Difference between revisions of "Bimota DB2"

Powered by the [[Ducati 900SS]] [[motor]] from the early 1990s, the '''Bimota DB2''' has swoopy, all-enclosing bodywork that gives this bike a rakish, ready-for-action style.Because of that [[Ducati]] lump, it isn't the fastest thing on the planet, but it also boasts a beautifully engineered chassis, with eye-popping Brembo brakes and top quality Ohlins suspension to make up ground on the corners. The sound from the twin underseat exhausts is another good reason to check out a DB2 if you ever see one.Collectors with deep pockets will want to keep a lookout for the SR version.There wasn't a moment to waste. Misano racetrack shimmered, almost deserted, in the late-afternoon sunshine. The little Bimota sat waiting in the shadow of a pit-lane garage as I hurriedly signed the circuit's indemnity form, pulled my helmet and gloves back on, then set off to complete my test of the DB2 with a brief blast round the tight little track.

Powered by the [[Ducati 900SS]] [[motor]] from the early 1990s, the '''Bimota DB2''' has swoopy, all-enclosing bodywork that gives this bike a rakish, ready-for-action style.Because of that [[Ducati]] lump, it isn't the fastest thing on the planet, but it also boasts a beautifully engineered chassis, with eye-popping Brembo brakes and top quality Ohlins suspension to make up ground on the corners. The sound from the twin underseat exhausts is another good reason to check out a DB2 if you ever see one.Collectors with deep pockets will want to keep a lookout for the SR version.There wasn't a moment to waste. Misano racetrack shimmered, almost deserted, in the late-afternoon sunshine. The little Bimota sat waiting in the shadow of a pit-lane garage as I hurriedly signed the circuit's indemnity form, pulled my helmet and gloves back on, then set off to complete my test of the DB2 with a brief blast round the tight little track.

But bright red paint will be an alternative, possibly with a dash of patriotic green, and this too is an exceptionally handsome motorcycle. Unusually it's the rear of the bodywork that is most dramatic, particularly the way in which the swoopy fibreglass tank-seat unit cuts away to reveal twin silencers exiting horizontally either side of the tailpiece.Exhaust system is a 2-into-1-into-2 that snakes up in front of the rear wheel, the twin pipes meeting briefly below the seat and then splitting again almost immediately. Chief engineer Pierluigi Marconi says the design makes no more noise than Ducati's system. It's certainly more original and stylish, although one drawback, as I discovered the hard way, is that it's easy to burn your hand on a hot silencer.

But bright red paint will be an alternative, possibly with a dash of patriotic green, and this too is an exceptionally handsome motorcycle. Unusually it's the rear of the bodywork that is most dramatic, particularly the way in which the swoopy fibreglass tank-seat unit cuts away to reveal twin silencers exiting horizontally either side of the tailpiece.Exhaust system is a 2-into-1-into-2 that snakes up in front of the rear wheel, the twin pipes meeting briefly below the seat and then splitting again almost immediately. Chief engineer Pierluigi Marconi says the design makes no more noise than Ducati's system. It's certainly more original and stylish, although one drawback, as I discovered the hard way, is that it's easy to burn your hand on a hot silencer.

The exhaust runs up past the Ohlins shock, which sits at a 45-degree angle and like the standard SS's Showa uses no linkage system; instead it gains some rising-rate from a dual-rate spring. The DB2 swing-arm pivots on the crankcase, in familiar fashion, although the swinger itself is made of steel instead of aluminium.Dimensions at the rear are unchanged, but at the front the forks are steepened from the 900SS's 25 degrees to just 23.5 degrees, Bimota's most radical roadster geometry yet. This trims trail from 103 to 95mm, and wheelbase is reduced by 40mm to just 1370mm. Weight distribution is evenly spread between front and rear wheels.Forks are 41mm Paiolis that look conventional but, like upside-down units, hold their damping mechanisms in the top part of each leg. Sliders are machined from billet aluminium, allowing a further reduction in unsprung weight. Each leg contains both compression and rebound damping, but adjustment is by just two fork-top screws: left leg for compression, right for rebound.The forks are held in a typical monogrammed Bimota top yoke, complete with choke knob in the centre. Alloy clip-ons are Bimota's own, too, and give a slightly lower, more aggressive riding position than the standard SS crouch.

