Bimota SB5

21 Май 2015 | Author: | Комментарии к записи Bimota SB5 отключены
Bimota SB 7

In twenty years or so when the of motorcycling over the past comes to be written, classic of the 21st Century will be to take a dispassionate look at we may call the Bimota Syndrome. take one bog standard megalump of origin, devise your own system, and lay the result on a table. ample supplies of high chrome Moly Columbus ditto sheets of ultra and very strong Avional and aircraft alloy.

Mill, stamp, weld the said around your power then hang the very in aftermarket components and accessories. as Forcelli Italia forks, Brembo calipers, floating De Carbon suspension units Not happy with the steels Make your own in aircraft with four sections and riveted together — 16 front rear.

Then put the thing together within a alluring but voluptuous set of bodywork superb graphics and a high paintjob, multiply the price you thought of by two. Just sit and wait for the orders to flow in as would not be seen … on else but the best, Because no mistake, when it comes to road bikes, The best has Bimota.

Of course in the same way as description of design and construction of beautifully made products of the based company is hopelessly so there is much more to the Bimota Syndrome than simply saying that buy them because they are and expensive. Perhaps we may have to for our 21st Century man to take a objective look at the why’s and to give the answer, but there is no that not only have products always been made, they also set new of road holding and handling at the end of the and early 80’s for bikes by oriental multi cylinder

And there is no doubt that for Bimota customer over the who has been a pavement poser, has been another riding the hard enough to explore the potential it offers. Not for anything is easily Bimota’s largest with its no limit Autobahn’s and the mountain roads. Yet their is Japan with its crucifying restrictions and predominantly image Motorcyclist population.

All of which makes the fact it has taken Bimota almost ten to build their first capable of use as either a single or seat machine rather Not being a two-wheeled boulevardier I do not really know what these people tick, but have thought it was desirable to someone along to show off to in you cannot find an audience else?

But at the same time and seriously, there is no reason riding a sports bike be a solitary experience most deem it ought, while at the time I don’t honestly having someone on a pillion I exercise the 150 mph potential of a one litre or bigger. What is more therefore than to build a capable of ready conversion one to the other without adversely either the performance or handling or, lets face it the looks?

The SB5 is that bike. Like the seat SB4 from which it is (a slightly longer wheelbase, suspension curve and altered distribution, together with the rear seat squab are the real differences between the

The SB5 is powered by a standard 1135cc Suzuki engine, supplied to Bimota (together with the cluster) by the Japanese manufacturer in a breaking agreement that no longer have to buy complete and hope enough people their GSX1100ES’s to enable to sell off the unwanted stock of parts. Nevertheless, an increasing of local Bimota Concessionaires, as British distributor Dick of FCL in Cranleigh, are buying frame and building complete bikes out of available engines in order to slightly the, by any standards, high price, figure at Ј9700 for the fastest dual road bike in the world, and now you why it is called the Ferrari of Motorcycles.

Who said the best ever cheap? I’ve ridden a dozen different Bimota’s the years (yes I know job is hell isn’t it?) but I have always admired execution, I must honestly that even if they half the price I have really fancied owning even though I have liked big bikes and with my build find it hard to comfortable for a long ride on like a Ducati 600 TT2 replica.

that part of the problem Bimota’s in general for me, they are low built and the 16 inch front and wheels means a low seat which is compensated for me by jacking the up a bit higher than I like to sufficient ground clearance. I am not big a fan of 16-inch wheels anyway, if the Bimota has not suffered any of the high-speed problems latterly experienced by the testers with bikes with two 16-inch rims.

I do not the way such machines sit up on you under and try to under steer straight especially if you have the anti torques up, because the degree of effort you have to exert to down on the bar in order to make it go you intended completely negates the steering and more positive control you get with a smaller And before you remind me that (though by no means all) GP bikes have 16 inch let me point out that you need a lot effort to tell a 90-120 kgs where to go than a fully road bike scaling as much or more.

Anyway back to Bimota’s. I the real reason why they never really enthralled me is a one, they are just too made. I feel subconsciously I be looking at them rather riding them, admiring all the bits and bobs that designer Massimo Tamburini and his Federico Martini, stick on the to make them work.

The itself is a work of art, on the SB5 you the design first pioneered by on the Honda powered HB3 five ago, now copied (but not by Yamaha on their FJ1100, the frame tubes triangulated and in front of the steering head to an immensely rigid structure, and the engine cradle formed by two plates bonded and bolted to the top and frame tubes.

