The sportbike received a new power unit, chassis and electronic gadgets
The MV Agusta company creates motorcycles just like in the picture. It must be admitted that they succeeded in this much more than other manufacturers. And the icing on the cake is the limited edition RC models. They can be considered a celebration of Agusta quality, the high level of which was set by racing senseis Jules Clazel and Lorenzo Zanetti.
2021 MV Agusta F3 675 RC
This year, MV Agusta turned its attention to the coolest middle-class sportsbike, the F3 675. It has been improved with its power unit, electronics, and chassis in order to maintain its position in the market.
The F3, being the most affordable sportbike of the Shiranna family, borrows styling cues from its big brother, the F4 superbike. Thanks to the smaller engine, the bike looks sleeker and more sculpted than the F4. As always, the F3 gets an aggressive headlight and monotube swingarm designed by the gods.
MV Agusta F3 675 RC received a set of bells and whistles
Also in 2021, the MV Agusta F3 675 RC motorcycle received a set of first-class bells and whistles, thanks to which its technical characteristics rose to the skies. These include a racing titanium exhaust system with carbon fiber foot guards and aluminum muffler mounts. And to give the bike a more extravagant look, the kit also includes a carbon fiber rear seat cover, machined handles, a race-style rear sprocket, and each RC will come with a certificate of origin (to ensure uniqueness).
The motorcycle has an excellent interface - the instrument panel is an LCD screen and indicators that are part of the Motor & Vehicle Integrated Control System (MVICS).
Management occurs on an intuitive level.
Hit parade
I deliberately omitted the story about the operation of the transmission of the compared motorcycles, since they do not differ in anything special. Perhaps the gearbox of a Honda sportbike deserves a special mention... No, not for the amazing clarity of gear shifting, for which vehicles of this brand have always been famous, but because of the gear ratios that differ from the YZF-R6 and F3, which for me personally were not obvious and even unnatural. For example, if the turn before the finish line on Yamaha and MV Agusta motorcycles was comfortable to take in second gear, then on the Honda machine it was a little lacking, and there was a desire to go down to first... Which was too little, and the engine was suddenly driven by one deft movement left foot into the red zone of the tachometer, tearfully begging to quickly return to second gear.
As I already wrote, coupled with the “smooth” and even overly friendly engine, this created the false impression that the motorcycle simply “didn’t move,” to put it more simply! In reality, everything rested precisely on the obviously elongated transmission ratios, because of which, by the way, the Honda CBR600RR developed the highest maximum speed on the stand! True, only on the stand... On the track, the MV Agusta F3 turned out to be faster than others on long straights. My personal hit parade of sportbike braking systems looks like this: F3, CBR600RR, YZF-R6. The Italian motorcycle is equipped with front brake discs of the largest diameter, as well as truly incomparable radial 4-piston monoblock calipers from Brembo...
I think comments are unnecessary here. The Honda CBR600RR is the only one of the test vehicles that was equipped with ABS. And, of course, not a simple one, but a combined one, which the Japanese concern uses, it seems, on all motorcycles, with the exception of cross-country and enduro models (although I’m sure it will get to them someday...). Despite the not the most effective Tokico 4-piston front calipers, the presence of an anti-lock braking system greatly simplifies control over the braking process, and, of course, makes it more dynamic. Press releases dedicated to the update of the CBR600RR model say that Japanese engineers have worked a lot on the C-ABS control electronics and made it more responsive to the moment of wheel stall, so that the system does not interfere with the pilot’s control of the motorcycle on the race track... But this is still not the case . The operation of ABS is noticeable under almost every braking, which is especially noticeable due to the absence of the notorious slipper clutch on the CBR600RR. Unfortunately, there is no opportunity to configure or at least adjust ABS on a Honda motorcycle, as it can be done, for example, on a BMW HP4... But this, however, is a completely different motorcycle, from another planet and for different money.
The performance of the YZF-R6 braking system is also at the level, and there was never a situation where it was not enough. Although there is no anti-lock braking system, the good old Sumitomo 4-piston calipers, terminated at the other end of the reinforced line by a Brembo radial machine, provide the driver with good front-wheel feel and allow precise timing of the initiation of braking. And everything would be fine, but the brakes of the Yamaha sportbike have two fatal problems that did not allow me to place the “resourceful” YZF-R6 in second, or even more so, first place in the hit parade. The names of these problems are Honda and MV Agusta. The Japanese counterpart “outdoes” the competitor with the presence of C-ABS, and the Italian device proudly bears nice mechanisms, painted golden and decorated with the word Brembo.