The exhaust runs up past the Ohlins shock, which sits at a 45-degree angle and like the standard SS's Showa uses no linkage system; instead it gains some rising-rate from a dual-rate spring. The DB2 swing-arm pivots on the crankcase, in familiar fashion, although the swinger itself is made of steel instead of aluminium.Dimensions at the rear are unchanged, but at the front the forks are steepened from the 900SS's 25 degrees to just 23.5 degrees, Bimota's most radical roadster geometry yet. This trims trail from 103 to 95mm, and wheelbase is reduced by 40mm to just 1370mm. Weight distribution is evenly spread between front and rear wheels.Forks are 41mm Paiolis that look conventional but, like upside-down units, hold their damping mechanisms in the top part of each leg. Sliders are machined from billet aluminium, allowing a further reduction in unsprung weight. Each leg contains both compression and rebound damping, but adjustment is by just two fork-top screws: left leg for compression, right for rebound.The forks are held in a typical monogrammed Bimota top yoke, complete with choke knob in the centre. Alloy clip-ons are Bimota's own, too, and give a slightly lower, more aggressive riding position than the standard SS crouch.

Where the 900SS surges thrillingly given a top-gear, 60mph burst of throttle, the DB2 pulls harder still, its exhaust pulse quickening and the hedgerows flashing past ever-faster. Perhaps some of the extra poke was in my imagination - the increase can only be slight. But the Bim does give a mighty boot in the back.By superbike standards the DB2 is nothing special on out-and-out straight-line performance, sharing the Duke's near-140mph top speed. Best I saw, with head behind the screen on Misano's shortish back straight, was an indicated 215km/h that probably equates to a genuine 130mph. But where the Bimota scores is in its midrange drive, its user-friendliness, the way it hauls ass coming out of a corner with six grand or so on the tacho.Ah, the corners. Given the DB2's origins and dimensions I'd expected a firmly sprung lightweight with ultra-quick steering, but there's more too it than that. The suspension certainly has a typically taut Bimota feel that makes for fine control on smooth surfaces, and jarred wrists on urban potholes.Its steering did not feel dramatically light, though, perhaps partly due to the hydraulic damper.

Where the 900SS surges thrillingly given a top-gear, 60mph burst of throttle, the DB2 pulls harder still, its exhaust pulse quickening and the hedgerows flashing past ever-faster. Perhaps some of the extra poke was in my imagination - the increase can only be slight. But the Bim does give a mighty boot in the back.By superbike standards the DB2 is nothing special on out-and-out straight-line performance, sharing the Duke's near-140mph top speed. Best I saw, with head behind the screen on Misano's shortish back straight, was an indicated 215km/h that probably equates to a genuine 130mph. But where the Bimota scores is in its midrange drive, its user-friendliness, the way it hauls ass coming out of a corner with six grand or so on the tacho.Ah, the corners. Given the DB2's origins and dimensions I'd expected a firmly sprung lightweight with ultra-quick steering, but there's more too it than that. The suspension certainly has a typically taut Bimota feel that makes for fine control on smooth surfaces, and jarred wrists on urban potholes.Its steering did not feel dramatically light, though, perhaps partly due to the hydraulic damper.

The Bimota went precisely where it was aimed but at slow speeds needed a reasonable amount of handlebar pressure to change direction. A few other bikes could perhaps have been turned more easily still, although I doubt they'd have matched the DB2's superbly balanced feel, either in mid-bend or when the power was wound on hard at the exit.In fact the rear Ohlins unit was a shade over-sprung until calmed with a few extra clicks of rebound damping, and both ends' race-ready suspension gave a harsh ride on the roughest local backroads. In contrast, the stone surface of one steep hairpin bend I rode round repeatedly for photos had been polished so smooth by heavy lorries' tyres that even the DB2's fat radials - 17-inch Michelin Hi-Sports, naturally - struggled for grip.But the Bimota came into its own on the sweeping road heading back towards Misano, where its blend of manoeuvrability and flawless stability could really be put to work. Here the racy riding position made sense, even if the narrow mirrors still didn't. The DB2 thundered repeatedly from 70 to about 110mph and back again, staying smooth until about 7000rpm, surging past traffic as though it didn't exist.

