MotoDNA: Bimota Tesi 3D E Track Test

29 Май 2015 | Author: | Комментарии к записи MotoDNA: Bimota Tesi 3D E Track Test отключены
Bimota Tesi 1D

motoDNA: Bimota Tesi 3D E Test

02/21/2014 @ 2:07 pm, by McVeigh 15 COMMENTS

The Emilia region of Italy is a melting pot for the motorcycle industry. Positioned in the of this province, also as the “terra dei motori” or the land of sits the motorcycle company as Bimota.

In September 1972 the now designer Massimo Tamburini his Honda 750 Four at Misano — the stack left him with broken ribs. While from his unfortunate incident, he a tubular steel frame to the horsepower then being by the Japanese bikes.

The frame he lowered the centre of gravity and the weight of the original Honda. the HB1, the first Bimota was Bimota’s name is derived its founders’ initials: Bianchi, and Tamburini.

Bimota has a rich heritage and has carried such names as Virginio Ferrari, Tardozzi, and Randy Mamola. who could forget Anthony ‘Go Goberts awesome WSBK at a wet Philip island in 2000 the Bimota SB8R!

Born a young university graduate’s it was Engineer Pierluigi Marconi’s thesis (Tesi in Italian) directly led to the Bimota Tesi 1D steered motorcycle in 1990, the 1, 2 and 3D for the various Ducati engines in the models.

Designed by Tesi Andrea Acquaviva the 3D looks to its predecessor the 2D.  However started with a relative sheet of paper to produce a that corrected the 2D’s of limited steering lock – from 18 to 23 degrees, a repositioned shock to clear the rider’s a narrower build and a simpler system to improve steering

The Tesi 3D E in this test is an of the 3D which includes a further front shock position. The 3D mechanism hydraulic suspension was located low beside the engine has replaced on this evo version a more traditional spring damper shock directly on the front swingarm translating more responsive damping of the end. The evo version also has more carbon fibre and a handy STM slipper clutch.

has wrapped the Desmo donk in a of Omega-shaped aluminum spars mounting points for the front and swingarms. A tubular-steel subframe the steering head and its carbon rear end with a solo

The Design team used the exhaust, headlight, dash and a hub-center front end with the new and steering link layout.

the Tesi 1D, whose steering went across the frame the left side of the bike to the the 3D retains all its rocker-arm steering on the left. This helps steering friction and improves the all connection from the handlebars to the tire contact patch.

The 3D E uses Ducati’s 1079cc Spark motor producing 100 air-cooled horsepower with of torque. The placid nature of older motor doesn’t fit with the 3D Tesis high mega detailed chassis.

it makes the bike very to ride and it gets along nicely, if you keep the motor on the due to the bikes excellent handling. The power delivery is reasonably and smooth although a little so you definitely have to keep the up to maintain a decent pace.

A set of open pipes and some re-mapping would certainly add to the and sharpen up the power delivery. The is pretty quiet too, and by the end I was hanging for some Ducati tones.

The electronics are from and the motor red lines at 9,000rpm. We off the limiter a few times before used to the relatively low rev ceiling. The Ducati gearbox is reasonable. A notchy, but well spaced made the best of the motor.

braking was excellent with no wheel lock ups, the STM dry clutch working well.

The 3D has connotations best described as a 3D of motorcycle engineering jewellery! time you look at this of aluminium, chromalloy, and carbon you spot some new intricate The bike is one of only a handful in the being ridden, the others are in rooms as art pieces.

What’s it to ride? After testing all of the latest recently, I had a fresh feel for the motorcycling technology, and the 3D Tesi E was a big

Bimota set the bike up at the factory to the owner and his 100kg frame. I spend the morning tuning preload and damping rates to my Leprechaun-esque 75kg.

The Extreme suspension had a good range of preload, compression, and rebound although I did find the clickers a insensitive to change compared to the European superbikes.

