Bimota DB1

29 Мар 2015 | Author: | Комментарии к записи Bimota DB1 отключены
Bimota DB 5 R

While their high of engineering and artistic design beyond reproach, the Italian at Bimota came in for some at home for producing motorcycles Japanese engines. The DB1 is their — an all-new, all-Italian with innovative all-enclosing that embraces the V-twin engine and Bimota’s own frame in curves.

If the styling catches the it is the exhaust note that at the heart-strings. a mellow basso that is part wistful and defiant. To anyone over 30 a few others besides) the DB1 sounds a real motorcycle. Two versions of the DB1 launched simultaneously in 1985.

The was pure racer; the second a version with a headlight up and a license plate at the rear. It is a little quieter and a little in the way it delivers the horsepower. The DB1 was an instant and because of the production quantity Bimota were able to it cheaper than their Japanese-based models.

The DBl’s is the Ducati Pantah engine, a 90-degree V-twin with desmodromic valve gear, to the full 750cc allowed by One racing rules. Made in with the five-speed gearbox, the is suspended from a complex made of a trellis of short, tubes. In Bimota’s fashion, the structure runs forward of the head, to brace it on all sides. The fork pivots from the casings, making the engine part of the frame.

The front are Bimota’s own, and the rear has a rising-rate linkage to a single and damper unit. On the move, the DB1 shows its pedigree at once, the care and experience in its design and Pin-sharp steering and forgiving are the legacy both of the V-twin’s low of gravity and of design expertise; qualities in the DB1 must be felt to be

The DB1 is fast, deceptively so, due to the relaxed way the engine delivers its power. The reading is often a surprise on a as is the tireless way it sustains high cruising speeds as well as circuit lap times. Such an sporting machine cannot be for Even in road going the DB1 is strictly a single seater; and access is something of a chore, though the body panels are detachable.

The ride is rather and there is certainly nowhere to any luggage.

Source of review. The Fastest Motorcycles by Michael John Cutts

Ducati vs Bimota DB1

EVEN THE COPS IMPRESSED. Hurtling round a or circulating a roundabout repeatedly for a invariably attracts the attentions of the We’d obviously been by the two occupants of the Range Rover tunes before they put in an

These two guardians of the law weren’t to write any tickets, they far too interested in the machinery we were on. But you couldn’t fail to be impressed by our of machinery. Both the Ducati and Bimota DB1 are exotic motorcycles in the sense.

They both life as an out-and-out racing supplies are limited (Sports the Bimota importer, have an of only 24 bikes this while Moto Vecchia their next batch of Fls to their depleted stock) and both look stunning.

minutes later we were for the benefit of the photographer again, but time we had a Police Range stuck sideways on our tails as a grinning driver tried to its unwieldy bulk through the as quickly as the bikes. It look a while to get used to the idea of the bikes into each with your knee across the tarmac and the centrestand away while under scrutiny, you don’t normally away from encounters that with your intact. But riding the 750F1 and the DB1 it all seemed rather appropriate.

Just look at them: bikes have got class. The DB1 is so and it flows. The all-enveloping pearlescent sweeps forward and down the tail light, around the 750 engine’s sump, then up to meet the petite screen. of other bikes these can boast the same sort of GRP but the Bimota is the only one to really the constituent parts into one package.

The paintwork has the touch of simple and patriotic with red and green stripes converging at the It’s without doubt the beautiful motorcycle on the roads

The 750F1 is equally patriotic, it like someone has just the Italian tricolour across its Three broad slashes of leap out at you. The whole has a slabby look, the tail extends downwards a long way stops short behind the carb, and the tall screen is of a shopping bike.

It looks basic than the DBI; the and the engine are exposed to the elements. It is design at its most obvious.

bikes use the Ducati Pantah as their motive force. its introduction in 1977 the Pantah has grown in size from to 600 and now 750. Even nine after its launch it’s in motorcycling for using toothed belts to drive the camshafts. The has been achieved x 61.5mm the original 74 x 58mm, and to cope the extra power an oil cooler up the lubricant from the 9 liter

Neither machine makes any horsepower claim, 75hp the official figure.

