Editing Bimota BBI Biposta

{{Infobox Motorcycle
|name             = [[Bimota]] BBI Biposta
|image            = [[File:Bimota-BB1-.jpg|frameless|Bimota BBI Biposta]]
|aka              = 
|manufacturer     = Bimota
|parent_company   =
|production       = 1995
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, single cylinder, 4 valves per cylinder
|bore_stroke      =
|compression      = 9.5:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital electronic
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            =
|suspension       =Front: Tele [[hydraulic]] fork with 43mm stanchions and rebound adjustments <br>
Rear: Single shock-absorber with compression, rebound and length adjustments
|brakes           =Front: Single 320mm / 12.6 in disc 4 [[piston]] [[caliper]] <br>Rear: Single 230mm / 9.1 in disc 2 piston caliper
|front_tire       = {{tire|120/70 ZR17}} 
|rear_tire   	  = {{tire|160/60 ZR17}} 
|rake_trail       =
|wheelbase        =
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 145 kg / 319.7 lbs
|wet_weight       =
|fuel_capacity    = 16 Litres / 4.2 gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooloed cooled Four stroke, single cylinder, 4 valves per cylinder. The engine featured a 9.5:1 [[compression ratio]].  

==Chassis==
It came with a 120/70 ZR17 front [[tire]] and a 160/60 ZR17 rear tire. Stopping was achieved via Single 320mm / 12.6 in disc 4 piston caliper in the front and a Single 230mm / 9.1 in disc 2 piston caliper in the rear. The front suspension was a  Tele hydraulic fork with 43mm stanchions and rebound adjustments while the rear was equipped with a Single shock-absorber with compression, rebound and length adjustments. The BBI Biposta was fitted with a 16 Litres / 4.2 gal fuel tank. The bike weighed just 145 kg / 319.7 lbs.  
== Photos ==
[[File:Bimota-BB1-.jpg|600px|Bimota BBI Biposta]]
[[File:Bimota-BB1--1.jpg|600px|Bimota BBI Biposta]]
[[File:Bimota-BB1--4.jpg|600px|Bimota BBI Biposta]]

== Overview ==
Bimota BB1 Biposta























The BB1 is a model of the Italian motorcycle manufacturer Bimota.

The BB1 Supermono was unveiled at the motorcycle show in Cologne 1994.

The engine is a single cylinder four-stroke 650 cc Rotax from the Austrian
manufacturer. This engine in particular is used for the BMW F650 range, hence
the model name: Bimota BMW No. 1.

It delivers 48 hp at 6500 rpm and 9 kgf-m at 6000 rpm, coupled to a five-speed
gearbox. It is powered by two
Mikuni 33 mm diameter carburettors.

The frame is a tubular aluminium mesh and the swing arm is also made of
aluminium tube.

Suspension consists of a 43 mm diameter telescopic fork and a single shock from
Paioli. The latter is adjustable preload and rebound.

Braking is entrusted Brembo, a 320 mm floating disc in front and 230 mm disc
fixed to the rear, respectively pinched by four clamps and two pistons. A second
front brake disc was optional.

The rims are three spokes Antera aluminium. Mufflers are fully included in the
saddle shell.

Mudguards and the dressing of the instrument panel are made of carbon fiber.

The fuel tank is not typically placed above the engine, but below the engine
guard. This arrangement results in a low center of gravity.

The first prototype was presented using a single rectangular headlight, but two
round lenses were finally chosen for the production bike.

Bimota also produced a set of parts, for 10,000 more, to prepare the bike for
competition. This kit includes a complete lining, magnesium wheels, an
electronic fuel injection system and new suspension.

The BB1 has been engaged in the Italian championship in 1994. Displacement was
increased to 725 cc, with a power delivery 75 hp at 10,000 rpm.

Supermono Biposto

The Cologne Fair 1995 sees the presentation of the BB1 Supermono Biposto.

The general characteristics do not change but it can now carry a passenger. The
rear frame was adapted to be able to carry the excess weight. Mufflers are still
in a high position in the saddle, but now visible.

The BB1 Supermono was only available in red and grey while Biposto was sold in
dark blue. Both have inscriptions in the fairing "Bimota" and "Powered by BMW."

The prototype unveiled at Cologne in 1994 had a red fairing, with white and
yellow zig zag. The lower part of the fairing sported the Italian and German
flags. The first model was red and gray, but the Bimota logo was replaced by the
words "SM Super Mono".

In total, 524 BB1's were produced, of which 376 and 148 were Supermono and
Supermono Biposto respectively. They were sold 8,780  11,026 respectively.

