Bimota YB9R Sei

9 Мар 2015 | Author: | Комментарии к записи Bimota YB9R Sei отключены
Bimota YB 9 SR

Given the success of the SR series, began on the subsequent SRI model fuel injection in place of It was essentially the same bike as the SR and can be distinguished by small details. are carbon fibre air intakes, screen and a parking light.

The now breaks down into pieces for easier dismantling. The YB9SRi was launched in 1996 to the carburetted YB9SR. The SRi was unique at the because it was the only 600cc bike available, and remained so Triumph’s TT600 appeared in

The SRi design was typical of Bimota’s at the time. The Rimini-based firm FZR600R and Thundercat engines Yamaha, then installed in the firm’s own custom-built supersports A racing aluminum frame was with the highest-quality chassis available, and the engine fitted Bimota’s own intake and exhaust

The result was an exotic sports at its best on the track, but also to a very high, if occasionally standard.

Source Injected from RPM magazine, March by Alan Cathcart

It was only a of time before the modern era of management systems and electronic injection arrived in the 600 supersport and equally inevitable that it be Bimota that ushered it in just as the did a decade ago in the Superbike

By launching the latest version of four cylinder 600 sports the YB9sri now entering production with their own EFI developed in with TDD, as well as the uprated YZF600R Yamaha from the new Thundercat, Bimota raised the stakes not just in the bit also out on the race-track, both in the 600 category and the GP world’s spin off bikes class.

Yet in doing so have also produced a legal homologation special is actually far more user on the street than the carbureted it replaces, thanks to the responsive up from the EFI, combined the extra power it delivers all the way the rev range.

Based on a days through the Marche hill behind Bimota’s Rimini on the first YB9sri off of the production I’d say the 600 street class has a new — albeit at the premium commanded by the Bimota name.

A hand built limited hard noised race with the extra sophistication of EFI the sells in its Italian home for 25,700,000 lira (Ј10,700) to the carbureted YB9 sister at 22,600,000 (Ј9,400) — or a Yamaha at not much more than that. Superbike prices for a out supersport.

Still, for sure a production of the first batch of 250 injected Bimota 600’s being built will end up on the tracks of the world, especially to the dominance of the Ducati 748sp at Championship level, where the Vee Twins made full use if the capacity and weight advantages to them under the rules in last season.

But in 1996, the minimum 170kg weight the same for all bikes, the Ducati’s not be having it so easy — and of Thunder bike racing permits 600cc fours

That being the case, newly signed Australian rider Fred Bayens fourth in the 1995 Thunder series and second in the 1994 Supersports Championship — have a great chance of Bimota the GP circus four crown this season. And defeating the works Ducati to win the 1995 Italian 600 title all the odds on the factory Bimota YB9 Michele Malatesta and team Miki Gallina (son of 500cc team manager are bound to be serious contenders for the Supersports title with new fuel injected YB9sri

Junior superbike racing? like it. Concocting the YB9sri has much more than plugging in a Thundercat engine to the old FZR600 motor, and waving a wand over it to add fuel

However whilst retaining the basic format as the previous FZR design (chassis pick ups are the as before, for example, unlike on the Thunderace, and the engine castings

The Cat engine used forged instead of cast ones for reliability at high revs, and for the reason has an all new crankshaft made of material to cure the high rpm failures suffered by some Supersport teams at 13,000rpm or in the past couple of years. The new also has lighter, smaller for improved engine acceleration, is helped too by a smaller ignition

The result delivers 100.5bhp at the at 11,500rpm on the Yamaha Thundercat, with 36mm carbs whereas without any mechanical (same crankshaft, same compression ratio etc.) the engine delivers 106bhp at the in the Bimota guise, running a higher at 12,500rpm and translating to at the rear wheel. The difference from the TDD/Bimota fuel package, with four throttle bodies, a single per cylinder, and a high pressure fuel pump running at 3 all controlled by the ECU mounted on the rear beneath the seat, via a total of sensors, monitoring coolant ambient air temperature, air pressure, position and RPM.

Six percent power at the top end is a hefty improvement alone would justify EFI — but the benefits are all the way through the rev

There is 51-rear wheel bhp the injected motor at just compared to 47bhp in the same day testing from a carbie with corresponding improvements in from 56.2Nm to 60.1Nm at the revs. This translates to improved mid range pick up you ride the bike — the that made me want to dyno sheets when I got to base. Add in the better response off a closed or partially opened and the benefits of the EFI start to justify its cost — especially as the does not have the same all or delivery as the previous four homologation special fitted TDD/Bimota fuel injection, the Suzuki engined SB7.

The twin spar chassis, from Anticordal aircraft has the same basic design as the carbie’s bike, but now has a cast frame brace in front of the wheel, to which the similarly rear upright incorporating the arm pivot is welded.

This an even more rigid to cope with the extra delivered by the new generation Supersport tyres, which ever closely resemble slicks a nominal tread pattern into them.

Those to the street YB9sri as standard are Hi-Sports — though Fred (Bayens) will use for T Bike racing — on new, very distinctive alloy wheels made to design by the same company who the wheels fitted to Ferrari and sports cars. The weigh the same as the Marchesini’s used by before, but the rear is actually at 5.5 instead of 5.0 on the carbie YB9, the swing arm widened slightly to it.

This allows Bimota to fit a 180/55ZR17 rear tyre of a 160/55, still combined a 120/70 front on a 3.5 wheel as What was this about Superbikes? Though chassis is otherwise unchanged, the 1410 and 24-degree head angle just 95mm of trail the YB9sri feel even like a four … bike than ever

The reason is a combination of the rear height setting on the bike as I it, and the closely coupled riding with the narrow distinctive bodywork (now with a way split for improved access) and its Vee neck Bimota screen.

