MV Agusta F3 800 [2018-2019]

The MV Agusta F3 800. How do I begin describing it? Of all the things that I have experienced, only one truly comes close; a lovely lady I know all to well. Let’s call her Ms P because given that she isn't a celebrity, chances are you have never seen her, forget about knowing her. But, I am going to draw this parallel anyway.

You see the F3 is a gorgeous looking thing, much like Ms P. It also has a tiny waist and the way the beautifully sculpted tank curves into this slim seat area and then out again to the curvaceous tail can make anybody go weak in the knees. It’s evocative.

What's more, the way the F3 responds reminds me of Ms P as well. Ask what you will of the F3 with respect, poise and care, and it delivers an involving, communicative and charming experience. Be rude with its controls, however, and you are in for a fight you won’t win. The only difference between the two really is that while Ms P sounds sweet and soothing at low pitch, the F3 sounds awful at low revs. But, get past 8,000rpm and the F3 abandons its coarse and out-of-sync audio for Pavarotti like high C notes; only the F3’s note is way more rousing.

I love the F3!

It is excellent.

But, before we get into its supersports charm, the thing that blew my mind was how well the MV Agusta F3 800 takes to boring chores like commuting and comfort. The ride – be it over re-laid tarmac, road joints, bumps or even broken tarmac or small potholes – is supple and well rounded. There isn't a hint of supersport harshness or hard edge to its ride. In fact, on the back roads of Pune that are pockmarked and uneven, we were able to ride it with absolute abandon not once worrying about anything including the front tramlining.

Furthermore, the F3 steers through slow moving traffic with lightness I haven't seen on many big bikes, forget race replicas. Sure, the seating ergonomics isn’t exactly comfortable, not with its low clip-ons and high and rear set foot pegs. But, anyone with even moderately strong core muscles won't feel a thing on either the wrists or back. Hell, even I could manage short jaunts without straining either and I have jelly in place of core muscles.

And when the twisties arrive, you can't help but fall head over heels for the F3. This MV Agusta feels light, nimble and playful. It turns into corners with the deftness of much lighter bikes (KTM RC390 comes to mind). And such is the feel from the front end and the level of grip offered by the Super Corsa tyres that one could keep feeding in the lean endlessly without fear or apprehension. The F3 800 is one of those bikes you can simply hop on and feel like a cornering hero. Not many supersports can do that.

Not only is the F3's handling extremely accessible – and let’s not confuse this friendliness with boring because around corners the MV is pure bliss – the performance won't scare you either. It will get you excited and laughing inside the helmet as you give it your all. But, with a progressive throttle, not to mention a linear (past 8,000rpm), predictable build up in power, one rarely feels that things could go out of hand. It's this sense of security I love in motorcycles, and the 798cc in-line three, 148bhp F3 has it in spades.

It has great brakes to complement this measured but potent acceleration, which only heightens the riding experience. My only issue with the F3 in the riding department was its clunky gearbox. It threw up a few false neutrals too and the heavy pull of the clutch wasn’t welcome either. Sure, the gearshifts are less painful with the quickshifter on, but only just. 

The one thing I just couldn’t get used to on the F3 was its low rpm noise and vibrations. Anything under 6,000rpm, it sounds like a rattling metal box full of bolts. The only positive to short shifting on the F3 and riding in the low rpm band, is the nature of power delivery. It isn’t frantic but potent enough to make city riding and casual highway overtakes a breeze.

I also haven’t spoken about the F3’s electronics so far. Yes, it gets a bunch. There’s an eight level traction control system, two ABS settings and four riding modes – Rain, Normal, Sport and Custom. The horsepower remains the same for all modes, but courtesy ride-by-wire, the play and the throttle response curve changes. As does the nature of engine braking. It is the most relaxed in Rain and the most aggressive in Sport. But, we found Normal to work well under most circumstances. Custom, of course, allows you to tailor-make a riding mode from the existing settings just in case you don’t like any of the set menus.

Talking of individual settings, the F3’s suspension setup comes with a load of adjustments too. The 43 mm Marzocchi upside down front forks can be adjusted for pre-load and compression and rebound damping. Ditto for the rear Sachs monoshock. We, however, left the suspension in company-supplied settings, which we found to work superbly.

This is a difficult one to answer. Now, don't get me wrong, I love the F3 and I think I have made that amply clear already. Plus, I'd be happy to ride it on any given Sunday, Monday or whenever. But, at the price it comes(Rs 19.94 lakh on-road Mumbai), it just doesn't make sense. To use a cliché, the F3 tugs at your heartstrings but you’d also need a fat wallet to open. Sure, if you must have an MV, the F3 is fantastic. Only, I am not that person.

If we look at the broader picture of mid-weight supersport motorcycles, you still only have the Triumph Daytona 675R and the Ducati Panigale 959 to lock horns with the MV Agusta F3 800. But, of you are looking at the MV, we'd suggest ditching the Triumph altogether. It's not as pretty or as desirable or even as much fun as the MV. The only real option then is the Panigale, which to make things difficult for all you prospects out there, is also an outstanding motorcycle.

1- Arai Axces-II helmet: The entry-level Arai helmet one can officially buy in India. It is great on fit, quality, safety, comfort and even visibility. Price: Rs 48,000.

2- Sena 20S Bluetooth set: Sena’s top of the line 20S is a one-stop solution for all one’s music and communication needs. It is expensive but I love it. Price: Rs 20,000.

3-Icon Pursuit jacket: Almost like a tank top in length, the Pursuit works best when zipped to riding pants. It’s genuine leather with lots of ventilation. Price: Rs 16,000.

4- Ixon RS Circuit HP gloves: Not the best full-glautlet gloves I have used but the Ixons do a fair job be it comfort or protection. Price: Rs 8,000. 

5- Joe Rockets Speedmaster pants: These aren’t in production anymore, but I have had them for years and they still great even today! Price: NA

6- TCX S-Speed boots: Not exactly track focused, but the S-Speed still work well on both track and street. Not the best to spend a day in, though. Price: Rs 19,500

Photography by Kapil Angane