A nine-year-old design with air cooling can compete with the That of latest water- and oil-cooled colour Hneand motors no still makes these ‘ desirable is their mid-range punch. metal only be Despite the fact they both use the Italian 36mm Dellortos that on the first 500 Pantah, once you hit grand on the tacho the flat band takes you where you to go in a totally relaxed manner but fast. In all honesty these would be perfect for a touring there are no holes or leaps in power delivery and they have the frenetic feel of a But mounted in these bikes offer an attractive style of performance for those who’ve beyond the scream and crackle of two and the wail of multicylinder.

Basically, the in these bikes are identical, the real differences occur in the and exhaust systems. The DBI sports own twin black silencers are just that, bereft of the Italian bark. The 750F1 more in tune with the image as a race replica a two-into-one exiting on the left of the bike leaving a noise that no one with any soul complain about.

On the inlet the 750F1 draws in air, rain and small mammals a pair of meshed bell There may not be any concessions made to longevity but at least the vital doesn’t have to follow the tortuous path as it does on the The single air box is tucked behind the cylinder between the frame From there it’s a short distance into the carb.

But to reach the front pot a tortuous has to be plumbed between the frame electrics and the rear cylinder.

The for both bikes follow the basic principles using the as a stressed member thanks to its strong gravity diecast The Ducati frame is a fully chrome -moly trestle, a of Ing Taglioni’s F2 design. The round swingarm is pivoted in the rear of the before coming up to meet the rear suspension.

As you’d a Marzocchi shock resides with screw adjusted and provision for charging the damping oil air via a Schraeder valve at the base of the

Five years at Ducati have influenced Ing Martini, and he have found it hard to from the same general brief. As it is he has developed the theme The Bimota chassis, while a chrome-moly trestle, is more and doesn’t have to kink rails to clear the engine as on the Fl.

As of the monoshock layout in the 70s it’s no that another single spring and damper can be found deep within the machine. As on the Fl, uses a screw adjuster for the but with a remote adjuster on the swingarm for compression damping. And rising rate, too.

The differs as well, it’s steel and uses eccentric to maintain chain tension. there are broad similarities the two bikes at the front end -Marzocchi fully floating Brembo 16-inch wheels — but are detail differences.

The DB1 uses the 41.7mm MIR forks with rebound damping adjustment on the leg and a design that allows an number of independent compression and damping set ups just by changing the oil in fork leg. Left leg for damping, right one for rebound.

The generation of 40mm Marzocchi appears on the Ducati with preload adjustment atop leg and three-position rebound damping on leg alongside the spindle.

Both carry 280mm floating up front which rustle on their dowels at low speeds, but the are different. The four-piston Goldlines on the DB1 you up every time without any of fade or drama, but if you brake in a then they pull the bike upright with a You have to learn to keep pressure up on the inside bar if you want to get The Fl has more simple dual-piston

On the limit they’ll put you in front of the just when you don’t to be. A lack of Goodridge nosing and pad quality may be to blame.

Bimota in exquisitely detailed machining and the DB1 shows it. The quality of milling on the top and clip-ons would gratify a watchmaker, and turning alloy cylinders into a fashion by mounting them on top of the fork shows an originality too often in motorcycle design.

The Duke has its moments with flat alloy yokes and instruments a la GSX-R750, but at an angle makes them legible to the Crouched down on the DB1 it’s to tell to within 500revs or 10 kph going on from the almost clocks.

Get close to a DB1 and size, or the of it, is what will strike you It’s tiny, a good inches lower than the But that doesn’t mean over 5ft 7in will automatically to buy the 750F1. Although Ing. didn’t make many when he built this the tank cutouts allow the legs to tuck out of the airstream the rear of the tank will you and the petite screen allows the to take the weight off your

Admittedly there is an ideal of rider, about 5ft 6in, who suit every curve of the but even taller pilots they could mould into the DBFs lines to a extent.