This bike is a lot of fun, and I was getting canned down raceways straightaway by the more machines sharing the track, the 3D E strengths of stability, agility and progressive brakes (Brembo 4 pot callipers combined with discs) meant I could up heaps of time, especially the high speed turns, and by trail braking deep the corners.

Normally motorcycle and agility are trade-offs, as front end with a larger stable effectively reduces the bikes rate making it harder to The 3D Tesi was very stable yet very manoeuvrable!

Not quite the level of agility, but very for what is effectively a 20 year old The 3D is very narrow and reasonably with a 167kg dry weight. together with lightweight OZ and the bikes centralised mass all to excellent handling.

At the handlebars the 3D E generally feels similar to a forked machine. Under and through high speed the bike felt impressively and planted.

Through lakesides speed Turn 1 there was head shake but nothing to get concerned about as you can feel the OZ wheels low mass would translate into anything Impressively, no steering damper was or needed.

However differences to become apparent when you braking. There is no noticeable dive and also minimal the bike remaining relatively minimizing weight transfer to the tire.

The Tesi feels stable under heavy than a conventional machine, inspired confidence and encouraged serious trail braking. stability is excellent, the Tesi its line beautifully.

When approaching the middle of low and speed corners, a certain and reduced feeling with the tire is apparent. My apex would certainly have slower on the 3D Tesi E compared to the European superbikes.

This is due to the friction in the multiple elements of the steering system and lack of transfer to the front tyre. The 3D was so overall I reckon some design changes to lower bearings and higher quality suspension would be a good forward.

A dynamic trail that optimised the steering at this point would be a tidy evolution to hub-center technology that could see it overtaking current conventional

Bimota Tesi 1D

Hard braking over is one of the Tesi 3D E strengths as the suspension with bumps separately to the forces. There is a ton of ground with only the Michelin road tires limiting my

Also noticeable on the racetrack was a new set of sounds coming from the end. A bump on the exit of bus stop chicane was creating unusual vibration through the trellis swingarm which was a bit considering my brief was not to scratch $50k + piece of motorcycling however as I got used to the Tesis I became more comfortable the test.

Overall I loved bike, it’s a lot of fun, very cool, and handles all that’s needed is a Panigale

Hub-center steering has the potential to the performance and safety of motorcycles it separates the steering, braking, and forces compared to the typical fork equipped motorcycle.

The suspension, on a motorcycle equipped a conventional fork, is compressed braking forces. This has the effect of reducing the trail image below) increasing the roll rate or ability to which in turn, reduces the stability, compared to a hub-center system.

Typical standard forks also lack in comparison to hub-center steering as act as a long lever to the headstock. long lever design transfers large braking through the frame headstock subsequently is required to be very adding to the bike’s weight and centre of mass.

Hub-center is a triangulated design that by transfers loads directly to the away from the headstock, in a lighter headstock design. design also has the benefit of steering flex under braking.

Also, hub-center systems typically use a linkage maintains steering geometry, trail, with front travel, negating the adverse geometry change experienced braking on a typical standard equipped motorcycle.

The king pin defines the steering axis to a conventional forked motorcycle the steering axis is generally the headstock centreline.

The 3D Tesi hub design has lots of positive benefits including low unsprung high rigidity, low steering plus easy rake and adjustment.

Hub-center steering have been around for a now and have been relatively commercially for a number of reasons. aesthetically unattractive designs had a negative affect on the motorcycling perception.

Technically, hub-center steering Achilles heal is the lack of end feel. This is mainly due to the elements between the tire patch and the handlebars. If you think a standard fork, there is a direct connection to the rider’s which gives good contact patch feedback.

steering bikes however extra parts or elements with a certain amount of and movement which reduces the and feel to the tire contact

However, recently manufacturers as Bimota and Vyrus have creating some very high spec bikes. is an opportunity with continual and modern technology we may see resurgence in steering designed motorcycles.

McVeigh is a former international road racer and MotoGP who now works as a moto-journalist and development He currently is also the Director of at the motoDNA Motorcycle Academy. more of Mark’s work on blog. and follow motoDNA  and Facebook .

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