MV Agusta F3RR Review

[Hugh Janus]

The MV F3 RR is now updated with added tech, an advanced aero package, and Euro 5 compliance. And just <em>look</em> at it. (Tim Keeton, Impact Images/)

Just a decade ago, if you wanted something fast and focused without the liability of a 1,000cc superbike for the road, you had a lot of exciting bikes to choose from: multiple 600cc machines, 675s from Triumph and MV, Kawasaki’s 636; turn the clocks back a little further and you’d find the Suzuki GSX-R750 and Kawasaki’s ZX-7R. But today the development these apex-hunting middleweights has slowed dramatically. Yamaha’s long-serving R6 is still available as a track-only option, and Ducati still produces the twin-cylinder Panigale V2, which is now eligible to compete in World Supersport alongside MV with its F3.

MV Agusta is almost the last man standing. The company is not only still producing the F3 800cc triple, but doing so in two versions, the Rosso and the exciting RR. To keep the MV F3 RR in production, the Italian manufacturer has had to make some adjustments to meet Euro 5. It has done this with a list of engine changes that have kept power at a quoted 145 hp from the 798cc triple, the same output as the base Rosso version.

The most dramatic and obvious update is a new aerodynamic package designed to generate downforce, a first in this middleweight category. The new RR features attractive enclosed wings much like those found on the new Fireblade. According to MV, these clever little “appendages” add 17.6 pounds of downforce at 149 mph. There’s also a taller screen and a very trick Moto2-style front hugger that wraps around the fork legs.

Note the F3 RR’s new aero package, designed to add downforce and stability at the high speeds where they’re most needed. (Tim Keeton, Impact Images/)

Not so obvious is the 10 percent lighter rear wheel, which MV claims reduces inertia by 7 percent. There are new CNC-machined footpegs and a new seat with a grippier surface. Keen-eyed readers will notice that our testbike isn’t a standard RR; MV fitted ours with its race kit, which includes a CNC-machined fuel cap and brake and clutch levers, a pillion seat cover, and an Akrapovič silencer, which will likely attract the most admirers. This chops 8 kilograms (17.6 pounds) from the total weight, bringing it down to just a quoted 165 kilograms (364 pounds) dry, and the exhaust and race kit ECU boost power by 8 bhp to 155 hp at 13,250 rpm; peak torque remains the same.

We spent a few days trying out the new MV F3 RR in perfect conditions. Is there still a place in the market for a pin-sharp sports middleweight? And does the ride match the obvious desirability of the new RR?

Power Freeze

The stock three-cylinder 798cc motor maintains its 145 bhp at 13,000 rpm and 88Nm at 10,100 rpm despite now meeting tight Euro 5 regulations. That is an impressive achievement for a high-revving engine, eked out through numerous and detailed tweaks including diamond-like coating on the tappets, new valve guides, and new low-friction bearings. There’s also a new exhaust and a new clutch, but essentially MV has counteracted the restrictions of Euro 5 by allowing the engine to spin more easily.

Thanks to top-notch suspension, this MV Agusta eats up turns and loves to carry corner speed. (Tim Keeton, Impact Images/)

Sounds So Good

It’s hard to find a dull-sounding MV. Given that our testbike was fitted with the race kit it was always going to sound fruity, and the Akrapovič silencer amplifies the triple’s howl gloriously. There is plenty of torque on tap and no need to rev the F3 RR hard in daily use, yet you can’t help but hold onto gears too long and let the motor scream free.

The updated bidirectional quickshifter adds to the occasion. The shift is near perfect, fast and racy, cutting the ignition only for the fraction of a second it takes to slip in another gear. Backshifts are equally impressive, with each gear dropping in smoothly even at high revs.

Most current sportbikes are fitted with launch control, so the F3′s is nothing new, but I can’t remember the last time I used a track-focused rider aid so much on the road. Select launch control, then first gear; hold the throttle to the stop and let the electronics do the rest as you release the clutch and go. It’s simple, intuitive, and amazing every time.

It’s all too easy to get carried away with the top-end performance of the F3 RR and indulge in the romance of a lovely sounding Italian-built MV while forgetting about all practicality. Thankfully, MV didn’t overlook criticism of its balky low-rpm fueling, which is now much improved. The F3′s fuel injection and low-speed throttle response are on par with the competition, something you couldn’t say of any MV a few years ago.