The Bimota went precisely where it was aimed but at slow speeds needed a reasonable amount of handlebar pressure to change direction. A few other bikes could perhaps have been turned more easily still, although I doubt they'd have matched the DB2's superbly balanced feel, either in mid-bend or when the power was wound on hard at the exit.In fact the rear Ohlins unit was a shade over-sprung until calmed with a few extra clicks of rebound damping, and both ends' race-ready suspension gave a harsh ride on the roughest local backroads. In contrast, the stone surface of one steep hairpin bend I rode round repeatedly for photos had been polished so smooth by heavy lorries' tyres that even the DB2's fat radials - 17-inch Michelin Hi-Sports, naturally - struggled for grip.But the Bimota came into its own on the sweeping road heading back towards Misano, where its blend of manoeuvrability and flawless stability could really be put to work. Here the racy riding position made sense, even if the narrow mirrors still didn't. The DB2 thundered repeatedly from 70 to about 110mph and back again, staying smooth until about 7000rpm, surging past traffic as though it didn't exist.

As a real-world sports bike it was magnificent.And at the racetrack it was predictably superb. No matter how late I left the braking after booming under the bridge across the back straight, the big Brembos always pulled the Bim up in time and with impressive control. Grip and ground-clearance round the next tight left-hander were immense; the sound and the surge of acceleration onto the next short straight totally exhilarating.I'd happily have circulated till the tank ran dry, but all too soon the chequered flag was being waved to end a memorable ride. Bimota's latest bike isn't their fastest ever, or their most significant. But its price will be similar to that of the FZR600-engined Bellaria, currently the cheapest Rimini model at £13,995. And in many ways the DB2's combination of light weight, easy handling and usable performance makes this the best and most enjoyable Bimota yet.

As a real-world sports bike it was magnificent.And at the racetrack it was predictably superb. No matter how late I left the braking after booming under the bridge across the back straight, the big Brembos always pulled the Bim up in time and with impressive control. Grip and ground-clearance round the next tight left-hander were immense; the sound and the surge of acceleration onto the next short straight totally exhilarating.I'd happily have circulated till the tank ran dry, but all too soon the chequered flag was being waved to end a memorable ride. Bimota's latest bike isn't their fastest ever, or their most significant. But its price will be similar to that of the FZR600-engined Bellaria, currently the cheapest Rimini model at £13,995. And in many ways the DB2's combination of light weight, easy handling and usable performance makes this the best and most enjoyable Bimota yet.

Buying a budget built bimota is not only a alliterative, but also a contradiction in terms. I mean, even in these days of the soft Lira, 50 million vino vouchers for a hub centred Tesi on the home market is heady stuff. No wonder they have armed guards outside Italian banks. On the other hand, even in the recessionary times, bimota sales have stood up well around the world, with turnover up to 16% over the past year acceptance of the Avantgarde Tesi - especially in the marque's key sales market, Japan - was harming the companies financial position. However, bimota boss Giuseppe Morri learnt his lesson the hard way a decade ago when the company was almost forced into liquidation as a direct result of having all its product eggs in one expensive basket.

Buying a budget built bimota is not only a alliterative, but also a contradiction in terms. I mean, even in these days of the soft Lira, 50 million vino vouchers for a hub centred Tesi on the home market is heady stuff. No wonder they have armed guards outside Italian banks. On the other hand, even in the recessionary times, bimota sales have stood up well around the world, with turnover up to 16% over the past year acceptance of the Avantgarde Tesi - especially in the marque's key sales market, Japan - was harming the companies financial position. However, bimota boss Giuseppe Morri learnt his lesson the hard way a decade ago when the company was almost forced into liquidation as a direct result of having all its product eggs in one expensive basket.