Source Wikapidia


Bimota BB1 vs Yamaha SZR 660

by Bodily Odours

'Mark, your arse is on fire.' We were negotiating a roundabout when I noticed
smoke wafting from the back of the Supermono. 'Yeh, I know,' he shouted over the
thudding engine. 'The vibrations are killing me bum...' 'No, I mean the tail
unit is smouldering - look.'

We stared at the plastic melting onto the exhausts. And so it began - ten miles
from Peterborough en route to Wigan's twistiest race track, Three Sisters, the
Bimota tried to self-destruct and kept on trying for the next three days. To be
fair, vibrations generated by single cylinder bikes are difficult to balance, so
they all loosen mirrors, shake nuts off and blow headlight bulbs from time to
time.

But although I'd ridden singles before, nothing prepared me for the Supermono.

Pressing the starter button results in a violent burst of shuddering which
doesn't stop until the engine stalls 20 seconds later. The Bim is powered by the
same 650cc Rotax engine as BMW's Funduro but, where BMW provide decent vibration
damping, Bimota have gone purely for looks. This makes it thoroughly nasty to
ride. With a 200 mile journey ahead there were nervous smiles, brave faces and
much laughter from those not going.

Mark did the first stint on the Supermono and did most of the distance standing
on the pegs or trying to stop his knackers touching the buzzing tank. We swapped
at the first fuel-stop and, despite not having any spuds, I discovered just how
miserable it is.

For a start, the mirrors don't work and that's without the engine running.
They're designed to move within the mountings like car mirrors, but don't, so
you need to wind your neck out to see anything in the right mirror and get a
smashing view of the gutter in the left. But they're purely for decoration when
the engine starts up.

Hands, feet, teeth, and anything between your legs goes numb, your eyeballs
quiver like jellies in their sockets, white lines and oncoming cars blur into
smudges and all you can hear is a cacophony of fasteners undoing themselves and
the chain slapping the swing arm. The seat feels like sitting directly on the
bodywork. It's sheer murder for blokes and only feels nice for girls when you
brake (which is not a good time to get distracted...).

But I wasn't prepared to write the BB1 off on its motorway performance because
touring is the last thing it's designed for.

At Three Sisters, Forsyth snatched the keys and headed for the track with
intention of hassling some geezar on a CBR600.The BB1 sounded the business as
the thick, mournful drone of the exhaust rolled between the slag heaps.
According to Bimota's glossy brochure, this is the bike's natural environment -
exhausts tucked under the seat and stratosphericly high pegs for maximum ground
clearance, fancy Italian suspension and plenty of low down torque for quick
cornering.

But on the track we realised not so much something was wrong, as nothing was
right.

Straights were ok but every corner was a struggle. I'm used to Brembo brakes on
my Aprilia RS250 but the Bimota's front stopper was stiff and under-powered.
Hanging-off ready to peel in, the whole bike wobbled and weaved, and the deep
rubber fins on the footrests flopped over making my foot slip. As I turned the
bike in, it sat up again, so I fought it down harder. This continued right round
each curve, resulting in some extremely pissed-up lines. Bastard. After ten laps
I was wincing in pain because my forearms were so pumped-up. It was miserable -
the rest of my body tensed and Three Sisters became a nightmare.

Mark (ex-lap record holder round the track) wasn't impressed:

'I expected the Bimota to be hot shit, but it's turned out to be more of a luke-warm,
fudgey stool. It's nervous, skittish and sounds like the chain is about to leap
off the sprockets'

Kenny P, tyre-kicker and suspension expert to the stars, attacked the soggy
forks with a spanner to increase spring stiffness but discovered the adjusters
were jammed on maximum anyway. It was at this point arguments about who was
riding the Bimota to the Lake District broke out and we ended up tossing a coin
 I won. Mark sulked.

But come on  how could Bimota take innovative ingredients like an oval section
alloy frame, fuel tank in the belly pan for low c of g, 46bhp at the rear wheel,
and so effectively turn them into a recipe for disaster? The geometry of the
bike feels so awkWard. As Kenny pointed-out, it's no better than a bad reader's
special  a be-nice-when-it's-finished kind of bike.

Bruntingthorpe's 2-mile runway bore further testimony to the Supermono being
less than completely developed. There was no point in tucking down for speed
testing because fuel supply couldn't keep up with demand at high revs and the
motor kept cutting-out. Bimota say they've maximised the air flowing through the
engine by using two carbs and two pipes, but without enough petrol the
Supermono's top speed run was an embarrassment of hesitant burps punctuated by
backfiring farts. On 46bhp it should've blown the SZR into the turnips.

