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Driving report Bimota DB5 1000
Why not?
The idea is simple, the implementation fascinating. With an air-cooled two-valve valve in a tight corset, Bimota reduces the sports motorcycle to its minimum. A thought-provoking approach.
The one superlative seems almost inevitable to determine the other: more power, less weight. This is the only thing that counts for the 1000 super athletes in the audience’s favor. With the result that we now romp around with around 170 hp and under 200 kilograms with a full tank of fuel in regions that were previously reserved for the superbike stars. Do we need that?
B.imota gives a clear answer. DB5 1000. Two cylinders, two valves per cylinder, 92 hp. A design like a sculpture. Clear, taut, reduced, with a tremendous radiance-
force. And the crystal clear message to the viewer: When a sports motorcycle looks like this, performance becomes a minor matter.
In contrast to weight. It’s always important. A fat jellyfish will
never curve queen. The DB5 is the opposite, loosely at the forefront of the Weight Watchers movement. 180 kilograms, the 17 liter tank full to the brim with fuel. A record that even the previous single dancer, the Yamaha YZF-R6, clearly surpassed with 189 kilograms. Plus a value that the Italians have
believes in word. Not just if you can
the slim waist of this delicate device weighs between the knees, but also when you consider the stringency with which every component is really subordinated to its pure function.
And that’s the second secret of the DB5. Technology that explains itself, the formal restriction to transparency. Asceticism instead of excess. A fairing that allows a view of a V2, des-
sen cooling fins are really still there for cooling. With the pleasant side-
Effect that you are looking in vain for annoying tangled cables and hoses. A fine Ohlins shock absorber that is hinged directly from the swingarm without any detours. Triple clamps, fork base, support plates on the frame and swing arm ?? All parts that are wonderfully milled from the full aluminum block in the best Bimota tradition and still at least that way
functionally like the tubular structure of the frame and the extraordinary swing arm. “Form follows function” ?? seldom was this so clearly true as with the DB5. And rarely has just looking at it made you want to finally find out what it is like. At least with technical things.
However, the fact that Bimota chose the Valencia Grand Prix course for the presentation of the DB5 1000 does not quite fit the concept. Because although from the Bremsan-
position (radially screwed Brembo four-piston calipers with individual pads) to the Ohlins spring elements, which are adjustable in every respect, to the light Marche-
sini forged rims with Dunlop D 208 RR tires suitable for use on the slopes in the format 120/70 at the front and 180/55 at the rear, everything speaks for racetrack use, the Bimota is inherently one thing: an athlete for civilian use.
The unanimous opinion after the first laps on the technically demanding Circuit Ricardo Tormos is a shame. Not because of the little Italian
did not meet expectations in the scorching Spanish heat, but because the qualities that it revealed would certainly have been more evident on the country road. And also because their only significant deficiency would probably not have been that important.
But first things first: The chassis of the DB5, as well as the exciting plastic dress designed by Tamburini student Sergio Robbiano, is convincing across the board. Anyone who has ever ridden a Ducati 998 or 999 knows their unshakable stability. Except for a more nervous hindquarters when anchoring hard, the situation is similar on the DB5. The Bimota, however, reacts completely differently when turning. With a wheelbase of 1425 millimeters and 100 millimeters of caster as well as the low weight, a 66 degree steering head angle results in wonderfully light, but not over-nervous handling. Once you’ve gotten used to the low resistance with which the DB5 can be thrown at high speed into the mostly narrow radii of Valencia, every change of direction is a pleasure. She dives evenly and precisely, willing to make course corrections-
lig and delivers at every stage
clear information about what to
the delicate seam between asphalt and the Dunlop, which harmonizes very well with the Bimota.
There is also a contemporary Ergo-
nomie that offers sufficient freedom of movement even for drivers over 1.80 meters tall. The handlebars are not too deep, the tank is short and narrow, the knees are perfect ?? Only those who are significantly longer will be bothered by the too small distance between the beguilingly narrow bench and the 16 millimeter height-adjustable footrests, while no one can complain about the effective and cleanly controlled brakes and the really good wind protection when crouched.