Beauty lies in the eyes if the beholder, of course, but I know I am not alone in thinking that the DB1 remains far and away the most beautiful Ducati ever made. Sorry Bologna, but magnificent as your engines are, your styling comes second - well at least until the debut, hopefully next year, of the 916, a stunning new design by former bimota partner Massimo Tamburini. But the Db1 was not just a pretty face, the Martini designed tubular space frame chassis with its race track steering geometry and suspension set new standards for Desmo handling at the time, even if the then fashionable 16 inch rubber did entail some undesirable side effects. Still the DB1 was, and remains the best selling model in the companies' twenty-year history (DB1 = 453, DB1s = 63 & DB1sr = 153 total = 669). One that almost single handedly rescued the company from bankruptcy as well as opening up a relationship with Ducati. Ducati boss Gianfranco Castiglioni received some opposition from his marketing minions for selling bimota motors, but, just to show the boss knows best, the products bimota have developed with Ducati engines have never directly competed with Bologna-built bikes. Not just on cost, but also because bimota's designs have either marched to a different technical tune (Tesi) or offered less compromise in a more hard edged two valve format (DB1). It was frankly surprising that, with the production demise of the 750 Pantah engine, bimota did not opt to develop a DB2 at once, but apparently development of the Tesi took up all available resources, especially manpower. At last though, the time has come. "Our distributors and customers around the world have been asking for such a model for the past three years" admits Giuseppe Morri. "But while we did consider making the cost of Tesi ownership more affordable by evolving a 900ss engined version alongside the current eight valve range, the pressure from our customers was for a more conventional Moto Tradizionale, in the spirit of the DB1.

Beauty lies in the eyes if the beholder, of course, but I know I am not alone in thinking that the DB1 remains far and away the most beautiful Ducati ever made. Sorry Bologna, but magnificent as your engines are, your styling comes second - well at least until the debut, hopefully next year, of the 916, a stunning new design by former bimota partner Massimo Tamburini. But the Db1 was not just a pretty face, the Martini designed tubular space frame chassis with its race track steering geometry and suspension set new standards for Desmo handling at the time, even if the then fashionable 16 inch rubber did entail some undesirable side effects. Still the DB1 was, and remains the best selling model in the companies' twenty-year history (DB1 = 453, DB1s = 63 & DB1sr = 153 total = 669). One that almost single handedly rescued the company from bankruptcy as well as opening up a relationship with Ducati. Ducati boss Gianfranco Castiglioni received some opposition from his marketing minions for selling bimota motors, but, just to show the boss knows best, the products bimota have developed with Ducati engines have never directly competed with Bologna-built bikes. Not just on cost, but also because bimota's designs have either marched to a different technical tune (Tesi) or offered less compromise in a more hard edged two valve format (DB1). It was frankly surprising that, with the production demise of the 750 Pantah engine, bimota did not opt to develop a DB2 at once, but apparently development of the Tesi took up all available resources, especially manpower. At last though, the time has come. "Our distributors and customers around the world have been asking for such a model for the past three years" admits Giuseppe Morri. "But while we did consider making the cost of Tesi ownership more affordable by evolving a 900ss engined version alongside the current eight valve range, the pressure from our customers was for a more conventional Moto Tradizionale, in the spirit of the DB1.

So if the Martini designed DB1 Was bimota's entry-level bike for the 1980's, the DB2 is not only its 1990's counterpart, but his successor Pierluigi Marconi's variation on the theme. As such, the two bikes are completely different hardware, even though the DB2 like its predecessor employs a chrome moly tubular steel space frame rather than a fabricated aluminium twin spar chassis which bimota were the first to produce for the street. However, unlike the DB1, Marconi has extended this theme through to the swing arm, which instead of being an alloy fabrication is also made from steel tube. And in perhaps the most external difference from the 80's bimota Duke, the DB2 is available in two different versions. One with half fairing which makes full use of the V Twin engine as a styling feature, the other a full fairing job where the chassis and engine are only partly exposed. A bike of its time, as signalled by the change in styling and colour a=scheme. The bike will be available in two colours, both with the chassis painted bright red; white was considered and rejected - its Ducati's trademark. The metallic maroon on the prototype, with a more traditional paint options the same shade of red as the chassis, both with white headlights. Even now there is still some doubt over the maroon tint, which looks a bit flat on a dull day and can sit uneasy with the red frame out of the sunlight: expect a green option.

