Difference between revisions of "Bimota YB6 Ex-Up"
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{{Motorcycle | {{Motorcycle | ||
|name = | |name = Bimota YB6 Ex-Up | ||
|photo=Bimota-yb6-exup--1.jpg | |photo=Bimota-yb6-exup--1.jpg | ||
|aka = | |aka = |
Latest revision as of 21:51, 23 November 2019
Bimota YB6 Ex-Up | |
Manufacturer | |
---|---|
Production | 114 units |
Engine | Four stroke, transverse four cylinder, DOHC, 5 valves per cylinder. |
Compression ratio | 12.0:1 |
Top Speed | 269.0 km/h / 167.1 mph |
Ignition | Digital |
Transmission | 5 Speed |
Frame | Two diagonal beams in section bar made of aluminum with internal ribbing. The cylinders are supported by plates bolted to the beams and the swing arm is made of aluminum |
Suspension | Front: 42mm Marzocchi forks, anti dive system in the left tube of the fork leg and a hydraulic brake in the right. compression and rebound damping adjustable. adjustable by four positions Rear: Marzocchi single shock, compression and rebound damping adjustable. |
Brakes | Front: 2x 320mm discs 4 piston calipers Rear: Single 230mm disc 2 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 180/55 ZR17 |
Weight | |
Fuel Capacity | 20 Liters / 5.3 US gal |
Manuals | Service Manual |
It could reach a top speed of 269.0 km/h / 167.1 mph.
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 5 valves per cylinder.. The engine featured a 12.0:1 compression ratio.
Chassis[edit | edit source]
It came with a 120/70 ZR17 front tire and a 180/55 ZR17 rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers in the front and a Single 230mm disc 2 piston caliper in the rear. The front suspension was a 42mm Marzocchi forks, anti dive system in the left tube of the fork leg and a hydraulic brake in the right. compression and rebound damping adjustable. adjustable by four positions while the rear was equipped with a Marzocchi single shock, compression and rebound damping adjustable.. The YB6 Ex-Up was fitted with a 20 Liters / 5.3 US gal fuel tank.
Photos[edit | edit source]
Overview[edit | edit source]
Bimota YB6 EXUP
The EXUP version of this
1002cc motor was chosen by Bimota to power their early 1990s YB6 machine, making
it one of the Rimini factory's classic models. Matched to a twin spar alloy
framed chassis, with huge Brembo brakes and sporty Marzocchi suspension, the
Yamaha EXUP motor really had room to live and breathe, making this one of the
fastest and best handling sports bikes of the Nineties. It was getting late by
the time I reached Rimini gone nine o'clock and the sun had almost disappeared
at the end of a long, hard day in the saddle. I'd been up at five, on the road
before six aboard Bimota's fastest and finest. Now, many miles later, I was
almost home.
The last hour had passed in a
frantic, blindingly fast blur as the ferocious acceleration from the YB6's
FZR1000 motor had shrunk the distance between hairpins, the eyeball-popping
braking from its huge Brembo's had hauled its speed down yet again, and its
handling and the grip of its massive Michelins had taken me round the tight,
often badly-surfaced bends with an easy speed that had amazed me time after
time. I was tired, and as the twisty road straightened and led into the town I
was only minutes from the comfort of a cool shower and a hot meal at my hotel. I
almost made it, but not quite. As I passed the sign for the city limits,
something inside me made me stop, turn the YB6 slowly around and then, with a
delicious sense of expectancy, power the bike back towards the hills one more
time. The Bimota had to be returned to the factory the next morning, after all,
and I wouldn't get many more chances like this. Riding a new Bimota is always a
pretty memorable experience, and that's as true as ever of the YB6 although this
FZR1000 - engined machine only just qualifies as a new model (despite the fact
that in some countries it will be known at least for homologation purposes as
the YB8).
The bike is essentially an
updated version of the YB6, itself a 1000cc development of the similar-chassised,
FZ750-powered YB4. In this latest guise the thick alloy beams hold Yamahas
current and considerably improved 1000cc straight-four motor, complete with the
EXUP exhaust power-valve that gives it a healthy dose of much-needed
midrange. The Bim's chassis stays almost unchanged, having little need of the
multitude of mods that helped transform Yamaha's 1988 FZR Thou from also-ran to
Top Dog. The original YB6s rectangular-section alloy spars retain that
reassuringly chunky look; the b-for-Bimota monogrammed forks and
remote-reservoir shock are Marzocchi's best (not always the ultimate accolade,
its true); the four-pot Brembo calipers bite on enormous, 320mm diameter
floating-and-rattling discs; the white 17-inch wheels wear Michelin radials of
predictably radical dimensions the rear a 180-section cover of even lower
profile than before. And everywhere you look is the legendary Bimota quality of
design and construction neat welding, smooth edges, perfectly-fitting parts that
comes of sparing little expense, and of having only half a dozen
carefully-trained assembly engineers, each of whom bolts together a complete
bike individually from the ground up, and then signs for it. You can drink in the
quality just from sitting on the YB6 and observing the intricately milled top
yoke with the choke knob in its centre, the immaculately finished fairing with
its low, swept-back screen... but I won't go on. You've heard it all before
about Bimota's and it's all-true.
The riding position is
typical sport bike stuff, with highish pegs and a reach to low clip-ons from the
rider's perch on the two-inch thick piece of foam that passes for a seat.
