Bimota HB2 — CycleChaos

25 Апр 2015 | Author: | Комментарии к записи Bimota HB2 — CycleChaos отключены
Honda CB1100R Concept
Honda CB1100R Concept

Bimota HB2

The HB2’s initials for Honda Bimota, and its engine was the 90Ice twin-cam engine the Japanese giant’s CB900F. In style the 16-valve motor was standard, complete with its of Keihin carbs and airbox, some owners fitted flat-slide Mikunis. Bimota’s exhaust system saved weight but barely increased the 900F’s output of 94bhp.

The big was partially covered by the Bimota’s which blended with the piece tank-seat unit. could be removed after just four bolts an electrical connector.) The screen was tall and protective; the view the rider’s thinly padded seat was of a top triple clamp from a solid chunk of alloy. Stiff and lightweight When the tank-seal unit was the quality of the HB2 became clear.

The visible steel tubes, ran down to join the alloy at the swingarm pivot, were up by numerous smaller tubes the steering head. The aluminium at the swingarm pivot provided and light weight in that area. A De Carbon rear vertically mounted and operated via a linkage, replaced the 9()0F’s shocks.

Front suspension was too: a pair of Ceriani forks with gold-finished and. at the top of the legs, adjusters could be turned by hand.

In with the Bimota’s reduced — at 441 lb (200kg) it was over (32kg) lighter than the — that gave a handling advantage. The suspension superbly well, giving a yet also very comfortable Other high quality included five-spoke alloy produced in the 16-inch diameters were popular in grand racing at the time.

The front set-up of twin-piston Brembo and drilled 280mm discs was of the art. as was the fat Michelin rubber.

And the bike was superb in a straight too. At low revs the Honda impressed with its smoothness and especially with the original CV in place. There were no Original Bimota: the HB1 Bimota’s ever bike had also powered by a four-cylinder Honda The first HB1 was built from the of the CB750 that Bimota ace Massimo Tamburini had crashed at

With its racetrack-derived styling and tubular steel frame, the HB1 was a advanced machine when in 1972. Only ten examples ever produced. or stumbles as the purred forward at a fearsome Unlike the standard Honda, the HB2 had the and the tucked-in riding position to cruising speeds of lOOmph or more hugely enjoyable for as long as its rider dared.

And the HB2 impeccably stable as it headed a top speed that one magazine at I38mph (222km/h).

Fewer 200 examples of the exotic HB2 were plus a further 100 units of its styled successor the HB3. was powered by the engine from CB1100R. The HB3 was produced until by which time the Japanese too. had introduced fairings, frames and monoshock suspension. In Bimota style, the HB2 had led the way.

Nestled in a fold of the South is a sleepy village in the middle of is an old pub with a thatched roof. The picture postcard image is however. The fact is the adjacent miles contain some of the testing bits of tarmac for bikes.

A combination of country winding through hills and tight tree lined hump backed bridges and for measure a new motorway classed that has been pushed to take the sightseers down to Many expensively produced and promoted makes have their Waterloo upon roads. A few, very have excelled. On balance the have usually defeated

Until now! Now the yardstick has broken the book of comparisons out of the window. The Bimota’s have all that.

1982 Bimota HB2 900

to try a comparison with other is pointless. They are so totally You can only try to describe them and to comprehend what they are They are simply a different in motorcycling. It is a mark of how far we have down the road of mass for Mr Average that the Bimota’s are so and so specifically superior.

Specifically, in overall consumer terms are a number of important disadvantages to one, not least the price, and in you would be too scared to park it less secure than a concrete bunker.

A bimota is a basic motorcycle. There are no no indicators, no pillion seat, no space, and only enough for the pilot if he is prepared to stretch and his body into the position the demands. It is uncompromising, uncomfortable, social, and impractical. It is also the incredible exhilarating and beautiful on two wheels other than the 500 cc World Championship.

Compared to the bimota is cheap.

Let us go back to the as a concept. The Japanese view is the machine is a method of transport, a to an end. This is inevitable it was the whole reason for the establishment of two-wheel industry.

They not enthusiasts who wanted to go racing and with engines and chassis they were practical who worked methodically to provide for a nation and eventually half the If it could not be conveniently made, and sold. It was not worth considering.

To the maximum number of customers, a is built with the broadest appeal at the cheapest acceptable If that means cutting and accepting lower standards in and design, that is all accounted for in the price.

