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• Damn close
• MOTORCYCLE measurements: Honda CBR 600 RR
• Technical data: Biomta DB5 1000
• Technical data: Honda CBR 600 RR

Concept comparison Bimota DB5 1000 / Honda CBR 600 RR

Damn close

With little weight and a lot of displacement, Bimota’s DB5 competes against the Japanese 600cc super sports car. A recipe that is very close to perfect sporty country road fun. And yet very far away.

Why the hell does that have to be? Do you have to understand that? 26,000 euros. That is impossible! For an air-cooled two-cylinder with around 90 hp. They must be crazy. And above all: How nice to explain this story now? B.imota DB5 1000
against Honda CBR 600 RR. 26564 euros plus 326 euros for ancillary costs against 10340 euros plus 170 euros for ancillary costs-
costs. Nobody asks any more questions. At least not the one who has to look at the money.
But that’s not the point here. Neither
like triple clamps milled from solid. It works
about driving dynamics. And a thesis and an idea. The thesis: If you manage to pack a 1000 V2 so tightly that it can compete in weight and dimensions with a 600 super sports car, then it promises a lot of fun on winding land-
streets. This brilliant idea has a name: Bimota DB5. A bike without any show of horsepower or explosions in performance that no one can take. But with real pressure in the middle. Exactly where you can use it. In addition, weight and dimensions at 600 level as well as chassis components that do not give out immediately. Impressively simple actually. Or simply impressive. Except for the price, which we will now forget. Let’s see if the Bimota keeps what the idea promises.
Very well on paper. Weight 190 kilograms. Fully fueled, mind you. Oh look, it works. Despite the big, heavy V2. That’s a whopping four kilograms less than the Honda CBR 600 RR. With the wheelbase, they are
30 millimeters more. 1425 to 1395 millimeters. The Bimota also has five millimeters more trail. The steering head angle is tied at 66 degrees.
In theory, then, equality of opportunity. In practice, however, there is a huge difference. And one of the most obvious kind, because against the light transparency that characterizes a DB5 even when standing still, even a not exactly powerful double RR looks bulky, if not clumsy and plump. And the Bimota delivers from the first meter
A new kind of experience. It looks almost fragile with its wasp waist, minimalist seat cushion and narrow tank. So slim that you get scared it could break in half. Especially when the Desmo-Twin loosens. Then the rich bass roars from the carbon airbox in a pitch that you simply would not have expected in this filigree environment.
Just as little as the decisive start that the V2 takes, although you actually know it from Ducati Monster or Multistrada. No gentle rolling off like on the Honda, no slowly increasing thrust. Pamm, there, short and dry. Immediately afterwards it spreads, this familiar feeling. There it is again, the absolute stability that characterizes Supersport Ducatis. Or for MV Agusta. For Italian sports motorcycles with tubular space frames.
A colleague once wrote “like a dowel”. That’s the way it is. But: to experience this feeling on such a petite, feather-light motorcycle? this is as new as
exciting. The sensitive and yet creamy way with which that
Ohlins spring mechanism takes its rough edges and waves from the course, is known and highly willed-
come. The same applies to the ability of the Swedish goods to keep the pilot well informed about what he has under his wheels.
A great debut, in which the Honda cannot easily keep up. At least emotionally. Because even though it is absolutely unambiguous-
makes statements about the condition of the road, as it should be for a top athlete? it does not quite achieve the transparency of the bimota. In addition, there is another, systemic shortcoming: the unspectacular, almost boring power output of the small four-digit in the four-digit speed range. It’s hard to believe in view of the power and torque curve as well as the perceived characteristics, but in the upper gears the Honda has more power on the rear wheel in the highway relevant speed range of 50 to 120 km / h
Available. The Bimota, which has a long gear ratio in relation to its performance (see gait diagram on page 40) can only enjoy advantages in the third. With the result that the CBR
not only keeps the connection effortlessly on a brisk journey, but is even superior. Subjectively, it is exactly the other way around in terms of performance.
The Honda also comes up trumps when things get tight and winding. On the one hand, because their more comfortably designed spring elements on undulating surface show better handling qualities, on the other hand, because the basically handy DB5 for turning is a significantly stronger one
Impulse needs than the even handier Honda. Added to this is a seating position that is based on the petite engine-
rad inevitably assembled, but compared to the Japanese, it is more traditionally Italian. With the upper body stretched over the tank, a lot of weight on the wrists and little space between the bench and the foot-
rest. It’s okay on smooth routes. In the Winkelwerk it becomes difficult.
The Honda, on the other hand, ergonomically has an almost tourist liability ?? typical for the current-
elle generation of Nippon athletes. The smaller distance between the steering head and the seat is particularly beneficial
positively noticeable. Upright, with relieved wrists and emotionally positioned directly above the steering head, every change of direction is child’s play.
So conditioned, you can guess, the Bimota has a hard time canning the top dog even on the top test course. In the fast slalom she loses two km / h to the Honda because every change of direction takes a lot of strength. For this she reciprocates in the slow slalom and is fed up with the extreme slopes. And pushes out of the corners with a lot of pressure. Nevertheless: It is not enough for more than the arithmetical stalemate (see measured values).
Speaking of measured values: It should not be left unmentioned that the forward thrust of the DB5 (rated output 85 hp) already gives way to a pronounced lethargy from around 7500 rpm, which we did not know about this engine before. The coordination of the injection system, because of the new periphery ?? Airbox, exhaust system? was necessary, the Bimota technicians did not work out as well as one is used to the Bolognese. With the result that at the top around five PS (89 to 94 PS) are missing from a comparable Monster and the Bimota performance curve is below the Ducati curve in all areas.
However, well above that of the Honda four-cylinder. It only moves forward if you twist it properly.
113 hp. At 13500 rpm. The short stroke turns from around 10,000 rpm, making it a pleasure. But let’s be honest: Who would like to have that, in everyday life, in the long term? Even when it comes to bold curve swinging. On this occasion, as paradoxical as it sounds, one is often with the CBR
on the way in the sixth, while the bimota can often be found in the fourth, also because of the unnecessarily wide spread of gears five and six.
This little mishap doesn’t really spoil the fun of it. In contrast to the other malaises. The futile look in the rearview mirror, for example. Their positioning is just as annoying in the long run as that
Cockpit display that can only be read in sunlight. In this regard, even the most solvent and
Italophilste V2 lovers quickly want the supposedly disdainful Honda mass-produced goods. Just as he wishes for the lost temperament of the Desmo-Twin back. Overall a little more care ??? then the DB5 would be really close to the ideal super sports country road fun device. Even if their price is off
from another galaxy.

