Bimota DB10 Bimotard and Ducati Hypermotard 1100 Evo comparison

Posted on by admin

Menus

Bimota DB10 Bimotard and Ducati Hypermotard 1100 Evo comparison

Comparative test of two-cylinder supermotos

Bimota DB10 Bimotard and Ducati Hypermotard 1100 Evo

With the DB10 Bimotard, the Italian luxury forge Bimota is celebrating its premiere in the segment of two-cylinder supermoto bikes. The engine from the Ducati Hypermotard is used to drive the noble drifter, which costs almost 21,000 euros. Donor meets recipient.

The line of cars in front of the gate to the racetrack at last year’s Grand Prix in Mugello must have been very long. In any case, long enough to bring the discussions between the Bimota managers and head of technology Andrea Acquaviva to a creative end. By the time a steward finally picks up the group’s tickets at the paddock entrance, the decision is made. For the first time in the company’s history B.imota develop a supermoto bike. Just five months later, at the beginning of November 2011, the DB10 Bimotard is, as the Italians cleverly put it, at the EICMA motorcycle fair in Milan.

Buy complete article

Bimota DB10 Bimotard and Ducati Hypermotard 1100 Evo comparison

Comparative test of two-cylinder supermotos
Bimota DB10 Bimotard and Ducati Hypermotard 1100 Evo


Typical Ducati: The single-sided swing arm is one of the trademarks of the manufacturer from Bologna.

And before the first anniversary of that brainstorming session in Mugello, the first Supermoto work from Rimini is rolling out of the MOTORRAD underground car park. In the saddle of the Supermoto world champions of 2006 and 2008, Bernd Hiemer (see interview in MOTORRAD 13/2012), in tow the donor of the drive unit of the Bimota, the Ducati Hypermotard 1100 Evo. Like in a tunnel, the sheet metal bodies return the dull thuds of the two Vau-Zwo in the dense city traffic. 1079 cm³ displacement, discreet cooling fins, hardly any cable or hose tangles – the largest air-cooled Ducati engine can not only be heard, but also seen. With its unadorned appearance, it fits exactly with the concept of the two Italians. Pure supermoto. Without modernist zapping between driving modes, without ride-by-wire, without traction control, and even without ABS.

The city disappears in the rear-view mirrors. Where? Just follow the sharp noses of the two muggers. The smaller the sign pointing to the next town, the narrower the asphalt strip, the better. Until then, a quick flashback.


Typical Bimota: The composite construction of the frame finds its stylistic continuation in the rear swing arm. Great: the combination of chain tensioner and brake caliper mount milled from one block.

The year 2005. Ducati presents the study of a supermoto bike. Two years later, the euphoric Hypermotard goes into production. With a tubular space frame, single-sided swing arm and overhead exhausts, the Drifter fits seamlessly into the range of super sports cars from Bologna at the time. At that time, Bimota, under the leadership of the Milanese businessman Roberto Comini, was still climbing out of the lowlands of the new beginning in 2003. At the same time as the launch of the Hypermotard, i.e. also in 2007, the high-class forge from the Adria relies on the technical concept that is still characteristic today for all models without exception: A combination of tubular truss and milled aluminum plates forms both the frame and the rear swing arm. Only Ducati engines are used as drive.

At Bimota, exclusivity has always had its price. The Bimotard tariff also raises the financial bar for a supermoto bike: 20,790 euros. In contrast, the 12,000 euros for the Ducati look like a bargain.

Bernd brakes the junction with a strong double-declutching throttle. The DB10 barks viciously from the two silencers, a reminder that the tinkerers from the Adria did not take over the Ducati technology unchanged. Instead of the Siemens injection of the Duc, an American-Italian Walbro injection system sits between the cylinders, instead of the Ducati exhaust, which is acoustically pacified with a flap, a stainless steel system from Arrow snakes its way to the rear of the frame. Which is not without consequences.

The modified L-Twin hangs significantly fresher on the gas, reacts more spontaneously to every turn of the handle and catapults itself out of the corners with noticeably more vigor. Or is it just because of Bernd? Are you kidding me? Are you serious when you say that. From the lower revs to the limiter, the Bimota tuning in the mighty Vau unit stirs up a strong fire, giving it up to 8 hp more power and ten Newton meters more torque, especially in the relevant medium speed range. Acoustically, the cure remains within a reasonable range. A Ducati Panigale or Aprilia RSV4 thunder louder even in series production.


Cheer up: In contrast to the deep Ducati front, Bimota relies on a more balanced chassis geometry and ergonomics.

That we understand each other correctly: very few Hypermotard drivers have called for more power so far. On the contrary. As velvety as this Duc engine attracts above 3000 rpm, as cultivated, full of pressure and substance it then balances through the speed range, this is exactly the real charm of this famous engine. And despite the higher performance and the additional spontaneity, he has not lost any of these characteristics in the Bimota either. A pleasure with no regrets.

Speaking of enjoyment. No trip with Italians without a cappuccino break. Pure cliche, but why not? We stop at a street cafe, especially let the new Bimota work on us. You literally believe you can still hear the milling machines and lathes whirring, secretly looking for a pool of freshly dripped coolant on the floor. Not a single weld seam flakes on the edge of these shimmering aluminum parts. The chain tensioner milled from a block with integrated mounting for the rear brake calliper alone is a masterpiece of the art of milling – and a self-confident commitment to the identity of this brand. Because be it the central aluminum plates, which harmoniously accommodate the frame parts including the footrest arm, the interestingly styled, downward sloping fork bridges or details such as the inconspicuous taillight cover made of brushed aluminum – the DB10 presents itself as a total work of art in red and silver, even the stylish Hypermotard, Taste or not, optically clearly in the shade.