However, this does not apply to the engine.
At least not if the pilot ??? and that is obvious given the location? correctly pulling the cable. Then the old story begins about the bad mapping that made life difficult for the Bimota divas of the past era. A hearty swallower when the delicate gas application at the apex of the curve in copy one, constant misfires even when driving at full throttle itself
on start / finish with the second test person, better manners, but beyond the 8000 rpm again significantly more limited turning ability in the third test vehicle ?? not everything shone like milled aluminum in the Spanish sun.
The 1000cc Ducati two-cylinder, known from Monster, Multistrada and Supersport, is almost perfectly matched by default. Because of the new exhaust-
system and the changed airbox in the DB5, an engine management adapted to the new periphery is necessary.
Bimota would work flat out on one
work better coordination, it said. This will be available no later than the start of sales in mid-July. Although modifications are not even so urgently necessary for the highway. A few cautious laps in the middle speed range showed that the problems mainly occur with throttle valves that are suddenly and widely opened. They also showed that this V2 shows its strengths when it is in highway mode ?? accelerate gently, shift early? goes forward. Then enables the even performance in connection with the overview-
The range of services offers a round and relaxed driving style, while the ease of turning, which is so helpful on the racetrack, is not one of the virtues of the Desmo Twin anyway.
So not a thoroughbred athlete after all? Maybe not for the racetrack, but certainly for the home track. Why such a beguiling country road sweeper would have to cost over 26,000 euros remains an open question despite all the attention to detail. As well as the question of why Ducati does not manage a Ver-
leader like the DB5. Not so sophisticated in every detail, but affordable. For that long it is unfortunately only reserved for the well-to-do to say “Why not?” About the Bimota DB5 1000.
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Driving report Bimota DB5 1000
Why not?
Review: The Bimota Brand – Up and Down
From winning the TT F1, forerunner of the Superbike World Championship, to going bankrupt ?? Bimota has been through a lot in its 32-year history. How does it go on??
On December 13, 2001, the bankruptcy judge’s hammer fell in Rimini: at that time, the insolvent manufacturer Bimota went to the company »moto
alternativa srl ?? from Padua over. Behind it was the figurehead of the former Aprilia and Bimota employee Giuseppe della Pietra, whose financiers, however, soon fell out. Della Pietra disappeared into oblivion, Bimota was converted into an AG with two shareholders: the Milan-based pharmaceutical entrepreneur Roberto Comini and Gigi Bonini from the Geneva-based finance company Novafin.
So what is their interest in a small company that does not expect quick profits? “No quick profits,” says managing director Bonini. And after
But Bimota will improve our forecasts in the medium term, so there is money to be made here. «On the way there, Bimota grabbed a few good people from the bankrupt manufacturer Mondial and the designer Sergio Robbiani and conjured up the DB5. 20 people are currently working at the Rimini plant, but some suppliers remain suspicious. “I got stuck on a huge bill during the bankruptcy. I won’t work for Bimota again until I see that it’s going, «says one. The shareholders want to continue persuading them with facts: “At the Milan Salon in November we will be presenting a new motorcycle again,” announced Bonini. The German Bimota importer Tommy Wagner is confident: “The company has tough financial management. It’s not always easy for us, but it is probably the only right way. «Ebr
Technical data and measurements
Engine: air-cooled two-cylinder four-
90-degree V-engine, crankshaft transversely, one timing belt each on top-
Driven camshaft, two valves per cylinder, operated desmodromically, wet sump lubrication, injection, Ø 45 mm, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated single-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 output 68 kW (92 PS) at 8000 rpm
Max. Torque 92 Nm at 5500 rpm
Chassis: tubular steel frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of steel, Zen-
Tral spring strut, directly hinged, adjustable
Spring base, rebound and compression damping, double disc brake at the front, Ø 298 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dimensions and weights: wheelbase 1425 mm, steering head angle 66 degrees, caster 100 mm, spring travel f / h 120/120 mm, seat height 800 mm, weight fully fueled 180 kg, tank-
content 17 liters.
Two year guarantee
Colors red / silver
Price 26,622 euros
Additional costs 300 euros
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