Test: Bimota DB8 super sports car

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Test: Bimota DB8

Bimota’s super sports car with a Ducati heart

Wild and threatening, the black wall of clouds towers over the horizon. The dark rumbling and rumbling does not announce the approaching thunderstorm, but the Bimota DB8.

Bimota’s tradition of fusing Ducati engines with in-house chassis goes back to 1985. The last trick was the sinful, 40,000 euro DB7 Oro Nero with carbon frame. Now follows, as a kind of opposite pole, with the DB8, the successor to the DB7. And with it the cheapest of the Bimota superbikes. Two-seater, thanks to aluminum instead of the self-supporting carbon frame rear. And as classy as one is used to from a Bimota.

The technically perfect composite chassis made of milled aluminum engine mounts and a small steel lattice tube corset, known from the DB7, hugs the powerful-voiced V2 of the Ducati 1198. The arsenal of shiny aluminum milled parts, which are distributed in lavish splendor over the motorcycle, extends from the fork feet over the bridges to the footrests and the swing ends. If you have just a little enthusiasm for beautifully made technology, your heart will open with this treasure chest. Of course, that still has its price: 24,490 euros.
S.You will look in vain for features such as traction control, automatic gearshifts or slip clutches. But does she really need it? She also has a lot more to offer than just a Bella Figura.

Test: Bimota DB8

Bimota’s super sports car with a Ducati heart

Arts

With a steel frame rear as a two-seater, but not heavier than a Ducati 1198 SP, and of the finest design.

It works really well. The fact that the V2 reacts very accurately to gas commands and is quite restrained with a consumption of 5.3 liters, testifies to the successful coordination work. But you can expect that in view of the proud price and the noble small series. As well as impeccable chassis manners. However, DB8 cannot keep this promise in full. But one after the other.

Where the streets grope their way through the landscape in bold curves and curves, the DB8’s preferred area is. It’s amazing how easily and effortlessly it can be turned through the curves. And once the Michelin Power One has been kneaded properly, the DB8 shows that the Ducati engine can also be integrated into a well-balanced, handy and precise chassis.

Obviously, compared to the Ducati 1198, the engine is a little further forward and higher. Which not only provides space for a longer swing arm with the same wheelbase, but also more weight on the front wheel. In addition, there is greater harmony between the shock absorber and the neatly appealing fork, which helps the DB8 to achieve full stability even in fast arcs. Why can’t Ducati do it that way??

Everything would be fine if it weren’t for a fly in the ointment. It is neither the easy inclination, when the brakes are applied, nor the huge turning circle or the unsuitable rearview mirror. The shock absorber is a bit tricky to tune. The spring, which is a little too soft, requires a lot of preload, and both high and low-speed adjusters have both rebound and compression levels ready. Where you get tangled up in the tuning labyrinth faster than you get to a usable setup. After all, it allows a little more comfort than one is used to from a Ducati 1198.

Above all, the steering damper, which is too tight, proves to be a spoilsport. Acting too tenaciously in the middle position, it makes the Bimota appear wobbly when driving slowly. When swinging around bends, it also dilutes the steering precision. More sensitive part is essential. A little hand has been given to these little things, and the heartwarming driving dynamics and twin charm of the DB8 are not only a serious temptation for die-hard fans of the red racers from Bologna.

Technical specifications

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The cockpit has little Italian flair and only a stopwatch for the usual information, but it is easy to read.

engine
Water-cooled two-cylinder oven-stroke 90 degree V engine, one overhead, toothed belt-driven camshaft, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 64 mm, regulated catalytic converter, 480 W alternator, 12 V / 10 Ah battery, Hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain, secondary ratio 38:15.
Bore x stroke 106.0 x 67.9 mm
Cubic capacity 1198 cm³
Compression ratio 12.7: 1
rated capacity 124.0 kW (169 hp) at 9750 rpm
Max. Torque 127 Nm at 8000 rpm

landing gear
Trellis frame made of steel with screwed aluminum cast parts, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, tubular steel swing arm, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires tested: Michelin Power One

Dimensions + weights
Wheelbase 1430 mm, steering head angle 65.0 degrees, caster 100 mm, spring travel f / r 120/130 mm, seat height * 820 mm, weight with a full tank * 196 kg, tank capacity 18.0 liters.
Two year guarantee
Service intervals 12,000 km
Color white
price 24,490 euros

Readings
Performance
Top speed**
280 km / h
acceleration
0-100 km / h 3.1 sec
0-140 km / h 4.7 sec
0-200 km / h 7.9 sec
Draft
60-100 km / h 4.2 sec
100-140 km / h 3.5 sec
140-180 km / h 3.7 sec
Speedometer deviation
Effective (display 50/100) 47/93 km / h
consumption
Country road 5.3 l / 100 km / h
Theor. Range 340 km
Fuel type super

* MOTORCYCLE measurements; ** manufacturer information; Power on the crankshaft; Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

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