What a waste. The BB1 stopped people in their tracks and always had a small
crowd of admirers touching the neat welding and praising the smooth, aquatic
styling. It looks the gears and the only way we could convince bikers at Devil's
Bridge otherwise was to start it up and make them rest a hand on the tank. Looks
of awe turned to horror as they considered the genital mutilation entailed when
riding the BB1.

Bimota reckon people buy their bikes for the prestige of owning a Bimota. Good
luck to them But unless you're planning to invest in the Supermono as piece of
sculpture, I wouldn't touch it with yours

The idea of riding the SZR660 filled me with dread and I'd written it off before
it even arrived. I was convinced the Yam would be slow, weird and a bit
pointless. But I'm pleased to admit I got it wrong. The BB1 was a scrapie-infested
sheep in wolfs clothing and the Yamaha was a gas. Probably nitrous oxide because
it makes you giggle. It waited quietly in the shadows while everyone admired the
Bimota and when its moment finally arrived, bowled us over by being excellent.
Well, as excellent as singles get...

While MF was tying himself in knots trying to shield himself from the Bimota's
tank, I was wondering what the agg was about. The red seat on the SZR is a
hideous eye-sore but not a butt-sore. The motor seems less harsh all round and,
although you still feel like the Ready Brek kid after 120 motorway-miles, I
offered to ride it back from Kendal (the Supermono came back in a van).

Unlike its expensive rival, the SZR doesn't stall at lights, travels with the
throttle hard against the stop without cutting-out and the mirrors work well
enough to save you from plod.

For something with so much low-down torque, it's very smooth on the roads with
none of the Bimota's lurching transmission problems. The engine braking sets the
bike up for corners, and as you power on, the engine sounds like a fighter plane
accelerating towards the ground in a terminal nose-dive.

But it does have a couple of irritating habits. Dipped beam is so magnified by
the projector lens it pisses car drivers off, full beam is so dim you can't see
diddly and the indicator flasher-unit gives up at 6,500rpm and sends Morse-code
messages. And this particular bike's tendency to leap out of top gear is
annoying.

But I'd expected much worse than this, and the bike's performance at the track
made up for everything. A lap on the frumpy SZR was over two seconds quicker
than the 'race-rep' BBl. The exhaust went down all over the place - in total
contrast to the Bimota, ground clearance is poor but the suspension is
excellent. Such stability when the bike is banked right over makes fast
cornering a doddle.

Unfortunately, while I stopped to rest my right hand because the SZR throttle
springs are so stiff, Mark took the Yam out for a 'couple of laps' and I got
lumbered with the Bimota for the rest of the track session.

'The Yamaha feels so planted,' he said (when we finally reeled him in). 'The
only place the Bimota is likely to feel planted is in the tyre wall. And in
spite of having less power, it's got much more mid-range'

You know you're enjoying a bike when you start planning what you'd do if you
bought one. It would make an awesome Sunday bike on country roads. Second hand
prices are low because the SZR hasn't sold too well  probably because nobody
really knows what to use it for. The standard rolling chassis is very good, but
that huge and hideous zorst needs to go. Racing singles can make 80bhp, so it
wouldn't be too difficult to squeeze some more rort out of the SZR. Finish the
package off by getting a black seat cover and hang round on Sundays waiting to
pick fights with FireBlades who drift into your patch.



{|  class="wikitable"
|- 
!Make Model
|Bimota BB1 Biposta
|- 
!Year
|1995
|- 
!Engine Type
|Four stroke, single cylinder, 4 valves per cylinder
|- 
!Displacement
|652 cc / 39.8 cub in
|- 
!Bore X Stroke
|100 x 83 mm
|- 
!Compression
|9.5:1
|- 
!Cooling System
|Liquid cooloed
|- 
!Induction
|2x 33mm Mikuni BST carbs
|- 
!Ignition
|Digital electronic
|- 
!Starting
|Electric
|- 
!Max Power
|35.8 Kw / 48 hp @ 6500 rpm
|- 
!Max Torque
|57.9 Nm / 42.7 lb-ft @ 6000 rpm
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Chain
|- 
!Front Suspension
|Tele hydraulic fork with 43mm stanchions and rebound adjustments
|- 
!Rear Suspension
|Single shock-absorber with compression, rebound and length adjustments
|- 
!Front Brakes
|Single 320mm / 12.6 in disc 4 piston caliper
|- 
!Rear Brakes
|Single 230mm / 9.1 in disc 2 piston caliper
|- 
!Front Tire
|120/70 ZR17
|- 
!Rear Tire
|160/60 ZR17
|- 
!Dry Weight
|145 kg / 319.7 lbs
|- 
!Fuel Capacity
|16 Litres / 4.2 gal

|}

[[Category:Bimota motorcycles]]