Raise your cups. Bernd Hiemer lifts the front wheel of the Bimota.

Even if it remains technically guilty of a lot. Noble, radially hinged brake and clutch fittings (standard equipment on Ducati, by the way), light forged wheels or milled monobloc brake calipers remain unfulfilled wishes despite the proud price and elitist demands.

Nevertheless: with a full tank of 182 kilograms, the filigree Bimotard sets a new lightweight construction record in the two-cylinder fun bike segment. At least twelve kilos separate them from the Ducati, at least 20 from the rest of the comparable supermoto competition. A value that deserves respect, especially in the consistently rudimentary supermoto league.

Enough looked and calculated. The leg swung sportily over the 900 millimeter (Ducati: 850 mm) off-road high seat bench, turned the ignition key set deep between the steering head and the tank, pressed the button, and off you go. The streets are getting narrower and bumpier and tangled up more and more. Finally supermoto land. Attack! But as quickly the arrogance arises, so quickly it disappears again. Because instead of poking along the asphalt curlicues with its well-trained astral body, the Bimotard allows itself to be thrown off track by faults, is wobbly in tight bends and occasionally hits the handlebars vigorously at the exit of a curve. The reason? Probably an unholy alliance of the handy Michelin Pilot Power Pure, the tightly tuned Italian Extreme Tech shock absorber, missing steering damper and the high seating position. It can hardly be because of the paper form. Because the Ducati, with its deep front, is not known to be a model boy in terms of steering precision, has the same chassis data for wheelbase and steering angle, but with softer suspension, deeper integrated driver and more neutral Pirelli Diablo Rosso tires in comparison, it is more accurate and more precise.

Only when the sea of ​​waves smoothes out on the asphalt does the Bimota find its destination. Then the lightweight can be directed from curve to curve with gentle pressure on the thighs, fall almost weightlessly into the deepest inclines or braked with the force of a single finger. Suddenly, on a racetrack-like surface, mind and body harmonize. Perhaps, no, the newcomer to Supermoto will definitely need a few more kilometers for fine-tuning together with the racing-oriented Bimota development team. On the country road, not in Mugello. It would be worthwhile.


Conclusion
With filigree and lovingly implemented technology, the Bimotard also remains true to the maxims of the high-end forge from Rimini. Nevertheless: For just under 21,000 euros, the equipment of the Supermoto debut from the Adriatic must be more noble and the driving behavior more homogeneous. In any case, the Bimota does not drive circles around the two-cylinder supermoto establishment like the Ducati Hypermotard – as beautiful as it may be.

Technical specifications


The Bimota does not drive circles around the two-cylinder supermoto establishment like the Ducati Hypermotard.

Bimota Ducati
engine 
design type Two cylinder four stroke 90 degree V engine Two cylinder four stroke 90 degree V engine
injection Ø 42 mm Ø 45 mm
coupling Multi-disc dry clutch  Multi-disc dry clutch
Bore x stroke 98.0 x 71.5 mm 98.0 x 71.5 mm
Displacement 1079 cm3 1079 cm3
compression 10.7: 1 11.3: 1
power 72.0 kW (98 PS) at 7500 rpm 67.0 kW (91 hp) at 7500 rpm
Torque 105 Nm at 5500 rpm 105 Nm at 5750 rpm
landing gear
frame Steel tubular frame, engine is load-bearing Steel tubular frame, engine is load-bearing
fork Upside-down fork, Ø 50 mm Upside-down fork, Ø 50 mm
Brakes front / rear Ø 320/220 mm Ø 305/245 mm
bikes 3.50 x 17; 5.50 x 17 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 180/55 ZR 17 120/70 ZR 17; 180/55 ZR 17
Tires Michelin Pilot Power Pure Pirelli Diablo Rosso
Dimensions + weights
wheelbase 1465 mm  1465 mm 
Steering head angle 66.0 degrees 66.0 degrees
trailing k. A.. 100 mm
Front / rear suspension travel 165/140 mm 165/141 mm
Seat height ** 900 mm 850 mm
Weight with full tank ** 182 kg 194 kg
Payload ** 178 kg 196 kg
Tank capacity / reserve 13.5 liters 12.4 liters
Service intervals 12,000 km 12,000 km
Price including additional costs 20790 euros 12055 euros
MOTORCYCLE – readings
Top speed * 228 km / h 220 km / h
acceleration
0-100 km / h 3.6 sec 3.6 sec
0-140 km / h 6.2 sec 6.2 sec
0-200 km / h 14.7 sec 17.6 sec
Draft
60-100 km / h 4.0 sec 5.2 sec
100-140 km / h 3.5 sec 4.7 sec
140-180 km / h 4.6 sec 6.6 sec
Consumption highway 4.9 liters / super 4.5 liters / super
Reach country road 276 km 276 km

* Manufacturer information, ** MOTORCYCLE measurements

Leave a Reply

Your email address will not be published. Required fields are marked *