Showing posts with label Bimota Sports Bikes. Show all posts
Showing posts with label Bimota Sports Bikes. Show all posts

Bimota DB1

Bimota DB1 1980s Italian sports bike

The Bimota DB1 was a double dose of Italiana. It was the first Bimota to feature a Ducati engine. So, the DB1 combined a deliciously torquey powerplant with the kind of looks that could only have been modelled in Italy. Bimota was based in Rimini. Unsurprisingly, then, the DB1 sold well. It came at a critical juncture for the stylish Italian specials builder. Design-driven to its core, business was never Bimota's strong suit. Indeed - prior to the DB1's '86 release - the firm was in financial decline. Thanks to the new bike, though, Bimota's downward spiral was stemmed - and even reversed. Crucially - along with its long list of virtues - the DB1 was reasonably priced.

The Ducati factor in the DB1 was its desmo-valved engine. A sohc 90° V-twin, the 750cc motor made 76bhp. Built more for mid-range grunt than throttle-to-the-stop velocity, top speed for the DB1 was 130mph. In superbike terms, that stat was not too much to write home about. The way it was reached, however, most certainly was. Suffice to say, acceleration was fierce. As well as its long-stroke motor, the rest of the DB1's tech-spec further fueled its free-revving fire. For a start, it weighed a skeletal 354lb. Plus, Federico Martini - Bimota's lead engineer - blended the fairing, tank and seat into a single, streamlined shape.

Acrobatic handling was only icing on the DB1 cake. Suspension was by Marzocchi. Brakes by Brembo. Pirelli brought low-profile tyres to the DB1's bend-swinging party. They were fitted to nimble 16″ wheels. The whole bike was comfortabe and compact. It is true that at peak revs, the new Bimota was not the most blistering bike on the block. But, for its overall strengths - and the Italianate cut of its jib - the DB1 takes its place at superbikes' top table!

Bimota HB2

Bimota HB2 1980s Italian sports bike

The HB2 was the second offering from Bimota - the radical Italian bike builder. The HB1 had set the template. Massimo Tamburini – Bimota's chief designer – totalled a Honda CB750, at Misano racetrack. Tamburini managed to salvage its four-cylinder engine from the wreckage. He then wrapped it in Bimota bodywork. The resulting HB1 - Honda/Bimota - hybrid became the first of the firm's stylish, trend-setting roadsters.

The HB2 upped the ante, power-wise, from the HB1. The new bike sourced its motor from Honda’s CB900F. 95bhp was duly available. And the Bimota was lighter than the big Honda CB. It weighed just 441lb. State of the art suspension was then fitted. At the front, Ceriani teles were synced with a progressive-rate monoshock at the back. A tubular steel/aluminium plate frame added still more stability to the mix. With a 138mph top speed – and high-class handling – the HB2 etched a technical benchmark. Bimota had taken the superbike fight to its Oriental rivals. Pretty impressive from a small-scale manufacturer - certainly as compared with the Japanese 'big four'.

Not that the Bimota challenge came as a surprise to Honda, Suzuki, Kawasaki and Yamaha. In no particular order, by the way! After all, Bimota had been around the GP scene a while by then. In the showrooms, their unique selling-point was super-cool Italian looks - plus a Japanese engine! Sadly - even for a bespoke builder like Bimota - less than 200 HB2s were sold. The HB3 came to the rescue - to some extent, at least. It sealed the deal on the Honda/Bimota alliance. Like the HB2, the HB3 upgraded the package. This time, the Honda CB1100R engine was used. By that point, the Japanese marques were leading the pack again, in terms of overall performance. Notwithstanding - with their HB2 - Bimota had blazed a trail for beautiful, brain-bending motorbikes!

Bimota SB2

Bimota SB2 1970s Italian classic sports bike

'SB' stood for Suzuki/Bimota. It signalled Bimota's standard practice of incorporating other marques' engines into its own bespoke chassis. In the case of the SB2, power was provided by the Suzuki GS750. The 8-valve inline-four motor peaked at 68bhp. That gave the the SB2 a top speed of 130mph. Credit was also due to its slippery lines. A dry weight of just 440lb sealed the high-speed deal. This was still the Seventies, do not forget.

The driving force behind the SB2 was Massimo Tamburini. He had been a Bimota co-founder. Tamburini fitted the 'legendary engineer' bill to a tee. In his time, he had designed chassis for 250 and 350cc World Championship-winning bikes. In '77, Tamburini tipped his technical brilliance into the new Bimota. It was a gimme, then, that the SB2 would handle as well as it went. Ceriani telescopic forks - and a first-of-its-kind rear monoshock - did the business suspension-wise. They were duly hitched up to a tubular steel space-frame. The monoshock alone separated the SB2 from its rivals ... in every sense of the word!

First and foremost, though, a Bimota is about style. As befits a firm from Rimini, Italy. Certainly, the SB2 ran true to form, in that regard. Its bodywork wrote the book on 'swoopy'. The tank protector/seat was a self-supporting one-piece - which saved the weight of a subframe. That innovation - like the rising-rate rear shock - would subsequently be seen on mass-produced machines. So, Bimota - that consummate special-builder - had done what it did best. In the beguiling form of the SB2, it merged dynamite design and top-drawer technology. Again!