Bimota db4 — Cycle Torque Magazine

26 Фев 2015 | Author: | Комментарии к записи Bimota db4 — Cycle Torque Magazine отключены
Bimota DB 4

SuperLithe Italian

Test by Tim Pics by Nigel Paterson.

and form are rarely combined complete success. Too often, which is effective is ugly and which is beautiful is merely In the 1999 DB4, powered by a 900SS donk, Bimota has a mechanism which performs the of a sports motorcycle at the highest while being an expression of the as an art form.

In terms of motorcycle the Italian Bimota factory is yet its products have established as innovative in both engineering and Looking back, it is clear Bimota has made a significant to motorcycling, often by being enough to put into the market machines which no volume could afford to risk, the hub-centre steered but ill-fated for example) yet each one found a in the garages of the enthusiasts who recognised the for what they were: a apart from the mainstream, different, something better. individuality has always come at a but that has never been a

By their nature, sports are not designed as all-rounders and there a general philosophy that will overlook the short-comings as as the bike delivers the sporting In the case of the DB4, the sporting are very strong and the styling is state of the art, yet practical are wider than you would think.

You can’t use it to carry the weekly shopping (well, not you exist exclusively on a diet of bush walking tucker) but you find it competent for many tasks. Just be prepared to your way through the crowd of whenever you park it. Life is of choices

I was at Phillip Island for the round of the World Superbikes and were two ways of getting take another ride on the big budgie or ride back on the Bimota DB4 in the country. Can you imagine the I spent with the mental which attached itself to choice?

Post-race traffic streaming out of the is always full of motorheads on and in cars, all trying to prove their skills are far superior to of the leather-clad heroes they’ve the day cheering on. Such transport can be dealt with either by in one lane and silently stewing or the pin and disappearing. I chose the pin – the Bimota me do it, honest.

Only when I was for the night back in Melbourne did I just how easily this machine had dealt with tightly packed, high-speed Light and narrow, with response from all controls, it had quickly to the drudgery of commuting but to be you would have to see it as a guerrilla rather than a plodding soldier in the cut and thrust of street

But Melbourne is a city and although offer few opportunities for a stallion to its legs, they do provide scope to indulge the stylistic which is such a feature of motorcycle. Look at it! ‘Unusual’ is the pedestrian description, but ‘exotic’, and even ‘outrageous’ more describe the crisp picture you see you.

The actual shape of the components is more consistent accepted practice than has the case with previous What sets the bike is the choice and distribution of colour and the is one that is worlds away other bikes. Where manufacturers are currently pursuing air-brush graphics, complete ‘signature’ embellishments to create a camouflage effect of mixed Bimota has reverted to turn-of-the-century as the basis for their styling.

in Milan (how appropriate) in the members of the then avant-garde movement sought to liberate from the weight of its past and to modernity. They were by machinery and transport, and their art to capture movement and speed the use of angular forms and powerful which conveyed a sense of

Bimota has embraced this philosophy and expressed it in a bold of stark, pure white, green and metallic red which, just happen to be the colours of Very fitting. Beauty is and although the styling will not universal appeal, from an viewpoint, this bike is from every angle.

The are assembled by hand by individual and the quality of build positively at you. I found myself sitting and looking at it – running my eye each well-crafted component and the pure magic of the mechanism

cruising, combined with would become a favourite with this Bimota. quickly become onlookers who are into enthusiastic scrutineers as examine every aspect of the You will be forced to politely their inquisitive admiration you sip coffee and answer questions.

If you to be the shy, retiring type, park it across the road and from a safe distance.

On the

One road out of the southern capital is the Hume Highway. Any other is preferable if you have no time so we headed north by way of just every twist and turn the good roads of Victoria provide. In that sort of the Bimota promised to be an absolute gem and I was looking forward to carving the curves.

Morning dawned, was eaten but joy turned to gloom as I in vain to wake the Bimota. – safe in the garage – it had become brain …. No sign of anywhere.

Be not fearful, because as an this would only to you once.

Instead of the usual ignition switch, Bimota has a complete cut-out and if you leave the parked in gear, all electricals the parking lights) are disabled. was set at 12 clicks off full hard, and rear, compression and rebound. setting proved okay for roads, but was far too stiff for anything

The spring rates are on the stiff even for my weight of 85kg, and I settled for suspension settings of soft for compression and rebound and 20 clicks back for compression and for the rear.

