Make ModelBimota 666 L.E.
Year: 2003
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 992
Bore x Stroke: 94 x 71.5 mm
Compression Ratio: 10.0:1
Induction: Fuel Injection, 45mm throttle body
Ignition / Starting: Marelli electronic / electric
Max Power: 63 kW 85.5 hp @ 7750 rpm
Max Torque: 87.5 Nm 9 Kg-m @ 5750 rpm
Transmission / Drive: 6 Speed / chain
Front Suspension:
Rear Suspension:
Front Brakes: 2x discs
Rear Brakes: Single disc
Front Tire: :
Rear Tire: :
Dry-Weight:
Fuel Capacity:

[tubepress mode='tag', tagValue='Bimota 666 L.E.']

Make ModelBimota BB1
Year: 1991
Engine: Liquid cooled, four stroke, single cylinder, 4 valves per cylinder
Capacity: 652
Bore x Stroke: 100 x 83 mm
Compression Ratio: 9.5:1
Induction: 2x 33mm Mikuni BST carbs
Ignition / Starting: Digital electronic / electric
Max Power: 48 hp @ 6500 rpm
Max Torque: 5.9 Kg-m @ 6000 rpm
Transmission / Drive: 5 Speed / chain
Front Suspension: Telehydraulic fork with 43mm stanchions and rebound adjustments
Rear Suspension: Single shock-absorber with compression, rebound and length adjustments
Front Brakes: Single 320mm disc 4 piston caliper
Rear Brakes: Single 230mm disc 2 piston caliper
Front Tire: : 120/70 ZR17
Rear Tire: : 160/60 ZR17
Dry-Weight: 145 kg
Fuel Capacity: 16 Litres
ReviewsMotalia.de

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Make ModelBimota DB1S
Year: 1986
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder (Ducati 750 Pantah)
Capacity: 748
Bore x Stroke: 88 x 61.5 mm
Compression Ratio:
Induction: 2x 40mm Dell’Orto carbs
Ignition / Starting: – / electric
Max Power: 63 hp @ 7500 rpm
Maximum Torque 6.2 kg @ 6500 rpm
Transmission / Drive: 5 Speed / chain
Frame: Structure made of chrome-molybdenum steel.
Front Suspension: 41.7mm Telescopic M.1.R Marzocchi with 4-way rebound damping
Rear Suspension: Rising rate linkage with Marzocchi shocks with adjustable preload 11 position compression damping
Front Brakes: 2x 280mm discs 1 piston calipers
Rear Brakes: Single 260mm disc
Front Tire: : 130/80 V16
Rear Tire: : 160/80 V18
Dry-Weight: 160 kg
Fuel Capacity: 20 Litres

A better Bimota: DB1SR. By Bruno de Prato, July 1987.In 1986 when bimota Engine: ers mated one of their chassis to a Ducati Engine: , they created a motorcycle, which became their best selling bike and boosted the companies’ reputation by more than any of its previous machines. The DB1 changed Bimota from a small volume specialty house into a recognised manufacturer of prestigious, quality designed motorcycles.It all happened during Bimota’s darkest hour, with former partners Massimo Tamburini and Guiseppe Morri fighting over the companies’ fate in a Rimini court, and Bimota running out of financial breath. You’re looking at the happy epilogue. Outwardly nearly identical to the standard DB1, The DB1SR incorporates tuning changes that make it the motorcycle Bimota would have loved to have built first, the true Bimota, unfettered by bureaucratic compromise. Business sense prevailed against producing the SR – until now.