Unique MV Agusta F3 675 RC engine
Power unit MV Agusta F3 675 RC. MV created a unique three-cylinder engine that is considered the most advanced and powerful ever built for the mid-size class. Now the same engine will be brought to the Euro4 standard, which will require some technical changes, but the power will not suffer from this.
The 675 cc inline engine produces 128 PS at 14,500 rpm and 70.91 Nm at 10,900 rpm. The F3 675 RC will now be equipped as standard with a titanium racing exhaust system from SC-Project. It increases power to a phenomenal 133 hp at 14,750 rpm, and the ECU has been tuned accordingly.
Performance in the high rpm range is excellent thanks to a dual camshaft variable ignition timing system with 4 titanium valves per cylinder. The new motor cover provides better protection from drops and also helps reduce mechanical noise. But the well-known roar was not pacified and did not go away.
First of all, the engine received optimized shafts and gears, as well as a new intake valve profile and titanium valves. Thanks to the new EAS 2.0 electronic shift lever, the beast handles like a breeze. The tachometer redline now sits at 13,500 rpm because the compression ratio has been increased to 13.3:1, which in turn improves reliability. Mikuni electronic throttle and 8-level traction control provide crisp throttle response.
The bike is also the first to feature a reverse-rotation crankshaft, previously only used on MotoGP monsters. The engineers took the issue of weight seriously: the engine weighs only 51.7 kg. The result is less inertia when changing direction, and better balance results in better handling.
Japanese restaurant
The menu of Japanese cuisine, represented in the comparative test by two iconic Supersport cars, does not, of course, have Italian spiciness, but it also has plenty of its own “delicacies”. It’s interesting that the latest generation Yamaha YZF-R6, which debuted back in the “Middle Ages,” is a much more advanced device in technical terms than the newest Honda CBR600RR, updated exactly this year! Just look at the intake pipes of variable length, the “scaling” of which is managed by the YCC–I (Yamaha Chip Controlled Intake) system. In total, the intake ports have two preset positions: up to 13,700 rpm and after.
Moreover, it takes only 0.3 seconds to change the length! The YZF-R6 is also “ennobled” with an electronic throttle control YCC-T (Yamaha Chip Controlled Throttle), a slipper clutch (which the Italian sports bike also has), dual injectors from Mikuni, a proprietary Yamaha EXUP power valve and other delights for technophiles. Despite the venerable age of the latest generation of the model, the Yamaha device is still relevant and modern.
Compared to its competitors, the new CBR600RR looks frankly outdated, and under certain lighting, barely noticeable letters appear on the side plastic, forming the words “We are waiting for the new model!” Okay, let's say the Honda motorcycle doesn't have sophisticated know-how, like a reverse-rotating crankshaft or variable intake ducts. Even if the CBR is not equipped with traction control (which the YZF-R6 does not have either) and there is no electronic throttle... But why a modern Supersport motorcycle does not, for example, have a slipper clutch is a mystery!.. On the other hand, the test CBR600RR was the only one of the three compared devices equipped with ABS. Moreover, not a simple one, but, of course, a proprietary combined anti-lock braking system from Honda, the effectiveness of which is known, proven and elevated to the rank of an axiom.
Ride and handling of the MV Agusta F3 675 RC
Ride and Handling: Born on the race track, this bike excels in the areas of agility and handling. Another interesting point: this time the engine is mounted on a trellis frame on new mounts with aluminum side panels, which allows it to outperform many racing superbikes.
The low clip-on handlebars and the recess under the fuel tank provide the correct fit, convenient for maneuvering and taking sharp turns. High-mounted footpegs allow you to lean forward well, the motorcycle feels very light and is easy to corner. The chassis features a 43mm Marzocchi fork providing 125mm of vertical travel, and a Sachs monoshock with remote reservoir at the rear. The stopping job is entrusted to 320mm front and 220mm rear disc brakes with Brembo radial calipers. And road grip is provided by Pirelli Diablo Rosso Corsa tires 120/70-ZR17 at the front and 180/55-ZR17 at the rear on cast aluminum wheels. The motorcycle is packed to the brim with electronics and various assistance systems, which have also been improved in 2021. The MVICS platform combines electronic throttle and throttle bodies with an 8-level traction control system. The rear wheel lift is controlled by the RLM system in conjunction with Bosch 9 Plus ABS.
