Bimota DB4-Bimota

26 Мар 2015 | Author: | Комментарии к записи Bimota DB4-Bimota отключены
Bimota DB 3 Mantra

Source Bike Magazine of

Bimota has looked to a lean and V-twin to help pull it out of the stuff. Back in 1985, the success of the DB1, its first Ducati-powered model, rescued the from a financial crisis. Now and his team are hoping they can off the same trick with the which combines the engine Ducati’s latest 900SS an oval-tube aluminium chassis to that of the loopy Mantra

As usual Bimota doesn’t any internal changes to the 9()4cc, V-twin. Ducat) uprated the old two-valves-per-cylinder lump for last 900SS, giving it new cams for better breathing at high liimota adds its own twin-pipe and, surprisingly, replaces the new fuel-injection system with the model’s 38mm Mlkunl complete with liimota-dcsigned

The chassis layout is almost to that of the Mantra, based a triangulated tubular aluminium that weighs just The cantilever swing arm — aluminium -operates a diagonally-mounted shock. At the sharp end, Paioli forks are held at a 23 angle.

Let’s throw in more little figures. a wheelbase of just 1370mm, a height of 800mm and a dry weight of 165kg, Bimota’s DB4 is shorter, and lighter than Yamaha’s R6. short riders will be to plant both feet on the ground, and you barely have to forward to the low clip-ons.

Like the the DB4 won’t appeal much to who demand power and speed all else. The Duke’s claimed output is a mere 80bhp at and although the Bim’s free-breathing means it barks louder, it have any more bite. the 900SS, though, the DB4 combines mid-range with the old air/oil-cooled lumpy charm.

The use of carbs retains the DB series’ simplicity, and they’re cheaper. But my ride on the hilly, twisty inland from Rimini, the Bim from an erratic idle and an slight glitch just 5000rpm, suggesting the Mikunis better setting-up.

That prevent the DB4 from being fun. Its low-rev snatchiness at about 3000rpm. There was power from four and even more from five, before the sohc began to run out of puff at eight lOOOrpm or so short of the limit.

In the 60-110mph zone where you most time on the road it was rapid, aided by its light and broad spread of torque.

tailed off above about but with its pilot hiding the low screen, it would probably 135mph. More power occasionally be nice, but on these that was plenty. Throttle was light, the six-speed gearbox and the mid-range grunt made wheelies a doddle.

The DB4 lives up to tradition for light, rigid With such sharp and so little weight the little can be chucked around with flicking rapidly from to side with minimal on the bars. Yet, apart a slight tendency to be shunted off by bumps in the road, it was super-stable

Much of the credit for that to the suspension. The fairly firm, Paioli forks gave feedback and helped make

Bimota DB 3 Mantra

one of the sweetest-steering bikes on the road. And the shock was excellent, keeping the end under control even the Bimota was accelerating hard out of corners.

The familiar braking of 320mm Brembo discs and calipers had plenty of bite, needing a fair bit of lever Pirelli’s super-sticky Dragon radials found grip, in the most dubiously surfaced My only cornering problem was in turns my right size 11 tangled with the carbon-fibre shield, which is too close to the

Other carbon parts and the patriotic red-white-green bodywork finished to the high standard of Bimota, but not always achieved in the New boss Tognon is conscious as a manufacturer of premium-priced bikes, quality must be impeccable. By standards the hand-assembled DB4 is competitively but it’s still more than plenty of the far faster machines.

Overall it’s a leap forward from the DB2 of a few ago.

Same cobby same flickable handling, minimalism and overtly ‘Italian styling. A tried and trusted of a theme, and ideal for rebuilding in a company that needs it.

But after all the niche assessment a bike like this never forget that the DB4 is a … ride.

Source Magazine of 1999

Bimota DB 3 Mantra
Bimota DB 3 Mantra
Bimota DB 3 Mantra
Bimota DB 3 Mantra
Bimota DB 3 Mantra


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