The bike had just returned the Magioe circuit, where the development team had set up its handling for racetrack mode, with a 7mm rear shock setting, to a substantially increased rear height, compared to street This gives adequate at racing speeds with the grip from the fatter tyre (especially for the freer Bimota exhaust which to the 6% power increase), but at the cost of the chain rub hard on the swing arm on the run, producing an irritating as well presumably undue

It also delivers a radical position that is more than Supersport 600, a lot of your body weight on arms and shoulders, thanks to the low set ons which are steeply raked. makes the YB9sri as tiring to for any length of time on the street as Max 250 Aprilia is on the track, making 150 mile thankful from the 20 tank a physical challenge of

A two hour stint of coping switch back mountain left me rueing the Max factor sore wrists, exacerbated by the braking delivered by the Brembo front discs another weapon in the bikes armoury for racing. Though more effective steel rotors than the more expensive iron discs used on the equipped Superbikes, these are a big over similar budget I have used recently, noticeable improved bite, with lots of sensitivity allows you to … off a lot of excess or alternatively to squeeze hard and get the wheel waving in the air.

Bimota YB 9 SR
Bimota YB 9 SR

And it does, thanks to an increased end bias with the higher ride height setting. But the mounted street squirrels need to bullwork their into beefcake Bayens to prevent the Max factor taking its — either that. or the rear ride height a and go for longer chain life as

But set up as it was for the track (and the suspension is fully adjustable, so you can tailor the for individual tastes) the Bimota’s was flawless. You have just got to about changing directions and the does it — yet without twitchy or nervous, and without any wobbles over rough as bikes with radical ready geometry have known to do. It also does not the front wheel under on mountain turns, even braking into the apex, and a key in this is the surprising quality of the forks.

Lets face it very recently, Paioli was budget class second stuff you only used if the was right. But now they have their development and manufacturing up several gears, And Bimota’s are the immediate beneficiaries. The 43mm on the YB9sri are set up pretty stiff, so is not a lot of front end dive under the braking those Brembo’s are of — but the surprising thing is they did not chatter the front even when in the cool sunshine, and handled the broken of the frost ravaged Marche really well, ride is truly exceptional for such a wheelbase bike weighing 175kg dry.

The Paoli shock — fully fro pre load, compression and rebound, the forks come only rebound adjustment as standard compression is available as an option also coped well the changes in road surface and a series of whoop-de-doops that caught out other bikes I tested over them, aplomb. You can actually feel the response of the Bimota linkage at as you rise and fall over a of bumps that any Irish race would be proud of but the same shock setting with the fatter 180/55 tyre to give excellent Final Final Drive out of at the expense of only a little steer compared to the narrower tyre fitted to the carbureted And the bigger tyre definitely did not the steering in the form the bike was set up in it still flip flops through a series of curves an Aermacchi fighter aircraft on with embarrassing little effort to make it switch

This is a really well and nimble four cylinder …, with poised yet handling the equal of the Ducati 748 and I know of no better compliment in bike terms. In Iniezone guise the YB9sri will be mainly in the red of the test bike continues as an option) which it is exactly the same shade of racing red as a Ducati 916 Superbike is a bit of an — but then Bimota’s Supersports rivals are just up the road in Bologna pinched the trade mark yellow for the 748 Desmo, so maybe they are repaying the compliment.

Finish is as you have a right to expect at price levels, but the fact the custom made instrument is offset to the left (presumably to the all important rev counter more looks plain tacky, of a special builder, and should be pronto. I would also to see a digital temperature gauge on a like this, and a little padding on that Road rear seat would be though maybe its board quality is all part of the Max factor?

position is great, and the gearchange smooth and slick with less upward gear a cinch. But the EFI did not seem to have a program in it, so that firing up the after a photo session at promenade in barely double-digit weather left it constantly until the temp needle out of the blue. Solution? Pretend you are Fred and blip the throttle to the motor in best paddock mode.

Still in the natural of a choke knob like the YB9 has in the middle of its fork stem, the EFI to be reprogrammed to compensate.

But once you do get the Bimota’s Thundercat hot to trot, it will convince you of the of EFI, with a seamless of power delivered in hyper manner. The YB9sri pulls from just 2000rpm even when you gas it wide this low down, it does not or snatch, just build slowly at first, then noticeably faster pick up 5300rpm upwards.

Then at engine speed really with a rush of revs up to the redline that is not fierce to unhook the back wheel cranked over on coldish The YB9sri really motors up but it cranks out the power smoothly as as smartly.

The EFI delivers the instant of a set of flatslides, with out their Best of both worlds, — and well worth the fee to the Bimota owners club.

But it is not in comparison to its carbureted counterparts in the paddock that the new Bimota has an Well made, with no or rattles from the three bodywork even on this used development bike, it is a more sophisticated and well bike than the firstYB9 I two years ago. The improved specification delivers better more tyre and uprated

Taut and tight feeling, the has the responsiveness of a superbike coupled the nimbleness of a GP racer, packaged for the with the allure that Bimota can deliver to the four sportsbike scene. It provides the new for others to aim at in the Supersport 600 class, on and track alike Fast a lucky Ocker!

Source Aggressor, from RPM magazine, 1996 by Alan Cathcart

Bimota YB 9 SR
Bimota YB 9 SR
Bimota YB 9 SR
Bimota YB 9 SR
Bimota YB 9 SR
Bimota YB 9 SR
Bimota YB 9 SR


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