On the road the DB4 is very balanced. The frame, suspension and complement the engine but they are overwhelmed by the available power. The quoted output of 80ps is to give the Bimota rider of thrills without getting the full-on fear zone.

the level of handling and road provided by the chassis, the power is enough to keep the Bimota up sports bikes of considerably power output and as long as the contains plenty of bendy and a few surprises, the ease with the bike can be hustled along than compensates for the moderate After all, power is not an quantity – what you do with it is more important than how you’ve got.

Over roads, the suspension was best soft but it was never really if asked to cope with more than small Anything in the … crater was to be avoided at all costs – the bike is low and the pan will scrape. Medium-sized had the bike skipping merrily the road with no loss of stability, just airborne

Rising in the saddle – motocross – was required to maintain painless

The roads up over the Snowy provided plenty of opportunities to the bike’s good qualities and its failings. Fast, smooth could be taken at ridiculous with the very precise, and neutral steering combining the fat Michelins to ensure complete Bumpy corners required selection of a line which allow for the occasional sidestepping.

The lesson is to keep your peeled to read the road Any time the bike needed to off speed, either a little or a the brakes were brilliant, no Power, feel, lever all of it. Brilliant. There was only one fly in the ointment but it’s a serious for a motorcycle with such sporting credentials, the twist ratio is absurdly low and to get things needed a big double take the right hand.

Around it was not a problem, but out in open country, the and therefore insensitive throttle quickly becam e a chore. The is simple of course: install a action twist grip. But you have to, it should be standard

The machine is strictly a sporting

There is no provision for a pillion no ocky strap tie-down and the plastic tank cover not hold a magnetic tank If you need it, it must be carried in a or … bag. Now here the silly bit: sports are focussed, right? You don’t on a sports bike, right?

I put in 17 hours straight on this over some of Australia’s touring country and I never got a …. For some reason – not by close inspection – the thinly seat was very comfortable. I did lift my weight off it frequently high-speed motocross over the poorly maintained (read back roads but my … complained.

To be honest, it rates as one of the comfortable bikes I have in a long time and it fitted me And no, I’m not getting counselling. Well, not for anyway. The Bimota DB4 is a bike to in love with. It is finely and represents the very epitome of the Italians do so well: produce a with soul.

It is a motorcycle that sets you I could say that it sets you far the madding crowd but that’s not true because every you park it, the admirers flock

The Engine Room

Driving the DB4 is the twin-cylinder, two-valve Ducati V-twin. With bore and of 92 x 68mm and compression ratio of the engine is very similar to found in the current 900SS, but the Ducati, which uses fuel injection, the Bimota two 38mm carburettors. Power is a modest 80ps at 7000 rpm and the is smooth and linear.

On the test the engine was a very sweet indeed, with no annoying of vibration. It needed around to wake up and get operational and strong was delivered from six onwards. it had but few kilometres on the clock, it was very and a close eye was needed on the tacho or it easily run up to high revs, would have been unkind to such a new motor.

is 2.0:1 for the gear-driven primary, first at 2.47:1, second third 1.35, fourth fifth 0.96 and sixth Final drive ratio is with 15 teeth on the gearbox and 38 on the back wheel. The overall felt a little too low but that meant that maintaining the speed limit in fifth or was not too tedious.

Fuel consumption for the averaged 13.4km/L, with a of 12.6 while playing over the Snowy and 14.2 the unwelcome attentions of the nasty traffic velocity management For a light (165kg dry) these figures are not economical but I was weather protection and a bulky pack, rather than leathers, which would contributed very significantly to the factor.

The tank holds 20 but I found it blinking the reserve at around 170km, with the staying on at around 180. on the fuel consumption, this indicate a reserve of about litres, which seems generous. The Structure The chassis, the frame, the brakes, the suspension, the etc are all made in very high components and are superb.

The frame is in oval-section aluminium with welds to drool

The brakes are Brembo: twin up front with four-pot piston calipers and single disc, twin opposed The suspension is fully adjustable wheel travel of 120mm and 102mm rear, but the spring are on the stiff side. Lighter particularly may need to change to soften the ride.

Steering is 23 degrees, trail is 91mm and diameter is 43mm. Wheels are x 17 front and 5.50 x 17 rear Michelin rubber of 120/70ZR17 and respectively. The Clothing The finish of the is outstanding and there were no examples of poor finish.

All of the panels fit well and all edges are

The only place found was the area inside the fuel The plastic fuel tank is beneath the one piece seat/tank and access is gained through the cap recess. The aluminium surround is and a moment’s attention with a smoothed away an edge the potential to cut the fingers as they the filler cap.

The Tape Maximum length is 2000mm, width is 805mm, maximum is 1155mm, the seat height is the dry weight is 165kg which the bike at around 180kg oil and some fuel.


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