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Difference between revisions of "Bimota DB2"
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==DB2== | ==DB2== | ||
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. | ||
The front forks were 43 mm Paioli, while not being upside down they were high quality and provided compression and rebound damping adjustment. At the rear the cantilever suspension was controlled by a single Ohlin's shock absorber, offset to the right to allow for the routing of the exhaust. The white painted wheels were 17 inch shod with Michelin 120/70 ZR17 TX11 and 180/55 ZR17 TX23 tyres. Front brakes were 320 mm fully floating cast iron discs with the usual street specification Gold P4 30/34 Brembo [[caliper]]s. At the rear was a 230 mm disc and Brembo 05 [[caliper]]. Surprisingly, the brake and clutch master cylinders were the standard Ducati budget items. | The front forks were 43 mm Paioli, while not being upside down they were high quality and provided compression and rebound damping adjustment. At the rear the cantilever suspension was controlled by a single Ohlin's shock absorber, offset to the right to allow for the routing of the exhaust. The white painted wheels were 17 inch shod with Michelin 120/70 ZR17 TX11 and 180/55 ZR17 TX23 tyres. Front brakes were 320 mm fully floating cast iron discs with the usual street specification Gold P4 30/34 Brembo [[caliper]]s. At the rear was a 230 mm disc and Brembo 05 [[caliper]]. Surprisingly, the brake and clutch master cylinders were the standard Ducati budget items. | ||