MV Agusta F3 800
We had various visitors to Portimao’s pitlane over the two days, from circuit staff, to holidaymakers and keen locals. And all of them went straight to the MV Agusta for a gratuitous ogle. The F3 is a bike you fall in love with before you’ve even straddled it.
Initially, the F3 800 was unrideable, bordering on dangerous, as the sexiest bike on test severely struggled with Portimao’s undulations and bumps, viciously slapping from lock-to-lock. Rootsy returned to the pits to adjust the steering damper. There wasn't a steering damper. According to MV, the damper is an aftermarket accessory and doesn’t come as standard on the 800. It should.
The throttle, which still feels like an arcade game's and lacks rear wheel connectivity, was so sensitive a bump would trigger more gas. But after some mechanical and electrical jiggery pokery, the F3 was transformed. We shifted more weight to the front-end and stiffened the rear. It also has a vast array of electronic adjustment. Everything from engine braking, to TC, power modes and throttle sensitivity all need dialling in.
There’s no hiding from the fact it’s a miniscule bike. You’re constantly hugging the front-end, clambering over the nose, wrestling the front wheel into a turn. At a super-stumpy 1,380mm, only the Triumph has a shorter wheelbase than the F3, which only aids nimble qualities – and probably its nervousness.
There wasn’t a bike here that could match the F3’s cornering propensity from the front-end, which heavily contributed to the silly-quick lap time. It felt uncrashable off the throttle, loading it deep into a turn and getting to full lean quicker than any other bike. Judging corner speed is never an issue with the F3 as you’ll make the turn whatever your entry pace – the engine braking always seemed to cope with any of Portimao’s turns.
Only the Aprilia can equal its knack for altering line on a whim, as the rear follows suit in perfect equilibrium. But as the rear tyre grip diminishes, the shock can get a little unpredictable. It lacks the elegance and damping control of its rivals, and this is one of few handling faults. A tricked up R version with Öhlins would be almost unstoppable.
The other smaller capacity bikes felt limp when carving through the hills in the Algarve, but the 800 was far from lifeless. There’s very little inertia and the motor rotates rapidly like there’s nothing inside it. Simply stroking the F3’s 675cc motor has its merits, and disadvantages. The midrange is bonkers, but gives way to a very flat top-end and it runs out of puff in the last section of the very complicated dash. The engine would be more at home in a naked bike; monstrous wheelies, surfing the midrange with instant stabs of grunt.
Triumph’s version of the three-pot is smooth and sophisticated. The MV’s motor is rough, rugged and raw. The F series has received a huge amount of criticism in recent years for the ride-by-wire technology. Despite imperfections, MV’s MVCIS system has been drastically improved. Any new software is available like an iPhone update; pop into your dealer, plug in the bike and download it all.
As many passionate owners will argue, the MV Agusta isn’t just a pretty charity case. It’s just very unique, packed with idiosyncrasies that can be misconstrued. Some of its elements feel unfinished, which only adds to its character. Take the electronics. The TC works when it wants to and sometimes when you don’t, cutting in at the bottom of Portimao’s main rollercoaster. But that's life on the MV – entertaining.
It felt uncrashable loading the front deep into a turn...