Hungry for an Apex

For close to 20,000 pounds/$24,700 (plus 2,000 pounds/$2,470 more with the race kit), the RR comes with the same fully adjustable suspension as the standard F3 Rosso, which means a Sachs shock on the rear and an inverted 43mm Marzocchi fork up front. No shiny gold Öhlins, then, and still manually adjustable.

That said, this setup works and works well. MVs of the recent-ish past were infamous for having too little suspension travel and a too-stiff setup, but the RR’s ride is forgiving and makes the bike feel anything but a rigid racebike that’s found its way onto the public highway.

Head for a bumpy backroad, ride like you’re at the TT, and yes, the RR will respond with the odd twitch and kick. But on normal UK pavement, the quality suspension and track-ready Pirelli Diablo Rosso Corsa II tires work together with a purpose. The MV encourages you to ride harder and faster, to let go of the brakes and carry corner speed as you lean ever deeper. The new footpegs are grippy and the seat is too, so riders will feel comfortable hanging off midcorner.

A good balance between responsiveness and suspension compliance means the F3 RR will let riders do this sort of thing all day. (Tim Keeton, Impact Images/)

The fun isn’t hindered by the electronic rider aids, which have been updated for 2022 with an upgraded six-axis IMU. MV has worked closely with Milan-based specialists e-Novia, who has clearly done its homework; the electronics are some of the best ever equipped to an MV. The front wheel lift control in particular is delightfully smooth, and can be deactivated for full-blown bouts of immaturity. Less experienced thrashers and experts alike will appreciate the overall electronic control, which can be easily tailored to match the rider and conditions via the new 5.5-inch color TFT dash. Our test was done under dry and sunny conditions, so the lean-sensitive traction control was never really tested, but if it works as well as the lift control, new quickshifter, and launch control, it will at least be in the ballpark.

Riding modes include Race, Sport, Rain, and Custom. It’s easy to switch between them, and the current mode is clearly displayed on the dash. Rider aids are also clearly displayed and can also be changed or deactivated on the move.

As for the F3 RR’s new winglets and their claimed 8 kilos of generated downforce at 150 mph, that will have to wait for a track test. They’re said to only start to work above 100 mph, which is not a speed you see on public roads too often, though high-speed stability is excellent.

The proven and impressive 320mm front discs and their Brembo radial Monoblock four-piston calipers remain the same, but the electronics controlling the ABS have been upgraded to work in corners and at lean. The addition of cornering ABS is a big step for MV and puts it on par with its neighbors at Ducati.

The 2022 F3 RR gets elegant Brembos with gorgeous carbon ducts. (Tim Keeton, Impact Images/)

There were no issues with ABS intervention during testing, as expected with perfect weather and road conditions. However, the Brembos were a little inconsistent, sometimes strong and sometimes almost spongy. Other MV models with a similar brake setup have never had this issue. Note that the rear ABS can be deactivated but not the front.

Improved Tech

MV is unusually enthusiastic about its MV Ride app, and for good reason. It’s easy to connect to the bike, and riders can track a route, check out lean angles, use the navigation to give live directions on the dash, and even show text messages. The dash readout is clear and the app is useful on both road and track. It can be used to change riding modes, reduce or increase the rider aids, or create a custom map for the track you’re lapping. Brilliant.

The MV Ride app provides a wealth of fine-tuning options. (Tim Keeton, Impact Images/)

Practical MV?

In the past MV overlooked comfort and economy in search of pure performance, but recent years have seen it move away from that tradition. The F3 RR’s screen is now taller, making the MV feel far roomier than before. Again, thanks to the relatively plush suspension and the fact that cruise control  comes standard, it’s not out of the question to think about putting some serious miles on this bike.

MV quotes fuel economy numbers of 6.1 liters per 100 kilometers, which is 46 mpg. This testbike managed a little under 40 during aggressive riding and full enjoyment of the revs and that Italian chorus.