To survive financially, Bimota needed to sell DB1′s in the world market, and strict homologation in Switzerland, Holland and the United States – particularly noise laws – dictated the 750 cc Pantah F1 Engine: in the DB1 wear restrictive air cleaners and a civilized two into one exhaust. Historically, Ducati Engine: s make their best power when they breathe freely, and the more muffler and airbox volume, the better. Yet Bimota’s DB1′s natural density meant that the airbox and mufflers had to shrink.The Rimini’s companies’ reputation is founded upon elegant, nimble machines, but nobody wants a stone. (Our test unit cantered through the quarter mile in 12.61 seconds at 104 mph, May 1986). The DB1 needed more punch, and with the SR Bimota took the direct Italian path. Forget the noise – this Bimota is only for countries liberal enough to savor its sound.Dr, Frederico Martini, a graduate of Ducati’s research and development department and the man who designed the DB1 Frame: , knew exactly where to look for the missing power. Gone are the restrictive air filtration units and the heavy twin exhausts, the skimpy 36mm carburetors are history too. This 750 breathes through Malossi modified 41mm Dell’Ortos, complementing a pair of Montjuich specification camshafts, Martini would have used the excellent Ducati NCR two into one racing pipes, but these must be excessively modified to fit the DB1 chassis. Martini experimented with various exhaust systems on Bimota’s DB1 race bike last Year: , and chose a pipe for the SR, which quits the bike without strangling the Engine: . With the larger carbs, Martini wanted the SR’s ports cleaned up. For smooth airflow, intake ports are machined to 34mm – the same diameter as the carburetor throats downstream from their venturis.Martini’s experience pays off, the homologated European spec. SR Engine: produces (claimed figures) 82 horsepower at the crankshaft (about 75 at the rear wheel), an increase of 15 horses. Top speed is 142 mph, quarter mile times in the low 11′s, good for any 750 and phenomenal for a twin. From aboard the SR, the exhaust note sounds loud but low pitched, not fatiguing. But the intakes bark loudly up through the fibreglass body shell, forecasting the bit this Engine: holds in store. Surprisingly the bike will idle, though tunes as hot as it is the SR burps and coughs below 3000 rpm. From 3000 rpm to 10,000 rpm the Engine: pushes like a hydraulic ram, with no flat spots or dips. Torque does not “come in” it is everywhere.A tachometer has never been so useful on an Italian twin. The DB1SR is so smooth, so even in its power delivery that an inattentive rider can easily over rev the Engine: . Our first test ride on the DB1 last Year: , we said the chassis felt rigid enough to take another 20 horses gracefully. Here is proof. On the track the SR delivers a remarkable riding experience, barely this side of pure road racing, even if you are just out for a leisurely ride. On the road the Bimota’s handling and power means extra confidence and a broader safety margin. This is familiar praise to anyone who has ridden a Bimota – for the SR we have another laurel to add. Past Bimota’s have often been too stiffly sprung for comfort on the street, but the SR, as tight and racy that it is, negotiates bumpy surfaces without beating its rider into an early submission.Only one point spoils the symbiosis between rider and machine, the SR has an overly stiff clutch lever. Ducati’s punishing clutches are legendary, but this time it is not the Engine: builder’s fault – it has to do with the SR’s brakes. The DB1 SR uses a par of Brembo four piston calipers on its front disc. To actuate these properly, a master cylinder with a round, remote reservoir mounted atop the right fork leg. This reservoir / master cylinder combination comes with a 16mm bore only. Although the clutch requires a 13mm bore master cylinder for perfect actuation feel – that is the size the Paso uses – Bimota fitted the “16″ cylinder on the left as well, for the sake of symmetry.Bimota plans to continue producing the stock DB1 for places with noise restrictions and wealthy neighborhoods – the standard DB1 goes for five bucks under $12,000. To that lofty figure add another $2500 and a full throated exhaust note for the DB1 SR. Most of us will never own one of these exotics, but Bimota wants only satisfied customers, and for people who bought a DB1 last Year: and now think their bike is less than perfect, the company offers an SR conversion kit.Until Ducati sees fit to send some four valve, liquid cooled Engine: s down Rimini way, the DB1 SR stands as the closest incarnation of the true sporting Italian motorcycle.

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Make ModelBimota DB1
Year: 1985
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 748
Bore x Stroke: 88 x 61.5 mm
Compression Ratio: 9.3:1
Induction: 2x 36mm Dell’Orto PHF36 carbs
Ignition / Starting: Borsch / electric
Max Power: 62.5 hp @ 7500 rpm (Rear Tire: : 57 hp @ 7500 rpm)
Max Torque: 61 Nm @ 6500 rpm
Transmission / Drive: 5 Speed / chain
Front Suspension: 41.7mm Telescopic M.1.R Marzocchi with 4-way rebound damping
Rear Suspension: Rising rate linkage with Marzocchi shocks with adjustable preload 11 position compression damping
Front Brakes: 2x 280mm discs 1 piston calipers
Rear Brakes: Single 260mm disc
Front Tire: : 130/80 V16
Rear Tire: : 160/80 V18
Dry-Weight: 160 kg
Fuel Capacity: 20 Litres
Consumption average41 mp/g
Top Speed223.7 km/h

While their high standards of Engine: ering and artistic design were beyond reproach, the Italian specialists at Bimota came in for some criticism at home for producing motorcycles with Japanese Engine: s. The DB1 is their reply – an all-new, all-Italian masterpiece, with innovative all-enclosing bodywork that embraces the V-twin Ducati Engine: and Bimota’s own Frame: in sensuous curves. If the styling catches the eye, it is the exhaust note that tears at the heart-strings … a mellow basso profundo that is part wistful and part defiant. To anyone over 30 (and a few others besides) the DB1 sounds like a real motorcycle. Two versions of the DB1 were launched simultaneously in 1985.