Most motorcycles are consuming to disassemble with nuts and bolts, which if not to undo, always seem to be over after the rebuild. Not so the Bimota. To remove the nose undo two 5mm Allen bolts, four Dzus fasteners a turn, pull out the indicators’ and, spreading the edges pull the section straight

Four more Dzus and the bellypan drops away. all that holds the main unit on is a quartet of 8mm Allen complete with beautifully spacers for the front pair, and a fitting to the rear light. you’ve removed the gas cap it just away.

Big Kawasakis and BMWs can take almost an hour to lay the Bimota takes five

Once the tank with its two taps and fuel warning has been slipped off, the compactness is even more The chassis is so tight, not a fraction of has been wasted within its No ancillaries have been to protrude and spoil the lines, the Fl where the battery’s location at the rear of the frame necessitates a looking, angular tail

On the DB1 the battery and the coils sit above the cylinder, while the top of the rear linkage and the airbox are crammed the remaining space behind the of the engine. The whole concept good on paper and looks better in real life. you use the engine seriously.

Nowadays, as as dynoing our test bikes we speed test them at the Proving Ground in Leicestershire, and it was we headed with high and the Bimota. They were after the first few runs; a top speed of 116mph was hardly for a sports 750. Try as we might we squeeze any more out of the bike.

In it got worse. After four or runs the bike wouldn’t full throttle and had to be nursed the redline at 8500.

Obviously weren’t right, so the next was down to Motodd’s rolling for a bit of investigation. The power figures the first runs were 51.1hp at 7500rpm wasn’t to set the world alight. The engine was around maximum torque at and misfiring at 5500. Touching the

gave us a clue — were red hot — apart being difficult to get at. How long the battery or coils last in sort of heat? And how can the engine any sort of power in that of heat?

Basic physics has it that the efficiency of an engine is improved the the difference in temperature between the charge and the exhaust gases. went to the trouble of designing an with intakes beneath the to make sure the GPZ1000RX gets relatively cool and that bike is the most machine we’ve ever So having a tiny intake the airbox at the back of a warm bay wasn’t going to help.

To matters worse, a hot engine exited into the bottom of the box.

So the engine was ingesting sticky air; obviously the mod was to junk the air box. Rather strip the entire bike or a hacksaw to the frame, we left the box in and removed the trunking to each instead. A pinking motorcycle on the is a recipe for disaster so we squinted the plug holes at the piston

The front pot was about right but was dangerously pale with the ‘… ash’ deposits around. Upping the jet from 135 to 145 the situation.

Who’d have such simple mods so improved a bike? Breathing into the carb throats, the DB1 now put out 57hp at 7500 without a of a misfire. We guessed that the inlet tracts between the had been affecting their in the mid-range causing the flat

And the fact that the fuel on the previous test had remained after 7000rpm indicated the airbox stifled the inlets more power at less full throttle. As it was, by the airbox and changing the jetting reaped a 12 per cent power improved torque spread.

the Bimota’s voyage of discovery on the the Ducati’s test was plain Six gee gees better, the Fl put out 63hp at the of a luscious spread of power at Another flat torque staying close to the 50.2ftlb at 4500 revs, and a specific consumption in the mid 50s indicated a nicely engine with easy potential, albeit at the expense of

Bimota DB 5 R

Unlike the other importers, up a Bimota doesn’t just the usual tedious journey London’s suburbs, Steve Sports Racing concern in Bollington just outside There are some great across the Peak District in part of the world and Julian the privilege of collecting the bike and it down to London. When he the rest of the office showered him questions about the bike’s and handling.

We’d all suffered a from the feverish excitement and for this bike that had our editor’s imagination over the few months. Strangely, his responses rather subdued. Yes, it okay, the engine was fine and the good. Okay, fine?

wasn’t what we expected to we’re talking about a here.

My first ride on the was of necessity not in the most ideal of An out-and-out sports bike can be expected to show well in city centre. But some of its were quite disconcerting. 50mph the DB1 refused to go in a straight

It felt like it had ratchet bearings. A motorcycle actually a series of balance correcting as we continually use the steering to follow a course. On the DB1 you found yourself the bars as the bike veered one way then another. When a solid wall of traffic a away on both sides can be unnerving to say the least.

