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Driving report Bimota Vdue Evoluzione
The second
The Vdue is alive, this time with carburetors instead of capricious direct injection. Exclusive driving impressions from Italy.
Flashback: July 1997, first opportunity for MOTORRAD to drive the unique two-stroke engine from the Italian luxury manufacturer Bimota. Fascinating, but not yet fully developed, is the verdict. The gasoline direct injection of the hopeful causes problems. The bitter consequence: All Vdue that have already been delivered are recalled, and the financially troubled company is on the brink of abyss in 1998. The Italians are not giving up, however. Bimota is back with new capital and a new management team.
Italy, Magione race track, November 4, 1999, a small crowd of journalists should get an idea of the revised Vdue Evoluzione, a racing version of the Bimota Tropheo, which will also come to Germany. Even before their official presentation at the Motor Show in Bologna, although they are still test bikes. Amazing. Usually no manufacturer in the world likes to have a look at the map.
The asphalt of the angled course is still damp. Time enough to familiarize yourself with the technical changes. The most important: Instead of direct injection, which is being further developed at full speed, two 39 Dellorto carburettors take over the mixture preparation in the Tropheo. In addition to the airbox and fairing, the pistons and electronics have also been fundamentally revised. Bimota changed the exhaust system with the aim of obtaining the broadest possible usable speed range. Because the Due should also be drivable without restrictions for a normal pilot.
Anyone who thinks it would be child’s play to move a two-stroke Vdue is very wrong. Brake late, turn sharply and accelerate again at the apex of the corner – that’s the advice of MOTORRAD tester Markus Barth when he hands over the Due at the pits. The first laps are a respectful palpation, because after all, Bimota promises 110 hp with less than 180 kilograms of combat weight. The workplace? Nearly perfect. Well-cranked handlebars, tight knees, correctly positioned footrests. Accelerate for the first time at a brisk pace on the long back straight. The tachometer keeps failing. From around 7000 rpm, a well-controlled thrust sets in, but it only lasts at an estimated 2500 rpm.
And then the first shock when braking. Not because the pressure point of the Brembo system feels very doughy, but because the braking effect of the motor is missing, the deliberately soft fork plunges under you and the end of the straight is threateningly close. Make sure to brake at the rear, Markus had said. The turning behavior? Takes getting used to: the sticky Michelin Pilot Race equipped Bimota stands up when braking in an inclined position. If you release the brake, the Vdue literally falls into the curve. Without this peculiarity, the playful handling of the Due would be much more effective. Just as unusual: the behavior at corner exit. Accelerating too late, i.e. everything shortly after the apex, is acknowledged by the engine with a delayed, unwilling throttle response; below 5000 rpm there is no propulsion at all. If you take it easy and accelerate earlier, the Bimota straightens up again from its racing end pieces with beguiling barks. However, there is no trace of the sometimes uncontrolled use of power from the “old” direct injection engine. But: The test-due, which was heavily sprayed by the technicians, is emotionally a long way from the promised 110 hp. Other quirks of all three of MOTORRAD’s Bimota: Every now and then under load a gear of the hard-shifting and well-stepped cassette transmission jumped out and the Paioli fork clearly lost oil.
S.o The Vdue may be fascinating, but Bimota has to get to grips with fundamental problems such as engine tuning by the time the first Tropheo versions are delivered, if you don’t want to experience a second disaster with this two-stroke engine. That would be the final end for the Due.
Technical data – BIMOTA 500 Vdue Evoluzione
DataMotor: water-cooled two-cylinder two-stroke 90-degree V-engine, two transverse crankshafts coupled via gears, membrane inlet in the crankcase, exhaust control via mechanically operated slide, separate lubrication, Dellorto slide valve carburetor, Ø 39 mm, contactless transistor ignition, no exhaust gas cleaning, E-starter, battery 12 V / 12 Ah. Bore x stroke 72 x 61.25 mm, displacement 499 cm³, compression ratio 12: 1, rated output kA, max. Torque kA power transmission: primary drive via gears, hydraulically operated multi-disc dry clutch, six-speed cassette gear, O-ring chain. Chassis: bridge frame made of aluminum tubes, telescopic fork, standpipe diameter 46 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum Profiles, 0, adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, floating brake discs, Ø 320 mm, disc brake at the rear, single-piston caliper, Ø 230 mm. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 180 / 55Z R 17 Chassis data: wheelbase 1340 mm, steering head angle 67 °, caster 89 mm, spring travel f / h 120/130 mmDimensions and weightsSeat height 805 mmWeight dry 160 kg Permissible total weight * Tank capacity / reserve 20 litersGuarantee one year without mileage limitColors red / white / greenPrice n / a.
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