Can't refuse
Making a choice in favor of one motorcycle or another is always difficult - even if we are not talking about buying equipment, but about evaluating the devices compared in the test. As you know, the level of competition in the global market is so high that it would be foolish to assume that any of the major motorcycle manufacturers would allow themselves to make a frankly shoddy product: all three sportbikes participating in the comparison are worthy of taking a place in your garage, and none of the motorcycles will disappoint even the most demanding amateur athlete. But professional racers still do not use standard models and necessarily modify their equipment. In my opinion, the CBR600RR is the most balanced model, which has everything for both track use and, if you like, city driving. To some, the Honda device may seem “gray” and inexpressive... Perhaps. The CBR600RR has no obvious “talents”, and all its qualities are averagely good, but this is what makes driving the Japanese sportbike simple and safe.
Yamaha YZF-R6 is the most characteristic motorcycle designed exclusively for sports use. A kind of Subaru rally prototype, obstinate and controversial, which due to some bureaucratic misunderstanding was allowed for use on public roads. The MV Agusta sportbike is Italian luxury, beautiful in everything: from form to content and from engine performance to sharp handling. You want to own a motorcycle like this, you want to ride it—it’s like love at first sight! And, of course, the feeling of driving the F3 model, which is fundamentally different in many ways from Japanese cars, cannot be confused with the feeling of driving any “rice” machine. Italy is still different: better in some ways, vice versa in others, but certainly not boring!
Before concluding this review, we cannot help but mention the price. Everything is expected here: Japanese sportbikes cost the same plus or minus, and an Italian car is almost 100,000 rubles more expensive... But here’s an unexpected remark: at the time of writing this text, the official dealers of MV Agusta equipment had a very “tasty” offer - all F3 motorcycles , available in Russia, were sold for 597,000 rubles! That is, only 10-20 thousand rubles more expensive than the Honda CBR600RR and Yamaha YZF-R6... And here, forgive me, the “Japanese” simply have no chance. /
Limited edition
Pricing. The words “limited edition” are not just words; only 350 copies were released to the market. The RC series features a special color scheme and SC Project exhaust system. The RC is also equipped with a special Shiranna kit, which includes a registration plate frame, single seat cover, rear wheel stand and a special cover. Each F3 RC comes with a Certificate of Origin, which guarantees the bike's uniqueness and commitment to technology, craftsmanship, design and performance.
Rival - Triumph Daytona 675 R. Most recently, Triumph completely removed this motorcycle from its showrooms and website. The demise of the 675cc Daytona Supersports coincided with the introduction of Euro4 standard. And with the cancellation of superbike sales around the world, Triumph decided to completely say goodbye to their still capable motorcycle. However, it is the MV's most worthy rival. But this is unlikely, this is the end of the Daytona brand line. A year before these events, the British motorcycle manufacturer announced that they were entering the world of motorcycling and replacing Honda as the engine manufacturer for Moto2 Motorcycles. All efforts are being made to tune the 765cc Triumph Street Triple three-cylinder engine for Moto2 racing.
The 675cc engine produces 128 PS and 75.38 Nm of torque and is mated to a 6-speed gearbox. There are 310 mm brake discs at the front and 220 mm at the rear. To assist the brakes, there is a switchable ABS function. The bumps are handled by Ohlins NIX30 forks and TTX36 shocks.
Tee
All the motorcycles participating in the comparative test today are equipped with in-line engines, but while Japanese vehicles traditionally have four cylinders, the Italian sportbike needed three. At the same time, the working volume of the in-line “three” MV Agusta is slightly larger than the classic 599 cm3 - the model’s power plant is 675 cm3, which gives the “Italian” a significant handicap... However, only on paper, because, as you know, Japanese engineers are not in vain They eat their hard bread, snacking on it with raw fish and boiled rice. Despite the slightly lower performance of the Yamaha and Honda engines, I can’t say that the YZF-R6 and CBR600RR are seriously behind the F3!