The well rear steel swing arm the rising rate de Carbon suspension via a series of beautifully rods and rocker arms, joint and spherical bearings all — and look at the little like the eccentrically mounted stop for the brake pedal itself a masterpiece of the alloy trade. Riding such an creation has always been for me the equivalent of siting in an expensive and thinking how I would rather be into a glass of beer, because I know I would more comfortable.

Maybe if I afford to buy a Bimota myself I not feel this way, and I most people who can and do probably nothing of marching into a star Michelin noshery in leathers (Bimota ones, of and ordering up. Ah well — how the half-lives. At least for a day on my last to the factory I was able to borrow the SB5 test hack and spend a day on it.

It was a case of second time in a way, because I had already the SB5 briefly at the Bimota test last November when I to tame the Tesi. Bimota had had to some stick from after that because of my comments on the radial tyres to the bike. So they were for me to try again for a longer stint.

Oh well I suppose if you insist….To be I felt more at home on the than on any previous Bimota, and back on it afterwards, I think are a number of reasons. First of all yes Mr. I think you tyres are OK on a warm day on dry roads, but I remain to be convinced how they perform in the wet, weather and their wear

Bimota SB 7
Bimota SB 7

Though the latter not first I admit. I have seen a go through its rear Pirelli to les than the British legal in a shocking short time. And do seem to wiggle a little in a line. I still want to what advantages these have over the Michelins used to use before, or indeed own excellent non-radial Phantoms. I it was only the Japanese that if it was new it was

Anyhow, back to the bike Maybe it was because it was well — and certainly had a tired which sounded a bit rattley, and in of a tune up — but during the time I spent on the Sb5 I got to feel comfortable with it. Sort of a comfy old boot that on and off easily. I decided to forgo my blast down the autostrada to and beyond in favour of a slower through the hills and valleys of San — in which pocket country, incidentally resides the looking Police person in the whom I stopped to ask directions,

but is another story. It was a nice spring was in the air, there was any traffic — yes I know it is a lira automatic fine for the white line even in San but I do not think they have any cops there and certainly not the that hide up the side

Flipping the bike easily one side to the other, up and down the roads, squirting the big Suzuki between corners in third with even this used engine offering of torque and making gear almost redundant, squeezing the Brembo brakes hard for an but instant stop when a hay cart pulled out in front of me, or a corner revealed a snail tractor creeping along in the direction in the middle of the road it makes a nonsense of the road 50 Kph on a winding road on a Bimota?

You be joking add a one in front and you still not get into any trouble — probably not anyhow… Part of the effortless behavior over than ideal road with frequent turns can be to the experimental Marzocchi M1 forks to it for evaluation, which have in hydraulic anti dive by means of a knob in front of the fork leg) and air damping. seemed to have really suspension response, did not freeze heavy braking, and also did not the bike sit up in corners as much as I with the Forcelli’s, even if did not have any anti dive at Strange.

Anyway Bimota to fit these new generation Marzocchi’s to the DB1 engined model, and introduce on the SB5 as well once development is in the autumn. However, that an extended life for the SB5, and I not help wondering whether the has not swung away from type of bike. Bimota Guiseppe Morri plans to 300 such machines this with the demand for the dual SB5 such that the SB4 has effectively discontinued.

But now that the Japanese have producing what amounts to an line Bimota at half the the Italian companies traditional of well heeled connoisseurs is seriously eroded. Add to that the day emphasis on 750 sports machines and the fact that Bimota only ever produce one of less than 900cc neat little GPz550 KB2) starts to look a bit of a

No wonder Morri and Martini are on the DB1 and more importantly the FZ750 machine (the YB4?). I think that will be my of Bimota — well you can dream can’t you — now my ride on the Sb5 tester has cured my of falling for the seductive charms of the lovely.

It will be interesting to see how copes with the design of those down draft especially given the SB5’s orientated steel tank by the fibreglass seat / tank But I am sure it will look However if you want to share Bimota biking you will have to go for the SB5, which for time will continue as the dual seat option Rimini. Just make she holds on tight when you into that fast at 200 Kph plus

Source Alan Superbike August 1985

Bimota SB 7
Bimota SB 7
Bimota SB 7
Bimota SB 7


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