So if the Martini designed DB1 Was bimota's entry-level bike for the 1980's, the DB2 is not only its 1990's counterpart, but his successor Pierluigi Marconi's variation on the theme. As such, the two bikes are completely different hardware, even though the DB2 like its predecessor employs a chrome moly tubular steel space frame rather than a fabricated aluminium twin spar chassis which bimota were the first to produce for the street. However, unlike the DB1, Marconi has extended this theme through to the swing arm, which instead of being an alloy fabrication is also made from steel tube. And in perhaps the most external difference from the 80's bimota Duke, the DB2 is available in two different versions. One with half fairing which makes full use of the V Twin engine as a styling feature, the other a full fairing job where the chassis and engine are only partly exposed. A bike of its time, as signalled by the change in styling and colour a=scheme. The bike will be available in two colours, both with the chassis painted bright red; white was considered and rejected - its Ducati's trademark. The metallic maroon on the prototype, with a more traditional paint options the same shade of red as the chassis, both with white headlights. Even now there is still some doubt over the maroon tint, which looks a bit flat on a dull day and can sit uneasy with the red frame out of the sunlight: expect a green option.

Where Galasso's YB8 was evidently a handful which needed an expert rider like him to master, the DB2 was more user friendly over our impromptu test track. Only losing out to the bigger engined bike in a straight line. The superb torque of the 900ss motor (which has been slightly improved from 5000 rpm upwards say bimota due to their exhaust system) allowed me to get out of turns and up hills as quickly as the YB8, and the six speed gearbox has a smooth change that almost makes up for the usual stiff Ducati clutch action. The combination of the Ducati engine and bimota chassis in DB2 form represents the epitome of Italian sporting motorcycling, one that if bimota can only get it into the market at an affordable price will have every one from born again to cynical Japanese riders smiling with appreciation after a test ride and checking the level of their bank balances.

Where Galasso's YB8 was evidently a handful which needed an expert rider like him to master, the DB2 was more user friendly over our impromptu test track. Only losing out to the bigger engined bike in a straight line. The superb torque of the 900ss motor (which has been slightly improved from 5000 rpm upwards say bimota due to their exhaust system) allowed me to get out of turns and up hills as quickly as the YB8, and the six speed gearbox has a smooth change that almost makes up for the usual stiff Ducati clutch action. The combination of the Ducati engine and bimota chassis in DB2 form represents the epitome of Italian sporting motorcycling, one that if bimota can only get it into the market at an affordable price will have every one from born again to cynical Japanese riders smiling with appreciation after a test ride and checking the level of their bank balances.

Following the success of the 750 F1 engines DB1 of 1985; Bimota reached an agreement with Ducati for the company to supply 900 Supersport engines for the second Ducati-Bimota, the DB2, during 1993. Designed by Pierluigi Marconi, and first displayed at the Cologne Show at the end of 1992, the DB2 used a red painted steel trellis frame with cantilever swing arm, and pioneered the twin exhaust exiting underneath the seat. Unlike the DB1, though, the bodywork was not full coverage, and two versions of the machine was available, one with a full fairing and the other with a half-fairing and belly pan. While the engine was a stock 900 Supersport, a different air filter for the Mikuni carburettors and the exhaust system saw the power increase slightly to 75 bhp at 7000 rpm. Compared to the DB1, however, the DB2 lacked many of the finely crafted individual components and shared more with the stock Ducati. Where the DB2 was superior was in the suspension.

Following the success of the 750 F1 engines DB1 of 1985; Bimota reached an agreement with Ducati for the company to supply 900 Supersport engines for the second Ducati-Bimota, the DB2, during 1993. Designed by Pierluigi Marconi, and first displayed at the Cologne Show at the end of 1992, the DB2 used a red painted steel trellis frame with cantilever swing arm, and pioneered the twin exhaust exiting underneath the seat. Unlike the DB1, though, the bodywork was not full coverage, and two versions of the machine was available, one with a full fairing and the other with a half-fairing and belly pan. While the engine was a stock 900 Supersport, a different air filter for the Mikuni carburettors and the exhaust system saw the power increase slightly to 75 bhp at 7000 rpm. Compared to the DB1, however, the DB2 lacked many of the finely crafted individual components and shared more with the stock Ducati. Where the DB2 was superior was in the suspension.