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- Extreme athlete
- Full of performance
- Not a hint of understeer
- High seat, low handlebar halves
- Technical data Bimota BB3
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Bimota BB3 in the driving report.
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The handlebar of the Bimota BB3.
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The cladding drawn in at the top and triangular air inlets give the front section its characteristic appearance.
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The connection of aluminum parts and the steel and tubular space can also be found on the new BB3.
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Cleverly done: The upper mount of the tightly damped Ohlins shock absorber is eccentrically mounted for quick adjustment of the rear height.
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Because all of the electronics come from BMW, the display instrument was also adopted from the S 1000 RR.
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Bimota BB3 in the driving report.
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Bimota BB3 in the driving report.
Bimota BB3 in the driving report
Extreme athlete
The Bimota BB3 has the engine of the BMW S 1000 RR and is therefore one of the most powerful super athletes. Introduced last fall, it is now making its debut on a small northern Italian racetrack. MOTORRAD drove the precious and reported the latest news.
These milled parts – always a feast for the eyes. In the B.imota BB3, the third Bimota with a BMW engine, they determine the overall appearance of the machine more than any other from the current model range. The mighty rear frame section and the swing arm with their artfully and delicately milled surfaces are very noticeable. And although these aluminum sculptures are no longer created in-house as they used to be, but come from suppliers, the high culture of machining technology continues one of the traditions that have made Bimota famous since the founding years.
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Bimota BB3 in the driving report
Extreme athlete
Bimota BB3 also carried on with dignity. Above all, it secures the currently best engine as a drive source, and that also distinguished Bimota from the start – see the Honda 750 in the HB1, the Kawasaki 1000 in the KB1 or the Suzuki 750 and 1000 in the SB2 and SB3 . Today it is the four-cylinder of the BMW S 1000 RR and HP4. Unlike Bimota’s other engine supplier Ducati, who only want to provide the mechanics, BMW insists on delivering the roughly 200 hp power plant complete with injection, airbox and sophisticated electronics.
Full of performance
That is a good thing, because it saves Bimota buyers from having to vote on racing operations and the special climatic conditions of Rimini in earlier years. Performance is not an issue anyway. Or – just as you take it – in the opposite way than before. Because for the test track, the newly built Circuito Tazio Nuvolari near Pavia, the Bimota BB3 actually has too much of it. The route is so intricate, most of the curves so tightly curved hairpins that the BMW engine was able to shine primarily with its clean throttle response and the fact that the driver can use its enormous dynamics in a well-dosed manner. Thanks to BMW power, the BB3 even completed the 800 meter straight like a short sprint.
The straight is followed by the only wide bend on the course, a right that needs to be driven relatively quickly in third gear. This is where the Bimota BB3 instills confidence immediately; you won’t find anything in jagged angles despite the high speed. Because of the tightly coordinated spring elements, bumps are clearly noticeable to the driver, but do not disturb the machine. A journalist colleague interpreted the fact that one hardly succeeds in hitting the apex close to the inner curb as the curve progresses as understeer. But it has more to do with the fact that the curve tightens slightly towards the end and the track folds down from a slight elevation into the flat.
Not a hint of understeer
Then the “handstands” begin. Braking the first bend. When turning and up to the apex of the curve, there is a lot of weight on the driver’s forearms. Applying and pulling the gas is a noticeable relief. It only lasts for a short time, because the next bend, the first to the left, is approaching quickly. Braking, a lot of weight on the forearms. The day before, racing cars maltreated this section of the track at high asphalt temperatures in such a way that the pavement tore open and bitumen began to sweat. If you like balancing acts on the slip limit, you can work with the traction control here, drive far to the outside in order to be able to accelerate again earlier. Then the electronics of the Bimota BB3 ensure that the rear wheel always slides a little further out than the front wheel when driving over the critical area. A fall over the front wheel is avoided, but this tactic is not for everyone.
In the long run, the author preferred to use the fear line, braked almost straight over the slippery part to almost the outer edge of the track with ABS protection, slowly turned around and accelerated again almost straight towards the following, fluid and fast left-right curve sequence. Here the Bimota BB3 looks like it has been released from the previous rods, can be precisely circled past the inner curbs and changes the incline quickly and precisely. No hint of understeer, just happy acceleration. So happy that you stay on the accelerator for almost too long before the next bend, the next handstand. And it’s barely 100 meters to the next but one, barely 200 to the fifth and last.
High seat, low handlebar halves
Accelerating over bitumen fields onto the home straight is pure relaxation thanks to traction control. Under these less than ideal circumstances, the Bimota BB3 was able to flash the potential of its high-quality, race-ready chassis a few times. However, because of the high seat and the low handlebar halves, it demands a lot of physical effort from its driver. Even more so than other super sports cars, for example the DB11, which was driven on the same route for comparison. This makes the BB3 appear shorter and steeper than the BMW S 1000 RR when it stands above the front wheel. When asked about this, Andrea Acquaviva, the designer of the BB3, was very surprised and pointed out that the chassis of the BMW had a steeper steering head, a shorter caster and a shorter wheelbase (66 instead of 65 degrees, 106 instead of 98.5 and 1417 instead of 1430 Millimeter). Possibly a less front-wheel-heavy seating position for the driver would better bring out the advantages of the Bimota geometry. There are enough setting options for adaptation; What is striking is the cleverly made eccentric upper mounting of the strut, with which the rear height can be changed quickly.
At the end of the test drives, it became clear that not only the drivers but also the machines had to pay tribute to the heat and the characteristics of the track. One of four Bimota BB3s stopped with electronic problems, and the brakes of the other three unsettled with a brutal response and loud squeaking. They also developed noticeable front wheel chatter in the braking zone at the end of the home straight. You don’t have to overstate that, but you should know. As informative as the Bimota bosses and employees were during the test day, they did not want to give an exact price for their piece of jewelry. MOTORRAD is therefore still assuming around 45,000 euros – as announced by the German Bimota importer Wilbers last autumn.
Technical data Bimota BB3
Bimota
Cleverly done: The upper mount of the tightly damped Ohlins shock absorber is eccentrically mounted for quick adjustment of the rear height.
engine: Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 350 W alternator, 12 V / 7 Ah battery, hydraulically operated multi-disc oil bath clutch (anti -Hopping), six-speed gearbox, chain, secondary transmission k. A..
Bore x stroke: 80.0 x 49.7 mm
Displacement: 999 cm³
Compression ratio: 13.0: 1
Rated output: 142.0 kW (193 hp) at 13,000 rpm
Max. Torque: 112 Nm at 9750 rpm
Landing gear: Steel tubular frame with screwed-on aluminum plates, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper, ABS, traction control.
Forged aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/70 ZR 17; 190/55 ZR 17
Dimensions + weight: Wheelbase 1430 mm, steering head angle 65 degrees, caster 106 mm, spring travel from / h. 125/130 mm, seat height 820 mm, dry weight 179 kg, tank capacity 17.0 liters.
Guarantee: two years
Colors: red / white
Price: k. A..
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