A large part of that in any case is the cost of promoting and the product — convincing Mr that this really is he wants to ride this Next year of course he have to buy something else fashion will convince him it is out of

Bimota’s are not on the mass production go round. True they innovating the two new frame kits are a of that. But even a four-year-old looks advanced and futuristic to its Bimota do not see motorcycles as a means of it is not a means to an end, and it is an end in itself. It is which is the goal.

Whether it is acceptable or affordable does not bother them, theirs is a of fact, not fashion or frills.

the lack of pillion seat as an It is not because of an over large tank or a boy racer seat, it is the perfect motorcycle can only be to carry one person and he is already as low as possible to keep the centre of down. If bimota wanted a two they would have to the whole chassis. The design is carried through into without being modified or by consideration of cost or simplicity.

look at the … bones of the two new reveals the awesome truth. most bike frames are simple cradles or spines, bits tacked on to carry the the bimota is a jigsaw puzzle of braces, using short in a triangulated pattern with little bending as such. It is a much used in aircraft because it avoids stress, is inherent in long tube which are bent, and then to be gusseted at the joints for strength.

are hardly any gussets on a bimota All the joints in the chrome moly tubes are made to take stress end to end along each not only as joints themselves. The may be compressed but they will not nor will they flex.

The of this rigid construction is The KB2 frame for the 550 Kawasaki, for example, has 44 tube members from the head to the swing arm pivot. means pains taking on a precise jig — a very consuming job for a craftsman only.

its web like appearance, the frame is in a cradle. It is just that it the engine from side to not to bottom, keeping the height whilst giving clearance for the exhaust pipe. With the and seat removed, the rolling is a virtually mobile workbench, a top end overhaul with ease something the Japanese tend to about.

The only thing is a bind to reach on the KB2 is the gearbox which is behind the swing arm Outrigger forgings house the arm bearing directly in line the countershaft sprocket to give chain tension through arm movement. Bimota have away with this on the HB2 for the bigger Honda engine, not so for maintenance as to keep the overall to acceptable levels.

The Honda has a massive clutch on the right hand side of the which would require too hardware to clear. Instead have gone for a neat casting behind the engine replaces frame tube at the base of the cradle. The intricately tubing of both frames a straight line between head and the swing arm axis, maximum rigidity between the two load bearing pivots.

The is just shoe horned the cradle formed by the two spars of the When it is exposed, the Honda is revealed in all it’s glory it’s cobby double cam and the threatening open bell of a bank of four 33mm slide carburettors. Just in the workshop it is a thing of real a solid structure of engineering

The HB2 chassis is obviously higher and to cope with the larger beneath and inside it, but other that there are a similar of components. The rear suspension is a particular bimota innovation. The first introduced rising systems on production Motor bikes two years ago.

introduced one that works in It has been moved around in the quite a bit because of the variety of but the essential single De Carbon arrangement is retained. It is compressed at ends, being mounted upright, with an aluminium arm levered by pushrods mounted on joints above it.

The set-up an exceptionally high leverage of 8:1 (rear wheel movement to rod action) which gives control; but makes it particularly to set the shock correctly for rider and riding style. A small of the shock translates into a bigger alteration in wheel A continuous thread sets and a click stop knob both ten compression and rebound settings.

Such great imposes much higher on the frame than conventional shocks. Therefore it is doubly that the chassis is integrated the system instead of just it bolted on the back for reasons of The essential difference between system and that used on large Japanese sportsters is Bimota’s woks better the it is pushed. That is the way Bimota’s are and that is the way they work.

The of modern super bikes a high centre of gravity, travel suspension and an excess of The combination, while technically is potentially highly unstable in hands and often barely even in experienced ones. The thing about riding a is that it has achieved such a balance of those forces.

You have to learn to ride all again — or more to the un learn a lot of the instinctive reactions by relatively poor handling There are other, lighter with less horses can approach a similar standard, but have harnessed the giant power houses and made work in a motorcycle.

It is a development has historical validity with a basis than the sketchy of those who just seem to that bikes did handle in the good old days. They but not through any particular ancient — the simple fact was they generally less and weight to cope with to nowadays.

It is almost indecent to on what it is like riding a revealing secrets shared by so It is harder still to put the experience adequate words, so often by the bland description of other motorcycles. How do you compare them?