A detailed analysis of the graphs obtained after measuring all motorcycles on a dynamometer leads to an unexpected conclusion: even the lowest-power Honda CBR600RR, the engine of which seemed downright “sluggish” to some of the magazine’s test pilots, produces maximum power and torque figures that are quite comparable to those of more a productive and powerful engine of an Italian sportbike! It is interesting that not only the values of the power characteristics are similar, but also the nature of their output, which is why the curves on the graphs are very similar. Although reality, of course, is much more beautiful and brighter than the dry language of measurements. I understand well why the Italian manufacturer, as well as some other well-known world motorcycle concerns, persistently develops and promotes in-line 3-cylinder engine architecture! Like the engine of another world-famous “troika” carrier, the almost perfect Triumph Daytona 675 sportbike, the MV Agusta power plant is an excellent example of the “3-cylinder planet”. The F3’s main trump card in the game with its Japanese competitors is the engine performance in the mid-speed zone, where the Italian “troika” is already starting to “luck”, while 4-cylinder engines are just waking up.
An interesting feature of the MV Agusta sportbike is that the power of its installation increases smoothly, predictably and linearly up to a maximum of 15,500 rpm! Almost without dips and catches, which cannot be said, for example, about the rather “nervous” Yamaha YZF-R6 engine. True, after 11,000 rpm, the increase in performance of the F3 engine slows down, and the thrust completely declines, reaching its maximum somewhere around 11,000 rpm. Therefore, for the most dynamic acceleration, there is no big sense in “twisting” the Italian engine until the limiter is activated, and you need to use good traction at medium speeds.
Phlegmatic and choleric The CBR600RR engine remains a mystery to me. On the one hand, the Honda engine did not at all impress with its bright character (it felt like there was no character at all!), it behaved quietly, boringly and obediently (thanks to the large, heavy and environmentally friendly engine exhaust system, like the main weapon of a destroyer, which, against the background of the exhaust, for example, the Yamaha YZF-R6 does not sound, but quietly squeaks and whines pitifully...). But on the other hand, the in-line “four” CBR600RR has the most “smooth” and “even” character, which is why dosing “gas” on a Japanese sportbike was even easier than controlling how many spoons of sugar are in your morning coffee!
This obviously could not have happened without the implementation of the “sugary” Total Control principle, which is spoken of with such contempt by lovers of restive and characteristic cars that require constant struggle... Well, well. Behind the wheel of a Honda CBR600RR, which, due to the ease of control and “transparency” of reactions to the movement of the throttle handle, can be mistakenly considered low-power and slow, the pilot rests, and at the same time, unnoticed and even somehow unexpectedly sets his best lap time, as it happened to me! Just don't confuse politeness with weakness. The YZF-R6 power plant has a fundamentally different character - in order to reveal all the talents of this engine, the rider will have to give it his all and certainly not sit on a hard and high seat like a prison fence, relaxing with dangling legs, like on the CBR600RR! Driving a Yamaha sportbike is an un-Japanese passionate relationship that logically follows from the hysteria of the 599 cc “four”.
The Yamaha test sportbike is a “resource” device that was sent to the editors for seasonal testing. I observe the “case history” of the YZF-R6 from the motorcycle’s run-in (which took place in the most gentle modes on the track in Kazan...), I am well familiar with the difficult nature of the model’s engine, and, it would seem, I have studied the habits of the device... And still, every trip to the race track like the first time! It is noteworthy that over time the Yamaha engine seemed to “break in” and felt more responsive to manipulations with the “gas”! The day spent with the YZF-R6 on the Moscow Raceway track only confirmed all the known strengths and weaknesses of the motorcycle engine. On the positive side: instant throttle response, engine performance from 9,000 to 12,000 rpm and the stunning sound of the standard exhaust system, which made the Honda CBR600RR timidly hide in the racing pits. The disadvantages are still the same: non-linearity of characteristics at high speeds, high fuel consumption (though no more than that of the MV Agusta F3, which turned out to be the most voracious of the compared sportbikes), almost complete absence of “low-end” and very sluggish traction in the first half of the middle zone. rpm
It is still unclear what the essence of the YCC-I system is, which, upon reaching 13,700 rpm, changes the length of the intake pipes. The only noticeable effect from using this know-how is a broken curve on the power graph, which, right after the indicated milestone, is suddenly suddenly taken over by melancholy, and the line despondently tends downwards... Only to wake up again at 14,500 rpm and, in the last dying jerk, rise to the maximum value power at 15,100 rpm, and then begin to fade again. For example, the Honda CBR600RR and MV Agusta F3 engines, devoid of sophisticated systems for changing the geometry of the intake ducts, have a smooth and linear increase in power right up to the peak of performance. Although the Yamaha inline-four is the highest-speed: the maximum speed of the YZF-R6 engine is almost 1000 rpm higher than that of the CBR600RR power plant! Therefore, the Yamaha engine has a little more potential for tuning, which is, of course, valuable for sports use.