The first was pure racer; the second a road-going version with a headlight up front and a licence plate at the rear. It is also a little quieter and a little milder-mannered in the way it delivers the horsepower. The DB1 was an instant hit, and because of the production quantity envisaged, Bimota were able to offer it cheaper than their previous Japanese-based models. The DBl’s heart is the Ducati Pantah Engine: , a smooth 90-degree V-twin with exotic desmodromic valve gear, stretched to the full 750cc allowed by Formula One racing rules. Made in unit with the five-speed gearbox, the Engine: is suspended from a complex Frame: made of a trellis of short, straight tubes. In Bimota’s fashion, the Frame: structure runs forward of the steering head, to brace it on all sides. The rear fork pivots from the gearbox casings, making the Engine: unit part of the Frame: . The front forks are Bimota’s own, and the Rear Suspension: has a rising-rate linkage to a single spring and damper unit. On the move, the Bimota DB1 shows its pedigree at once, reflecting the care and experience in its design and construction. Pin-sharp steering and forgiving handling are the legacy both of the V-twin’s low centre of gravity and of design expertise; these qualities in the DB1 must be felt to be believed. The DB1 is fast, deceptively so, due to the relaxed way the twin-cylinder Engine: delivers its power. The speedometer reading is often a surprise on a DB1, as is the tireless way it sustains high average cruising speeds as well as fast circuit lap times. Such an uncompromisingly sporting machine cannot be for everyone. Even in roadgoing form, the DB1 is strictly a single seater; and Engine: access is something of a chore, even though the body panels are quickly detachable. The ride is rather firm and there is certainly nowhere to strap any luggage.

[tubepress mode='tag', tagValue='Bimota DB1']

Make ModelBimota DB1SR
Year: 1987 (production 153)
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder (Ducati 750 Pantah)
Capacity: 748
Bore x Stroke: 88 x 61.5 mm
Compression Ratio: 10.4:1
Induction: 2x 41mm Dell’Orto carbs
Ignition / Starting: – / electric
Max Power: 80 hp 59 KW @ 9200 rpm
Transmission / Drive: 5 Speed / chain
Frame: Load bearing space Frame: structure made of chrome-molybdenum steel
Front Suspension: 41.7mm Telescopic M.1.R Marzocchi with 4-way rebound damping
Rear Suspension: Rising rate linkage with Marzocchi shocks with adjustable preload 11 position compression damping
Front Brakes: 2x 280mm discs 1 piston calipers
Rear Brakes: Single 260mm disc
Front Tire: : 130/80 V16
Rear Tire: : 160/80 V18
Dry-Weight: 160 kg
Fuel Capacity: 22 Litres

A better Bimota: DB1SR. By Bruno de Prato, July 1987.In 1986 when bimota Engine: ers mated one of their chassis to a Ducati Engine: , they created a motorcycle, which became their best selling bike and boosted the companies’ reputation by more than any of its previous machines. The DB1 changed Bimota from a small volume specialty house into a recognised manufacturer of prestigious, quality designed motorcycles.It all happened during Bimota’s darkest hour, with former partners Massimo Tamburini and Guiseppe Morri fighting over the companies’ fate in a Rimini court, and Bimota running out of financial breath. You’re looking at the happy epilogue. Outwardly nearly identical to the standard DB1,

The DB1SR incorporates tuning changes that make it the motorcycle Bimota would have loved to have built first, the true Bimota, unfettered by bureaucratic compromise. Business sense prevailed against producing the SR – until now.To survive financially, Bimota needed to sell DB1′s in the world market, and strict homologation in Switzerland, Holland and the United States – particularly noise laws – dictated the 750 cc Pantah F1 Engine: in the DB1 wear restrictive air cleaners and a civilized two into one exhaust. Historically, Ducati Engine: s make their best power when they breathe freely, and the more muffler and airbox volume, the better. Yet Bimota’s DB1′s natural density meant that the airbox and mufflers had to shrink.The Rimini’s companies’ reputation is founded upon elegant, nimble machines, but nobody wants a stone. (Our test unit cantered through the quarter mile in 12.61 seconds at 104 mph, May 1986).

