test & Technology: Test Bimota DB9 Brivido SC
Bimota DB9 Brivido SC
Bimota DB9 Brivido – the combination of the maximum two-cylinder boom of a Ducati Testastretta engine and minimal trappings hits the stomach area with full force. Knock down everyone who isn’t careful. If the price didn’t do it before then.
There’s no point, you have to deal with it. Preferably before you get on, before the V2 hit hits you. As always, it’s about the money. To be more precise: a lot of money. More than most of us will ever spend on a motorcycle. We are talking about 28510 euros. That’s the price for the new Bimota D.B9 Brivido SC, where the S stands for the variant with the brake disc attached to the rim ring (inner diameter 340 mm) and an internal brake caliper, while the C emphasizes the already obvious and wasteful use of carbon fiber parts. It quickly turns black before your eyes. If you don’t like that, you can choose the Brivido S with the same amount of carbon, but with an extremely delicate paint job and pay the same price, while bargain hunters choose the standard DB9 with conventional 320 millimeter brake discs and Brembo four-piston calipers. For around 3150 euros or a good used motorcycle less. So much for the enormous effort that the new DB9 demands. If you don’t want to or can’t bring it, you shouldn’t even get up. Then at least there is no danger of succumbing to the brute charm of this idiosyncratic combination of Ducati-Testastretta-V2 in the airy Bimota chassis.
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test & Technology: Test Bimota DB9 Brivido SC
Bimota DB9 Brivido SC
Clearly structured: the cockpit of the DB9 with an additional diode tape tachometer, gearshift light and digital display.
In sober figures it reads like this: 162 hp rated power from the almost 1200 cubic centimeters of a Ducati Diavel engine (that is, the one with the torque-promoting eleven-degree valve overlap) meet 177 kilograms of dry weight. Ready to drive, with a full 18 liter tank, that means a total weight of 195 kilograms. With this, the Bimota undercuts its streetfighter competition, i.e. Triumph Speed Triple, MV Agusta Brutale 1090 RR, Aprilia Tuono and Co, by more than 20 kilograms in some cases, while in terms of performance it rushes away from many of its guild with measured 151 hp. The logical consequence: With just under 1.3 kilograms per horsepower, it is at the forefront of the league of strong street fighters.
Anyone who thinks they can put away such benchmarks like an annoying body hit is ready for the first round. Because it’s not just pure top performance with which the DB9 strikes and emphatically plasters the fork bridge on the face of the sparring partner on the handlebars when turning the lower gears. Above all, it is the constant torque attacks that make fighting with the DB9 so entertaining. Virtually unheard of in every situation, but marching forward with unbelievable pressure – that is the greatest strength of the DB9, it can do that like no other.
If every throttle is completely independent of the current speed, every single ignition seems to drive the load forward, the full-blooded V2 shakes and lives between the legs, then that is absolutely impressive and justifies the effort that the Bimota with a vote the injection software and its very own engine peripherals – everything, from the airbox to the exhaust, is produced in Rimini on its own. No torque hole far and wide, prompt, at best somewhat hard response and just this full thrust, because the torque surge, which practically never falls below 100 Newton meters from 4000 rpm, plays with the DB9 like the Klitschkos play with their opponents. The fact that this agility is not reflected more clearly in the measured values determined by MOTORRAD is due to two things. On the one hand the latent wheelie tendency in the acceleration disciplines, on the other hand the relatively long gear ratio (up to 270 km / h). And yet: from 0 to 200 km / h in 8.8 seconds is a word, the pulling from 100 to 140 km / h in 3.6 seconds is also impressive.
Old strength: aluminum milled parts like here on the triple clamp and handlebar bracket have always been Bimota’s trademark.
But sheer power alone does not make a winner. The footwork also has to be right, and here too Bimota – how could it be otherwise – goes its own way. Trusted in the frame, which takes the V2 as a load-bearing element, on a technically clean mix of tubular steel and milled aluminum parts, the swing arm is made from the same composite and does not support it on the top of the frame, but – like Honda with the Fireblade – via a lever on the motor housing below the swing arm mounting. This not only looks classy and technically interesting (in connection with the red / gold anodized strut from the Italian manufacturer Extreme Tech), it also works really well. The same goes for the 43 mm Marzocchi upside-down fork. Like the shock absorber, it reacts to edges and transverse joints with healthy Italian hardness, but it swings out very bad hits and keeps the load so reliably in balance that the driver can concentrate fully on the second outstanding strength of the DB9.
Idiosyncratic solution: noble aluminum fork base with wide mount for the six-piston pliers, external brake disc.
It is the splendid, almost nervous handiness that, in combination with the powerful motor, makes this arrangement so special. No wonder: 195 kilograms of weight, a steering head angle that is quite steep at 65 degrees and light OZ forged wheels – despite the long Ducati engine, these are the best prerequisites for easily prancing from one corner to the other. But be careful! Anyone who, like the Bimota, converts every small twitch on the butted, wide tubular handlebar into a prompt change of direction is almost inevitably no straight-line miracle. The DB9 cannot deny a slight nervousness about the steering axis, as well as the tendency to instability when unrestrained speed is pounded.
Bimota specifies 270 km / h – but very few future Brivido owners will try it out, because their minds are likely to be completely different from motorway races. The big appearance at the scene get-together, for example, the admiring looks of the biker colleagues. What’s that? The newest Bimota! What kind of engine does it have? The big Ducati Testastretta! How’s that going? Really good! And does that also slow you down? Yes, yes, it brakes really well! And then it always comes, the crucial question. What does that thing cost? A good 28,000 euros. There it is again, the “Lucky Punch”. As always with a knock-out!
We see black! The new Bimota DB9 Brivido SC has carbon on every corner.
Water-cooled two-cylinder four-stroke 90-degree V-engine, two each
Overhead, toothed belt-driven camshaft, four valves per cylinder, operated desmodromically, wet sump lubrication, injection, Ø 56 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Bore x stroke 106.0 x 67.9 mm, displacement 1198 cm³, compression ratio 11.5: 1, rated output 119.0 kW (162 PS) at 9500 rpm, max. Torque 128 Nm at 8000 rpm.
Trellis frame made of steel with screwed cast aluminum parts, up-side-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, tubular steel swing arm, central spring strut with lever system, adjustable spring base, rebound and compression damping, internal disc brake at the front, Ø inside 340 mm, six-piston fixed caliper, rear disc brake, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17, tires 120/70 ZR 17; 190/55 ZR 17
Dimensions + weights
Wheelbase 1435 mm, steering head angle 64.5 degrees, spring travel v / h 125/125 mm, weight with a full tank of 195 kg, load 145 kg, tank capacity 18.0 liters.
Warranty: two years, service intervals: 12,000 km, color: black, price: 28,510 euros.
Top speed: 270 km / h, acceleration: 0-100 km / h 3.4 seconds, 0-140 km / h 5.0 seconds, 0-200 km / h 8.8 seconds, pulling power: 60-100 km / h 4.4 seconds, 100-140 km / h 3.6 seconds, 140-180 km / h 4.0 seconds, speedometer deviation effective (display 50/100): 48/94 km / h.
Country road: 5.2 l / 100 km, theoretical range: 346 km, fuel type: Super.
Comparison test Aprilia RSV 1000 R Factory, Bimota DB7, Ducati 1098 S
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