And Then There’s the Price

Here’s the painful bit: a price of 19,660 pounds/$24,250 compared to 14,840 pounds/$18,300 for the standard F3 Rosso, which has the same power and suspension. If you look at the admittedly limited competition, Ducati’s Panigale V2 sits between the standard Rosso and the RR at 16,396 pounds/$20,225, priced between the standard Rosso and the RR. And MV itself has the retro Superveloce 800, again using the same triple-cylinder engine, starting at 19,980 pounds/$24,650.

Arguably, if you’re focusing on the price of the MV, you’re missing the point. The desirability, exclusivity, and beauty of the F3 RR are unquestionable.

However, perhaps also arguably, that MSRP is a damn shedload of money.

It may be serious money, but everything else about the 2022 F3 RR is pure and unfettered fun. (Tim Keeton, Impact Images/)

Verdict

Looks are subjective, but it’s hard to imagine anyone not loving the MV F3 RR, especially once it fires up and the howl sends shivers down their spine. A lot of images of this bike wound up on our phones.

Combine this with the F3 RR’s improved fueling, tech, and rider aids, its new and proper aero package (the front mudguard looks very trick), and MV’s achievement in hitting Euro 5 without losing any engine performance, and it’s an impressive package. But the biggest news is how much the RR’s rider comfort has improved while retaining its excellent handling. It’s unclear whether the 7 percent lighter rear wheel can actually be sensed by mortal riders, but anyone can tell that the RR certainly loves an apex and will be a hoot on track. So ultimately the big draw is the sheer fun factor. A sweet-handling, nonfatiguing 146 hp middleweight with a soulful soundtrack is a resounding, overwhelming yes. Well done to MV for keeping this segment not just alive, but thriving.

It’s just a shame it’s so damn expensive.

There aren’t many middleweights left, but the F3 RR may be the best of them, and is an excellent machine regardless of category. (Tim Keeton, Impact Images/)

2022 MV Agusta F3 RR Specifications

New price	£19,660
Engine	DOHC, water-cooled 4-stroke 3-cylinder; 12 valves
Displacement	798cc
Bore x Stroke	79.0 x 54.3mm
Compression Ratio	13.3:1
Transmission/Final Drive	6-speed
Claimed Horsepower	147 bhp (108kW) @ 13,000 rpm
Claimed Torque	64.9 lb.-ft. (88Nm) @ 10,100 rpm
Frame	Steel tubular trellis
Front suspension	Marzocchi inverted 43mm fork, fully adjustable; 4.9 in. travel
Rear suspension	Sachs single shock, fully adjustable; 5.1 in. travel
Front brake	Radial-mount 4-piston Brembo caliper, dual floating 320mm discs w/ ABS
Rear brake	2-piston Brembo caliper, 220mm disc w/ ABS
Wheels, Front/Rear	Alloy; 17 x 3.50 in./17 x 5.50 in.
Tires, Front/Rear	Pirelli Diablo Rosso Corsa II; 120/70-17 / 180/55-17
Rake/Trail	N/A / 3.9 in.
Wheelbase	54.3 in. (1,380mm)
Ground Clearance	4.7 in. (120mm)
Seat Height	28.7 in. (730mm)
Fuel Capacity	4.4 gal. (16.5L)
Average MPG	45 mpg (6.3L/100km) normal ride
Claimed Dry Weight	381 lb. (173kg)
Warranty	3 years
Contact	mvagusta.com

Source

[Pedro]

What a pretty bike!

[Buckster]

It’s hard not to like it.

[Catteeclan]

Headlight looks weird but bloody lovely from the side.

[boboneleg]

Gorgeous looking bike, lovely for a sunny Sunday if you’ve got a lot of spare cash 

[Pedro]

Also 800cc and 140hp means it's fast but not 200hp insanity like a bigger 1000cc, normal people can go through a few gears going really fast without shitting themselves.

[Buckster]

24 minutes ago, Pedro said:

Also 800cc and 140hp means it's fast but not 200hp insanity like a bigger 1000cc, normal people can go through a few gears going really fast without shitting themselves.

It has more BHP per ton than a Hayabusa.

[Pedro]

8 minutes ago, Buckster said:

It has more BHP per ton than a Hayabusa.

That's interesting, but the Hayabusa hasn't got much use for lighter weight, and people who buy the MV will compare it to a fast Ducati or a BMW S1000 or something like that.

 

[Tym]

Wow, a crotch rocket.