A real beast on two wheels.
Verdict. The MV Agusta F3 675 RC motorcycle is an excellent example of a combination of high technical characteristics and handling. Its color scheme is exactly the same as the racing cars. And with improved chassis mounting points and electronics, the F3 675 RC is the most powerful motorcycle in its segment. A racing titanium exhaust system pulls the claimed power to a whopping 133 hp. Of course, this is a very expensive car. But let's be honest, it's not just about the brand, it's also about the fact that this is a real beast on two wheels. If you are a practical person, then this thing is not for you. But if exclusivity is important to you, then you are on the right track. Of the 350 copies produced, only 109 will go overseas. If you manage to get one of these handsome guys, your friends will go crazy with envy. And if that doesn’t work out, then you can always buy the equally stylish and fast F3 675.
Lap record
When assessing the chassis of the tested vehicles, everything is much simpler: without exception, all the motorcycles participating in the comparative test had no problems with straight line stability, braking behavior, or taking fast or slow corners. The only problems were with the level of comfort during city driving, but I already stated my attitude towards the use of Supersport class equipment in a metropolis at the beginning of the material. The Italian motorcycle is perhaps the most “sharp” to drive. A light and rigid steel frame combined with aluminum elements, plus a fully adjustable Marzocchi fork with a diameter of 43 mm and, of course, a link rear suspension with a fully adjustable monoshock from Sachs, gives the MV Agusta F3 truly filigree handling that helps to cope with a violent temperament in-line "three". The Italian sportbike feels like it has a lower center of gravity and correct weight distribution along the axles.
Despite the fact that the test F3 was the only motorcycle of all the vehicles participating in the comparison that did not receive racing slicks, but “performed” in the free category on standard tires, there were no difficulties in controlling the adhesion of the tires to the track surface and “catching” the moment of stalling in turns. was. You might think that this is the merit of traction control, which, let me remind you, the Italian sportbike is equipped as standard, while for its Japanese counterparts this system is not available in principle. However, I will allow myself to doubt the effectiveness of the “stock” traction control, which on the test F3 was set to the most “gentle” mode, in which the system almost did not interfere with the process of driving the motorcycle. The Honda motorcycle, which in 2013 received an updated Showa BPF fork and a fully adjustable monoshock absorber of the same brand, is definitely the most stable and controllable of the three compared machines, which was more than in harmony with the friendly character of the CBR600RR engine!
At some point, it even became boring to ride a Japanese sportbike, which, lap after lap, simply silently obeyed all my commands and was very lenient about piloting errors. I was completely satisfied with the factory setup of the Honda chassis. The suspensions of the Yamaha sportbike, which went through all the circles of hell during the summer spent at the editorial office, have already been slightly adjusted. According to the unanimous opinion of all the test pilots of the magazine, both the fork and the monoshock were a little “tightened” in compression hydraulics, which made the behavior of the YZF-R6 during heavy braking and early “openings” when exiting corners more predictable and confident.
Otherwise, the chassis of the Yamaha sportbike is just as suitable for amateur use as the other two devices in this comparison. In my opinion, the MV Agusta F3 wins the “Best Chassis” nomination as the most “sharp” motorcycle to handle! Although, I repeat, I was not able to set a personal lap record on an Italian sportsbike, and I showed the best time on a boring, stable, insipid and completely controllable CBR600RR. Everything is like in motocross: if it seems to you that right now, when the rear wheel is desperately skidding in every turn, when violent accelerations are replaced by dangerous braking “on the ears” and when the coach disapprovingly shakes his head at your dashing flights from jumps to flats, you, Finally, you set almost a world record... in the end it turns out that this was your worst lap. And a record is achieved if you drive calmly and, as they say, in the “comfort zone,” calculating every maneuver and enthusiastically following the correct trajectories. So it is with the CBR600RR, which, with endless care for the pilot, places the rider in an insulated and pink fur-lined container that makes it seem as if nothing could be more relaxed and easier than riding a Honda sportbike on the track. That there are no hysterical gas changes when braking, no rear wheel jumping due to the lack of slipping clutch, no tired howl of an in-line 4-cylinder engine and no hard work of suspensions, which have a hard time in fast shifts at Moscow Raceway... This is the same Total Control, whether you like him or not.
