Bimota DB1

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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.

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