2009 Bimota DB7 vs. 2009 Ducati 1098R Bayliss Comparison Test Review

13 Апр 2015 | Author: | Комментарии к записи 2009 Bimota DB7 vs. 2009 Ducati 1098R Bayliss Comparison Test Review отключены
Bimota DB 4

2009 Bimota DB7 vs. 2009 1098R Bayliss – Comparison Battle of the Boutique Superbikes.

as if by Giorgio Armani himself and sounds as booming as tenor Pavarotti, these two motorcycles only have been in one part of the world. They are the of Italian flair packed Superbike function. What’s not to

There are very few motorcycles on the today that ooze like Bimota’s DB7and limited-edition 1098R Bayliss. … sells, too, by the attention these bikes everywhere we went.

These two cousins share the basic DNA of DucatiTestastretta Evoluzioneengines, in addition to just 60 miles apart, comparisons between them Buyers shopping for ultra-exotic motorcycles will surely one of these expensive thoroughbreds. In of the close ties between and Bimota, we wanted to see if the extra premium of the damn-near Superbike-spec Bayliss is worth the price of against the top-of-the-line $34,945 DB7

We first sampled the DB7 in June, at the Misano Circuit near hometown of Rimini. But it wasn’t spring of this year Cycle Worldwas able to a testbike on home turf. In the tradition of the small boutique-bike Bimota constructs a fabulous, chassis and stuffs it with a powerplant from another

Bimota currently uses engines exclusively.

Ducati’s shouldn’t need much in the way of as it is the motorcycle that Ducati build for World Superbike In Ducati’s multi-tier 1198 range, the Bayliss (yes, actually 1198cc) is the top dog, a seriously hot-rodded engine and chassis components.

Comparing specifications of the two engines, you realize that they are into the same family, but one has quite a bit more nurturing the other. First things The Bimota uses the previous-gen engine in stock form, the Bayliss uses a steroid-injected of the latest, larger-displacement mill.

The R’s capacity was achieved by increasing the 104mm bore to 106, … was increased from to 67.9. Sand-cast crankcases and heads, lighter and stronger connecting rods, carbon-fiber covers and magnesium cam covers engine weight by almost 5 compared to the 1098.

Four valves per cylinder replace the steel pieces, while were increased from 42 to for the intakes and from 34 to 36.2mm for the More radical camshaft give the Bayliss 16-percent lift.

Additional upgrades are in the R’s fuel-injection system, which six-percent-larger 63.9mm elliptical bodies. For the first time on a Ducati, two injectors per cylinder are Both nozzles reside in a position above the throttle

The primary injector has a four-hole while the offset secondary has a 12-hole setup for improved delivery and atomization at high-rpm

There are additional differences in the The Bayliss has unique third-, and sixth-gear ratios, plus are machined from higher-strength and then shotpeened for improved A dry slipper clutch is fitted on the 1098R, while the DB7 gets a unit, also dry.

Bimota developed its own fuel-injection and beautiful 2-into-1 exhaust with a right-side titanium Our Bayliss Ducati was fitted the supplied accessory full racing exhaust featuring 52-57mm- diameter header feeding a 70mm collector and carbon-fiber underseat silencers.

strapping our two Italian studs theCycle Worlddyno, it became that the Bayliss bike’s engine mods—in addition to the bump and accessory exhaust—paid big The R-model pumped out an incredible 169 and 92.2 foot-pounds of torque at the wheel, compared to the DB7′s stout) 137 hp/81 ft.-lb. and torque curves for both are beautiful once they minor hiccups in the 3000-rpm

If the focus of the Ducati was the engine, it can be said that Bimota its resources on the chassis. The DB7′s aluminum/steel frame features a 2 x oval-section chrome-moly trellis to machined alloy sideplates. The is of similar construction and features a linkage not unlike that of Unit Pro-Link.

A trick Tech 2T4V shock has the complement of adjustments: spring ride height, high- and compression and high- and low-speed damping. Beautifully machined adjusters and a bottom-mounted brake make rear wheel almost as easy as with gear. Up front, machined triple-clamps hold a fully 43mm Marzocchi Corse fork with red-anodized and titanium-nitride-coated sliders.

An Extreme steering damper is mounted out of the way on the triple-clamp.