Honda CB1100R Concept
Honda CB1100R Concept

By how do they steer better? better? brake better? is no suitable graph on which to the relative performance; other to say that all comparisons are irrelevant. On a from 1 to 10 the Bimota’s come in at 15. The only reasonable contrast is the tow models.

I rode the Kawasaki some time back, and it big and strange. You just cannot sit on a and cruise around on it. You are forced to to it, squeezing your legs the footrests, backside into the and dislocating your shoulder to reach the handlebars. This is assuming the riding position.

there, very little you do seems to make a lot of difference to the It knows it has got you where it wants. Now it is in You think you have a hold of the you think you are using the brakes but the bikes just sat there away underneath you because it it is not even trying.

Like the engine, which is its heart, it on revs. The KB2’s motor has a 600 although it is not noticeably more probably because of the slightly overall gearing to make use of the aerodynamics. in fact if anything it is due to the excess of handling performance. you are into the feel of the thing, you you can use all of its rpm because the chassis can cope. In the Honda feels like a

Once your limbs and have been stretched and by the KB2, they are ready to be extended by the additional bulk of the It feels big; it is big, the being evident in slow manoeuvring. After the KB2, it a bit of getting used to. Actually on the and at speed, those extra are a help in some circumstances as press the bike more on the tarmac.

The KB2 may start to skip on some under acceleration — the HB2 thunders over them. Its power, of course, is equally Although the conversion will standard carbs and airbox, our bike had Mikuni racing and open bell mouths, a gorgeous burbling beneath the

They do not like having the yanked open, so swapping the fast revving Kawasaki needs little bit more but once under load it like a stream train. It is fast in a straight line, but the that takes longer to is that it is extremely rapid turns. All turns not just sweeping ones, you can apply the smoothly, though tight turns where a smaller may have an edge.

What have done is made a 900 like a 500.

One of the secrets of the new Bimota’s is matching all that and engine technology to 16 inch and making them work. It is that few, even in have so far satisfactorily achieved. The 16 wheel gives you not only a lower bike with a centre of gravity, but a five spread of rubber at the front and six at the back.

The V rated Michelin are big, in fact, their diameter is not a lot less that a 18 inch wheel, but the overall area is so much greater. to them a normal Superbike looks like it has come off a The tread on the rims gets the down at all angles, and allows use of the force of the three 11 inch discs. Either stopping or the potential is awesome.

The only at the moment is that there are no tyres, and the shallow treads of the will not last long road use. In the future big road bikes may have rims, but it will be a long before they catch up Bimota’s expertise. The reason why work is that a smaller requires less leverage on the making the bike more and easier to change direction.

The is that the whole chassis has to be to handle that potential if it is not to become an unstable flying How far bimota have integrated principle is evident when at the bare chassis and engine. the fact that they got the whole bike as low as possible on small wheels, they still got the bowels of the engine it’s heaviest point close to the axle line.

If it much lower, the bike stand up on it’s own. A trick at the steering end is the offset The fork yokes are not parallel, but degrees out of line, the bottom one further away from the than the top.

This slightly pushes out the compensating for the reducing trail heavy braking. Just a touch, a couple of degrees, but all of the precision of perfection. The Bimota’s with such niceties, fundamental design, to almost detail like flush Allen headed bolts, and milled aluminium brackets.

does not cut corners, instead of unsightly pipes and plumbing for the hydraulics, they drill the to act as a junction box.

There are no features on a bimota. The gulf is now than it was a decade ago when and Agostini were locked in a battle for 500 cc honours in racing. then the contrast between the of the Honda and MV factory could not been more apparent. In to combat the evidently superbly Italian machine, Honda’s was an engine with even power.

The theory was logical If it went fast enough the straights it ought to be far enough by the turns. Unfortunately the end result was a that went slower the corners because it handled so

So it lost all the advantage it gained on the How satisfying for Hailwood when a outdated Ducati in the Isle of Man than ten years later, he remind the Honda team they still had not learnt the Perhaps the final comment considering is from someone had never seen a bimota and knew nothing about

Mick Whitlock has never to a road race and barely a road bike, though he has all of his working life involved motorcycles. He works in the equally world of trials, building is generally reckoned to be the finest kits for one of the most demanding I took the KB2 round to show and let him look it over. He did not look at the or the fairing or the paintwork. He studied the and the quality, and knew the hours

Then I told him the price. Yes he I can see why.

—Bike magazine November 1982

Honda CB1100R Concept
Honda CB1100R Concept
Honda CB1100R Concept


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