Investigation inside the fairing a steering damper wound up to Backing it right off solved the but its location tucked away the fairing means it’s not to adjust on the move.

But once out on to relatively clear, open some of the Bimota’s attributes to shine through. It carries its low and feels even lighter my 250 Gamma racing bike. A of 1380mm and a 25° rake angle with this svelte to give steering that 70mph is so quick but effortless.

fast sweeping bends some forceful riding and the will reward you with a smooth rhythm. Use the Goldlines with just two fingers to elicit a stoppie, then tip into each corner. The DB1 to this sort of treatment by to the line every time.

But in the more usual bumps and along with a series of bends and the DB1 begins to suffer.

For a I don’t know whether the tyres or the suspension but on slow the DB1 feels incredibly unstable. have been happier on a at times. Those 60-Series which the Italian firm are as radials work very at higher speeds, although aren’t perfectly matched to the leaving the last 5mm of the tread on both tyres.

But having a wide, low front makes the from straight ahead to over very sudden at speeds. Come to a roundabout and you penny bit round it as the bike in then picks itself up I almost went for a trails dab one

The brakes are incredibly powerful any sort of fade but then you hit a and because you’re traveling at than the legal limit the totally fails to absorb the and the bike adds head to its repertoire. Ride the rear end the same undulation and your is kicked out of the seat by the Marzocchi’s response se. Spring and damping were too stiff for the road.

was with the lowest damping and preload wound as far back as the up C-rings would allow.

For two so similar in many areas suspension, brakes — the Fl and DB1 have handled much differently. A DB1 owner will like he’s mounting a when he gets on the Fl. It’s and thin and only carries 5kg weight than the Bimota.

he arrives at the first corner in for some more surprises Racing (remember this an Fl replica) and fashion dictated a front wheel. But Ducati loath to lose their stability so they kicked out the to 28° with a long 155mm of Consequently our friend might And missing the apex and running in to the on that first bend.

The much heavier than the and needs a firm hand, but weight, a 16in wheel and body English mean you can direction just as quickly you’ve put in the initial effort. As it is the needs the steering damper in among the fairing brackets and tubes when heavy set the front tyre kicking. four is normally good The Ducati’s behaviour is more too; it’ll behave in the manner at 25 or 125mph.

Pirelli’s Phantoms help Their rounded profile for a linear steering feel, not the and grab of the DB1.

Round two at The DB1 sailed past the lights at an eight miles per hour with it responding cleanly all the way the redline at 9l00rpm. Better, but the Fl it with a best of 131 at 8500rpm. up and down I got to appreciate the Duke’s screen that leaves you and the V-twin together in a bubble of air.

While you’re pulled down onto the tank doesn’t rise up your solar plexus on the DB1 — and the seat’s more The aches don’t get through, but does. Above 5500rpm the from the footrests becomes and even gets painful long motorway hauls.

It may not be rate, but the Fl’s suspension is compliant than the DBl’s easier to fine tune at the You could ride this through the bumps, not around all the time. In short, it’s usable.

While the DB1 will to the poseurs of this world and some great times too single minded. It was -obviously direct from race-* experience. Ing Martini believes races are worth 100,000km of testing.’ But just as a circuit no concessions, neither does the

You’ve got to be prepared to ride it and I suspect Ј7500 is too big a block for people’s enthusiasm. It’s got the looks, but I’d only be to pay an extra SI500 for them.

The Fl has serious style of its own. to detail is a lot better than any Ducati. Cagiva are obviously a closer interest. Just at the beautiful engraved alloy cap and the quality of the paintwork. This isn’t going to tarnish

Add to that the fact that motorcycle’s performance is usable and got a winner. To be honest I much the Ducati’s handling to the Bimota’s, so the benchmark when it came to

The DB1 seems to have dominated test but that’s because we and retested it as we solved some of its The Ducati just performed exciting at times, but always It proved itself an all-round and one that played on the emotions of the just as the DB1 did before reality over.

The 750F1 is one of the few bikes on the today that allows the to at least subvert reality in a of noise, colour and speed. And worth

Source MOTORCYCLE 1986

Bimota DB 5 R
Bimota DB 5 R

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