The R’s trellis-frame design is similar to that used in the of the Ducati Superbike family, utilizing 1.4-inch-diameter steel What stands out are a few of the key components to the bike, like the fully Öhlins TTXR shock—featuring ride-height adjustment—controlling the single-sided

A blacked-out top triple-clamp (with plaque to distinguish the bike’s in the limited run of 500 units) mounted an Öhlins steering damper the fully adjustable, 43mm fork. Chassis dimensions are similar, with the Bimota’s measuring 56.3 inches to the 56.5, and rake set at 25 degrees and respectively.

Identical Brembo M4-34 calipers are used on bike and are machined from a chunk of alloy. One small is Ducati’s use of 330mm discs to the Bimota’s 320s. Ultra-lightweight adorn each.

The Ducati forged aluminum Marchesinis and the is equipped with 10-spoke units manufactured exclusively for by Russia’s Magaltech.

No expense was when it came to dressing two beauties in fine duds. The DB7 carbon-fiber bodywork, fuel and a completely structural c-f tailsection (as in no subframe). The Bayliss’ bodywork is a plastic material called adorned with limited-edition designed by famous helmet Aldo Drudi. The bellypan, assembly and front fender are

We suspected that both were light on their due to those feathery materials, and didn’t disappoint. The Ducati our scales at 399 pounds dry, the Bimota coming in at 403.

bikes were bred for the so evaluating performance in that was mandatory. Go ahead, twist our We signed up for a Take It To The Track trackday.

The San Diego company runs at a of circuits in the west, including The Mountain Motorsports Ranch in Nevada. We then used new Power One website (michelinpowerone.com) to the appropriate tires for the track.

The Power One (A compound) in the standard front and 190/55ZR17 sizes for bikes. The site also tire pressures of 31 psi at the front and 22 in the for our track day. Once at the Spring Mountain facility, we the help of Race Tech (racetech.com), which offers a all-day trackside suspension at select trackdays and race

You don’t have to roll far to feel the ergonomic differences the two bikes. “The DB7′s fit me nicely,” said Associate Mark Cernicky. “I felt I was down in it, nestled behind the Although the windscreen is small, it good protection. A super-slender allows you to tuck your and knees tightly into the which also helps the upper body during braking, taking weight off the In contrast, the Ducati gives the a more perched-on-top-and-out-in-the-open feeling, as as putting the rider over the more.

The Bimota’s beautifully adjustable footpegs were a placed and not distracting in any way. We we could say the same of the Ducati’s which were awful in For some reason they downward, causing feet to off occasionally when riding bumpy sections of track.

Mountain offers a nice of corners with a few tight chicanes, third-gear sweepers and a backstraight. “There are a few places the rider flicks from lean to full-left,” said “During these transitions bikes felt light, and required minimal effort at the

While handling was comparable, the couldn’t be more different. The whopping 32-horsepower advantage it amazing to launch out of corners, but a bit of a handful! Thank goodness for the system, which we set at level 4 out of 8. But by the end of the day the poor rear tire’s it was definitely working overtime to wheelspin.

Even with DTC and all power, we never felt we got the most out of the R, primarily because its delivery caused the bike to so often out of corners.

The Bimota, on the hand, was extremely smooth and during the crucial initial opening at full-lean, allowing throttle application and making the Michelin’s grip easier to

After familiarizing ourselves the two bikes and getting the suspension dialed-in, we then gathered lap times. When the dust Cernicky recorded a 1.7-second-faster lap on the Ducati but said that his lap wasexhilaratingto say the least. When uses big words, we know got hairy out there…

As for me, I actually faster on the Bimota; I could tiptoe as close to the edge on the as did Cernicky. The Bimota is easier to fast and ultimately a little enjoyable, whereas the Bayliss precise, expert input, with the traction-control system its dash lights. The payoff on the is a lower lap time—if you have the to get it!

On the street, the Bimota provided fuel-injection mapping, an easy-to-modulate and a decent riding position on par those of Japanese liter-class Complaints include limited lock—which makes U-turns and parking-lot maneuvers difficult—and mirrors. The Bayliss won’t win any contests with its more riding position, and sports that are only marginally than those of the Bimota.

We during daily street with the 1098R’s grabby and clutch and also had the bike on multiple occasions if the engine completely warmed up. And those pipes arewaytoo loud for the

When talk turns to and outright engine performance, the is clearly dominant, but perhaps the person who can truly get the most out of the R has his name and number emblazoned on the of the bike! For the talented, experienced in search of ultimate lap times, the is among the most amazing you can buy. The Bimota, on the other is a beautiful work of art, like a dream and has awesome V-Twin power that it more accessible to more

Bimota DB 4

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