willing to bet the 2013 Daytona will blow this thing away.

  4. dave says:

    Bike does look cool, I’d buy it just for that. My ’03 636 has adequate power though…and I just came off owning a new ’08 ZX-10R for a couple years. I have the money, just don’t have the desire or the need to have the coolest bike at bike nights anymore and living 3.5 hours from the nearest track doesn’t help.

  5. Mickey says:

    The white one reminds me of a Ducati. The black one looks bad to the bone. Still, who in their right mind would buy an MV in anything but the silver & red? Damn sexy machine.

  6. ilikefood says:

    I first saw the original MV Agusta F4 back in 1998, at the Guggenheim motorcycle exhibit. This is obviously a different bike, but the overall design is very similar. It’s amazing that after 13+ years this design still looks so fresh and so awesome.

  7. RAD says:

    Holy freaking cow!

  8. ziggy says:

    one word review – *gasp!*

  9. lynchenstein says:

    Those are lovely pipes.

  10. stone996e says:

    Nice marketing BS by MV…I will agree it’s a sexy beast. However, lets take a look at just one of the marketing claims…173 kg..that is dry weight folks. It seems that MV Agusta hasnt adopted the more accurate curb weight(fully wet, with at least 90% full tank) policy that the majority of MC manufactures do. Let’s see, add 4.5 gallons of gas, add oil, um add coolant..o damn..its not so super duper class leading light any more! Now if we can only get the counter-rotating crankshaft folks and the Mayan calendar folks together we can turn back the rotation of the world and save us from certain destruction next year!

  11. Rocky V says:

    I saw a proto type from Kawasaki some years ago that was a 4 stroke 3 cylinder standard that looked just like the H2 750 — and it was a 900–too bad it never went anywhere

  12. Yoyodyne says:

    Guaranteed gutless under 8K rpm; ultra short stoke is great for racing, lousy for street riding.

    • Goose says:

      The engine may be gutless below 8K RPM but it will have nothing to do with the length of the stroke. Short strokes do, all things being equal, reduce flywheel effect. They have little to nothing to do with the RPM at which the engine makes power. Power production is based on valve size and timing along with port sizes, shapes and length, compression, etc. not the length of the stroke. This a myth has has been around for years and just won’t die.

      Clear back in the seventies Gordon Jennings wrote a great article called “sacred cows ripe for the skewer” about the motorcycles myths that won’t die. The article include a typical Jennings comment along the lines of “its like believing gasoline knows it is in a short fat space instead of a tall skinny one and behaves differently as a result”.

      Take a look at a trials bike, they have short strokes just like everything short of a cruiser but produce incredible low end power.

      Goose

    • zore says:

      If it’s anything like the triumph 675, I think it will be fine (when compared to a I4 600 super sport).

      • blackcayman says:

        he shoots – he scores –

        Nice one Zore – The truth has no agenda

        The Triumph 675 is better than the 600s all the way!

  13. Superlight says:

    Just as this machine is being released to market, Triumph makes the brilliant decision to cancel the Daytona 675R, which could have competed on a value basis with this MV.

    • Sentinel says:

      I guess you haven’t seen the 2013 Triumph 675 Daytona information yet?

      Fully reworked for the first time since it’s introduction, it will be up for the competition…

    • Norm G. says:

      wait, is it cancelled…? or were they just clearing out old kit to make way for the for redesigned 675 of which there will eventually be an R version…?

      • Sentinel says:

        There has been no mention of an “R” model for the 2013 model thus far.

        • Norm G. says:

          no there wouldn’t be. emphasis on the word “eventually”. triumph is hip to our devaluing ways. again, we can’t be given things all at once. hinkley knows if they release something at 9am…? the sport segment will have it devalued by 5pm. it will likely be a staggered release same as the 2012 R version of the “speedy triple” that was updated for 2011.

  14. Norm G. says:

    forget the crankshaft, varese finally wakes up to using SS paddock stands for promotional shots.

  15. Jerry says:

    How does counter-rotating crankshaft work to reduce gyro forces? And theoretically speaking, is it noticeable enough like 20 lb weight reduction?

    • Dave says:

      When Yamaha and Suzuki were dominating over Honda in 500cc GP it was believed that the advantage came down to those two bike’s counter-rotating cranks (Yamaha had a V4, Suzuki had a square-4 (two cranks I think?). Honda got it figured out and has been up front ever since without it.

    • blackxjr says:

      Making the engine run “backwards” negates the gyroscopic effects of the wheels etc. making the bike faster and easier to flick side to side. (Yamaha YZR-M1)

      • ilikefood says:

        I don’t think that’s how the physics of rotating objects works. If you have two conunter-rotating wheels, one wheel will cancel out the PRECESSION of the other, sure (e.g. if they are on the same axis). But I’m pretty sure that two counter-rotating wheels will be just as hard to lean as two wheels rotating in the same direction. This sounds like marketing BS to me.

        • Stinky says:

          Valentino and Jeremy beg to differ. Rossi misses the crank he used to beat the Hondas. I’m so glad to see something different than I4s. Triumphs ruled the roost on perfect sized streetbikes. I REALLY hated what Harley did to Buell but Castiglionni played Harley like a fiddle and got this company on it’s feet and I hope it succeeds. I bet it sounds great, looks sexy, and goes VERY well. Their 4s are neat but are too Japanese for me. They’re not anything but great, but I always root for the underdog.

    • Norm G. says:

      like jerry eludes, not sure counter-rotating the crank on something with only 675cc’s of displacement is anything more than just a marketing exercise. but whatever, i’m buying the bike because it’s a red/silver MV that looks tits. if i didn’t know anything else, that would be enough.

  16. Youth says:

    Will Kawasaki, Suzuki, and Yamaha ever bring back their triples? I know Suzuki is sticking with I-4 for GSX-R 750, but I sure want to see a triple from K and Y brand..