[tubepress mode='tag', tagValue='Bimota DB1SR']

Make ModelBimota DB2EF
Year: 1997 (production 100 DB2ef’s were built. 75 with full fairings and 25 with half fairings.
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valve per cylinder
Capacity: 904
Bore x Stroke: 92 x 68 mm
Compression Ratio: 9.2:1
Induction: 2x 38mm Mikuni carburetors
Ignition / Starting: – / electric
Max Power: 86 hp @ 7000 rpm
Max Torque: 9.2 kg @ 5700 rpm
Transmission / Drive: 6 Speed / chain
Frame: upper lattice work in round section of chrome-molybdenum steel.
Front Suspension: 41mm Paioli telescopic forks
Rear Suspension: Tubular steal swinging arm Ohlins monoshock
Front Brakes: 2X 320mm discs 4 piston calipers
Rear Brakes: Single 230mm disc 2 piston caliper
Front Tire: : 120/70-17
Rear Tire: : 180/55-17
Dry-Weight:
Fuel Capacity: 16 Litres

[tubepress mode='tag', tagValue='Bimota DB2EF']

Make ModelBimota DB4
Year: 1998
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 904
Bore x Stroke: 92 x 68 mm
Compression Ratio: 9.2:1
Induction: 2x 38mm Mikuni carbs
Ignition / Starting: Electronic inductive / electric
Max Power: 80 hp 58.3 kW @ 7000 rpm
Max Torque: 81 Nm @ 7000 rpm
Transmission / Drive: 6 Speed / chain
Front Suspension: Telehydraulic fork with 43mm stanchions and preload adjustments
Rear Suspension: Fully adjustable shock absorber
Front Brakes: 2x 320mm discs
Rear Brakes: Single 230mm disc
Front Tire: : 120/70 ZR17
Rear Tire: : 180/55 ZR17
Dry-Weight: 165 kg
Fuel Capacity: 20 Litres
Consumption average19.8 km/lit
Standing ¼ Mile 12.1 sec
Top Speed212 km/h

Source Bike Magazine of 1999

[tubepress mode='tag', tagValue='Bimota DB4']

Make ModelBimota DB4ie
Year: 2000
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 904
Bore x Stroke: 92 x 68 mm
Compression Ratio: 9.2:1
Induction: Fuel Injection
Ignition / Starting: Electronic inductive / electric
Max Power: 80 hp 58.3 kW @ 7000 rpm
Max Torque: 81 Nm @ 7000 rpm
Transmission / Drive: 6 Speed / chain
rameLight aluminum alloy pipes with oval profile
Front Suspension: Telehydraulic fork with 43mm stanchions and preload adjustments
Rear Suspension: Fully adjustable shock absorber
Front Brakes: 2x 320mm discs
Rear Brakes: Single 230mm disc
Front Tire: : 120/70 ZR17
Rear Tire: : 180/55 ZR17
Dry-Weight: 170 kg
Fuel Capacity: 18 Litres

[tubepress mode='tag', tagValue='Bimota DB4ie']

Make ModelBimota DB5S Borsalino Limited Edition
Year: 2007
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 992
Bore x Stroke: 94 x 71.5 mm
Compression Ratio: 10.0:1
Induction: Fuel Injection, 45mm throttle body
Ignition / Starting: Marelli electronic / electric
Max Power: 63 kW 85.5 hp @ 7750 rpm
Max Torque: 87.5 Nm 9 Kg-m @ 5750 rpm
Transmission / Drive: 6 Speed / chain
Frame: 25/20mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy. 35/25/15mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy rear.
Front Suspension: Öhlins upside-down fully adjustable forks with TiN surface treatment
Rear Suspension: Fully adjustable Öhlins monoshock
Front Brakes: 2x 298mm discs 4 piston calipers
Rear Brakes: Single 220mm disc 2 piston caliper
Front Tire: : 120/90 -17
Rear Tire: : 180/55 -17
Dry-Weight: 156 kg
Fuel Capacity:
Bimota has revealed this limited edition DB5 Borsalino, built to celebrate the anniversary of an Italian hat company!
Based on a mechanically stock Bimota DB5 , the DB5 Borsalino was built to celebrate the 150th anniversary of Italian hat maker Borsalino, famed for fedora hats.
The bodywork loses the typical bright, cheery colour schemes of the standard motorcycle and goes for a meaner matt black, with the Borsalino logo on the fairing panels. The steel tubular parts of the Frame: and swingarm are also finished in black, but the Ohlins forks, Marchesini wheels, Brembo brakes and the machined aluminium sections of the Frame: and swingarm are anodised gold.
The cambelt covers, tip of the belly pan and other detail parts are swapped for carbon fibre parts.