Yamaha's excellent switchgear is complimented by good mirrors and a clean dash,
the latter including a fuel reserve button that lights up, when activated, to
remind you to stop for gas. The lipped screen works surprisingly well but its a
shame the shape of the Bimota's fairing means your hands get pressed into duty
as lock-stops. The bike fires with a raspier sound than the Yamaha, the
four-into-one pipe now capped with a smaller, less-restrictive silencer that I
was told scrapes through noise tests on the limit, and also doubtless prevents
the scraping on the limit that the FZR's bulky stock pipe is prone to in
right-handers (though only if you're completely mad). From the collector box
forward the pipe is stock, retaining the EXUP hardware in its entirety. The EXUP
works very well between 3000 and 8000rpm said Bimota's chief engineer Pierluigi
Marconi, who also pronounced himself most impressed with the
Yamaha's revised 20-valve
combustion chamber design. I think the system will become increasingly important
in the future. Bimota's silencer also has the benefit of producing an extra 4bhp
of power at the top-end, which means that the YB6 smaller and 23kg lighter than
the stock FZR is very possibly the Fastest Production Motorcycle in the world.
Cut to the autostrada later that morning: your correspondent flat on the tank
and flat-out in top as the Speedo needle crawled slowly past the 260kph mark, my
eyes watered behind my visor, the zip on my leathers started coming undone as
the wind shot down the back of my neck and every truck up ahead on the two-lane
motorway threatened to pull out on me and end the experiment for good. Instead,
I hit the brakes and pulled off the autostrada to speculate over a cappuccino. In
the right conditions the 147bhp (claimed) Bimota would doubtless manage a
genuine 270mph plus, but more impressive still is the Yam motor's awesomely
smooth, torquey feel from just off the stop to the redline. If there was a
glitch, a power band or a vibration patch I did not notice it I was always far
too busy cracking the throttle open and then hanging on while the YB6 just
rocketed away almost regardless of the revs. It goes without saying that the
Bimota was rock-steady approaching its maximum velocity, but as with its engine
it was at lower speeds that the chassis was most impressive.
The road right out of Rimini
heads past Bimota's factory and soon becomes a riot of twisting, climbing tarmac
whose surface varies between smooth and anything but. With the thick Marzocchi
forks compression damping on minimum and the shock on medium soft the Bimota
gobbled it all up nonchalantly, passing on enough bumps through the thin seat to
make my backside ache but never failing to keep the sticky Hi-Sport Michelins
vast footprints on the road. Steering is light though not as light as that of
Honda's uniquely flickable RC30 racer-replica and neutral, stability impeccable,
ground clearance absolute. And the brakes are equally brilliant; perhaps the
only ones I've tried with a combination of bite and feel to rival the RC30's
superb stoppers. I needed them, too, early the next morning, when a woman in a
Jeep pulled out on me from nowhere while I was doing no more than 50kph in
deserted downtown Rimini. I howled to a halt with perhaps 15mm to spare, and
with a murmur of thanks to Signor Brembo on my lips. With its combination of
smooth power, light weight and good brakes the YB6 is one of the world's safest
bikes at least if you can resist the temptation to ride it fast all the time as
well as one of the most expensive.
The price is
undoubtedly high but ultimate's never come cheap, and the Bimota not only
matched my (initially slightly cynical) expectations but also exceeded them. As
taut and as light even as the RC30 or Yamaha's new OW01 race bike-rival, the YB6
comes with 20bhp more power than any 750 plus the sort of midrange grunt that
only extra cubes can provide. Fastest on top-end, fastest on the road back to
Rimini, fastest anywhere. If the Bimota YB6 is not the quickest and simply the
most exciting motorcycle I've ever ridden, then at least while that ride down
from the hills is still fresh in my mind I'm not quite sure what is.
Make Model | Bimota YB6 EXUP |
---|---|
Year | 1989 |
Production | 114 units |
Engine Type | Four stroke, transverse four cylinder, DOHC, 5 valves per cylinder. |
Displacement | 1002 cc / 61.1 cub. in. |
Bore X Stroke | 75.5 x 56 mm |
Compression | 12.0:1 |
Cooling System | Liquid cooled |
Induction | 4X 38mm Mikuni carbs |
Ignition | Digital |
Starting | Electric |
Max Power | 145 hp @ 10500 rpm |
Max Power Rear Tire | 127.3 hp @ 10600 rpm |
Max Torque | 94.1 Nm / 9.6 kg-m / 69.4 lb-ft.@ 9000 rpm |
Transmission | 5 Speed |
Final Drive | Chain |
Frame | Two diagonal beams in section bar made of aluminum with internal ribbing. The cylinders are supported by plates bolted to the beams and the swing arm is made of aluminum |
Front Suspension | 42mm Marzocchi forks, anti dive system in the left tube of the fork leg and a hydraulic brake in the right. compression and rebound damping adjustable. adjustable by four positions |
Rear Suspension | Marzocchi single shock, compression and rebound damping adjustable. |
Front Brakes | 2x 320mm discs 4 piston calipers |
Rear Brakes | Single 230mm disc 2 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 180/55 ZR17 |
Dry Weight / Wet-weight | 185 kg / 219 kg |
Fuel Capacity | 20 Liters / 5.3 US gal |
Consumption Average | 6.5 l/100km / 36.2 mpg |
Braking 60 - 0 / 100 - 0 | 13.2 m / 36.0 m 43.3 ft / 118.1 ft. |
Standing ¼ Mile | 10.8 sec / 201.8 km/h / 125.4 mph |
Top Speed | 269.0 km/h / 167.1 mph |
Road Tests | Motociclismo La.Moto Moto.Revue Moto Sprint |