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Concept comparison Bimota DB5 1000 / Honda CBR 600 RR
Damn close

MOTORCYCLE measurements: Bimota DB5 1000

Performance
Top speed * 223 km / h

acceleration
0 100 km / h 3.3 sec
0 ?? 140 km / h 5.7 sec
0 200 km / h 13.8 sec

Draft
60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 4.7 sec
140 180 km / h 5.7 sec

Consumption in the test
Country road 4.9 l / 100 km
Theor. Range 346 km
Fuel type super

mass and weight
L / W / H 2070/760/1210 mm
Seat height 810 mm
Handlebar height 850 mm
Turning circle 8360 mm
Weight with a full tank 190 kg
Load 100 kg
Wheel load distribution v / h 50.6 / 49.4%
Wheel load distribution
with driver (85 kg) v / h 47.1 / 52.9%

Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 40.5 meters
Average deceleration 9.5 m / s2

Handling course I (fast slalom)
Lap time 20.2 sec
vmax at the measuring point 109.7 km / h

Handling course II (slow slalom)
Lap time 28.7 sec
vmax at the measuring point 58.6 km / h

Orbit Ø 46 meters
Lap time 10.7 sec
vmax at the measuring point 52.5 km / h

MOTORCYCLE measurements: Honda CBR 600 RR

Performance
Top speed * 265 km / h

acceleration
0 100 km / h 3.3 sec
0 ?? 140 km / h 5.2 sec
0 200 km / h 9.8 sec

Draft
60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 4.2 sec
140 ?? 180 km / h 4.6 sec

Consumption in the test
Country road 5.6 l / 100 km
Theor. Range 321 km
Fuel type normal

mass and weight
L / W / H 2020/820/1130 mm
Seat height 820 mm
Handlebar height 830 mm
Turning circle 6030 mm
Weight with a full tank 194 kg
Payload 177 kg
Wheel load distribution f / h 51.6 / 48.4%
Wheel load distribution
with driver (85 kg) v / h 48.1 / 51.9%

Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 41.6 meters
Average deceleration 9.3 m / s2

Handling course I (fast slalom)
Lap time 20.1 sec
vmax at the measuring point 111.7 km / h

Handling course II (slow slalom)
Lap time 29.0 sec
vmax at the measuring point 54.2 km / h

Orbit Ø 46 meters
Lap time 10.7 sec
vmax at the measuring point 53.2 km / h

Technical data: Biomta DB5 1000

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt-driven camshaft, two valves per cylinder, operated desmodromically, wet sump lubrication, injection, Ø 45 mm, 520 W alternator, battery
12 V / 10 Ah, hydraulically operated more-
Disc dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 94.0 x 71.5 mm
Displacement 992 cm3
Compression ratio 10.0: 1
rated capacity
62.2 kW (85 PS) at 8000 rpm

Max. Torque 92 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 4.088 / HC 0.982 / NOx 0.146

Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 298 mm , Four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dunlop D 208 RR tires tested

Dimensions and weights: wheelbase 1425 mm, steering head angle 66 degrees, caster 100 mm, spring travel f / h 120/120 mm, tank capacity 17 liters.

Two year guarantee

Service intervals every 10000 km

Colors red / silver

Price 26 564 euros

Additional costs 326 euros

Technical data: Honda CBR 600 RR

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter with secondary air system, 333 W alternator, battery
12 V / 9 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 67 x 42.5 mm

Displacement 599 cm3

Compression ratio 12.0: 1

rated capacity
86 kW (117 hp) at 13,000 rpm

Max. Torque 66 Nm at 11000 rpm

Pollutant values ​​(homologation) in g / km
CO 1.522 / HC 0.544 / NOx 0.161

Chassis: Bridge frame made of aluminum, load-bearing motor, screwed rear frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front , Ø 310 mm, four-
fixed piston calipers, rear disc brake,
Ø 220 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test
Bridgestone BT 014 “E” / “G”

Dimensions and weights: wheelbase 1395 mm, steering head angle 66 degrees, caster 95 mm, spring travel f / h 120/130 mm, tank capacity 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, red, black
Price 10,340 euros
Additional costs 170 euros

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