[tubepress mode='tag', tagValue='Bimota DB5S Borsalino Limited Edition']

Make ModelBimota DB5S 1000 Mille
Year: 2005
Engine: Air cooled, four stroke, 90°“L”twin cylinder, SOHC, desmodromic 2 valves per cylinder
Capacity: 992
Bore x Stroke: 94 x 71.5 mm
Compression Ratio: 10.0:1
Induction: Fuel Injection, 45mm throttle body
Ignition / Starting: Marelli electronic / electric
Max Power: 63 kW 85.5 hp @ 7750 rpm
Max Torque: 87.5 Nm 9 Kg-m @ 5750 rpm
Transmission / Drive: 6 Speed / chain
Frame: 25/20mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy. 35/25/15mm tubular chrome molybdenum steel trellis with lateral plates in aircraft alloy rear.
Front Suspension: Öhlins upside-down fully adjustable forks with TiN surface treatment
Rear Suspension: Fully adjustable Öhlins monoshock
Front Brakes: 2x 298mm discs 4 piston calipers
Rear Brakes: Single 220mm disc 2 piston caliper
Seat Hieght800mm
Front Tire: : 120/90 -17
Rear Tire: : 180/55 -17
Dry-Weight: 156 kg
Fuel Capacity:
ReviewsMotociclismo.it / Motorsport it / Motociclismo Part 1 Part 2 / Motonline.com / Visordown

Today’s born-again Bimota adventure began thanks to the initiative, the courage and the vision of Ing. Roberto Comini, a successful and accomplished entrepreneur who is also President of the multinational company Farmavenda Spa.

As his partner in the adventure of restoring Bimota to its previous prestigious status in the motorcycle world, Ing.Comini has teamed up with Novafin, a Swiss company based in Geneva whose CEO is a great fan of Bimota, as well as thoroughly knowledgeable about motorcycles.

Mr. Gigi Bonini, a successful manager from the industry, has recently joined Bimota as the new Managing Director, and with the help of the dedicated and passionate team he has assembled, will be in charge of taking the Bimota marque back to its origins, even if the market in general, as well as the competition, has changed a great deal since it was founded back in 1973 by the team headed by Mr.Massimo Tamburini.

Bimota is fully established in all the major world markets and has recently also returned to the USA, where the first Bimota showroom has been opened in New York.

For the future Bimota is developing several different projects, including evolutionary versions of existing models which will be revealed at the appropriate time. Meanwhile, the company’s commitment and determination are at the highest levels to meet the challenging task of relaunching such a prestigious marque.

DB5 1000 Project ­ The Genesis

In July 2003, the reborn Bimota company, still in a start-up phase, decided to return to the marketplace with a new model which would be ‘Una Vera Bimota’ incorporating the greatest expression of technology, innovation and Made in Italy design flair. Thus was born the new Bimota DB5 Mille.

The designer of this new Bimota is Sergio Robbiano, who was already responsible for the styling of the controversial but innovative 500Vdue model.

In December 2003 Robbiano delivered the DB5 Mille design to Bimota, interpreting in a successful manner the philosophy that Bimota wanted to transmit with this bike.

Throughout 2004, a small but dedicated team has been hard at work to create the prototype revealed last September at Intermot 2004 in Munich.

Their challenge was all the more difficult thanks to the fact that the development of the new model took place at the same time as the complete re-organization of the company. Nevertheless, thanks to the diligence, devotion and passion of Bimota staff, the new DB5 Mille was duly presented at Intermot 2004.

Its success was immediate, and exceeded all expectations, with the bike’s design universally acclaimed. Such was the admiration for it that the DB5 Mille won the prestigious Motorcycle Design Association Award as the most beautiful bike of the entire show in the Supersport category.

This significant achievement spurred on the Bimota R&D team to bring the DB5 Mille to production as fast as possible, but to the highest standards, in order that the many eager customers who had expressed an interest in acquiring the bike, could have their dreams fulfilled.

Unfortunately, the winter of 2004-5 in Italy was very cold: heavy rain and snow until the end of March delayed the intensive test programme of the DB5 Mille. Nevertheless, initial test results have been immediately positive, and by building on this, after months of hard work we reached our intended aim of delivering a bike which is as satisfying to ride as it is beautiful to look at.

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