Moto Rumi
An Italian Masterpiece
Moto Rumi
Refurbishing
Bellissimo!
Massimo Tamburini is one of the most prolific and revered designers the motorcycle world has ever seen.
His first design was the Tamburini MV 750 of 1970. He took the rather horrid 600 tourer and transformed it into a work of art. Count Agusta's people rather liked it. Later Tamburini became part-owner of MV and designed, among others, their iconic F4 and the Brutale. He also designed the Ducati 916.
He entered a partnership with Valerio Bianchi and Giuseppe Morri, and the letters from the three men's names formed the that of the company - BIanchi MOrri TAmburini.
Bimota production began in 1973 with various components for popular sports machines including alloy wheels, alloy swing-arms, rear sets, fuel tanks and seats.
1974 saw the first complete frame kits for Honda 750 Fours, and by 1975 they were creating complete motorcycles based on the work of other Japanese manufacturers. These stylish machines were far superior in handling and performance to the originals.
Partial Model History
DB1 750cc
The DB1 was introduced in 1985 and Frederico Martini's design was the first to use fully enclosing bodywork since the Vincent Black Knight of 1954 (the Ducati 750 Paso and Honda CBR 600 followed the DB1's lead two years later). Other pioneering features were the use of 16" rims & radial ply tyres. It is widely regarded as the best handling bike of the period fitted with 16" wheels. It was also the first Bimota to use a Ducati engine - in this case the 750cc unit from the F1. Four versions were available during the '85-'87 production span - the standard (453 including a few 400cc bikes for Japan); the S (63) with larger carburettors & more open exhausts; the SR (153, red with white & green stripes) with tuned engine & Marvic/Akront rims; and the R which was the factory racer. 62.5hp at 7,500rpm. 160kg. Top speed of 223kph.
Motore: Ducati 750 2 Cil.
Telaio: Tubi Acciaio
Anni: 1985/1986
Produzione: 453
DB1 S
Motore: Ducati 750 2 Cil.
Telaio: Tubi acciaio
Anni: 1986/1987
Produzione: 63
DB1 RS
Known either as the DB1SR (according to the homologation plate) or the DB1RS (going by the stickers) this was the final version of the iconic DB1. 153 were produced. While the earlier versions used the 750cc Pantah engine in standard trim, the RS's motor was in much higher tune - with Monjuich specification cams, higher compression pistons, exhaust derived from the R (the race model) & 41.5mm Malossi/Dell'Orto carburettors. The intake ports were enlarged to 34mm. Wheels were two piece Marvic/Akront units. Most RSs were painted as a reverse of the standard model (as seen here) but some US spec versions were painted in tricolour and had different wheels and logos. The RS produced 15hp more than the standard version - 82hp at the crankshaft. Top speed 228kph. ~ PA.
Motore: Ducati 750 2 Cil.
Telaio: Tubi acciaio
Anni: 1987/1989
Produzione: 153
DB2
Motore: Ducati 900 2 Cil.
Telaio: Tubi acciaio
Anni: 1993/1995
Produzione: 408
DB2 SR 900cc
The second Ducati powered Bimota (after the DB1), the DB2 was introduced in 1993. 408 were built until 1995. Other variants included the SR (157 built - '94-'96), the EF (100 built - '97-'98) and the 400cc J (106 built - '94-'95). This bike is an original condition SR. The SR featured fuel injection and produced 90hp at 7,500rpm and were also available in purple/red/white. ~ PA.
Motore: Ducati 900 2 Cil. (+iniezione)
Telaio: Tubi acciaio
Anni: 1994/1996
Produzione: 157
DB2 EF
Motore: Ducati 900 2 Cil.
Telaio: Tubi acciaio
Anni: 1997/1998
Produzione: 100
DB3 Mantra
Bimota's attempt at a stylish 'naked bike', the DB3 Mantra was made in two versions - the first in 1995 and the second in 1997 (only minor details such a small fairing, exhausts & headlight were changed). 454 were built. The 904cc motor came from the Ducati Monster. Designed by Frenchman Sacha Lakic, the name means "sacred power encased in a sound" in Sanskrit. ~ PA.
DB4 900 1999
The first Bimota designed after the restructure of the company caused by the V-due problems, the DB4 used the frame of the DB3 (better known as the Mantra) together with the 904cc motor from the 1998 Ducati 900SS. However the fuel injection of that bike was replaced by 38mm Mikunis. Apart from the bodywork, the other main bespoke Bimota parts were the airbox and exhaust system. 80hp at 7,000rpm. Dry weight 165kg. Top speed of 212kph.
DB7 1098cc
First introduced in 2008, the Ducati 1098 powered DB7 was later produced in Oronero form. Apart from a different fuel injection and exhaust system the engine is unchanged from the 1098. This bike is a 2010 model and has a few non-standard parts fitted such as the factory accessory clutch pressure plate as well as third party parts including the cam covers, clutch cover & oil plug. Dry weight 171kg. 160hp at 9,750rpm. Top speed 281kph.
Tesi 1D sr 851
First shown at the Milan Show in 1983, it wasn't until 1990 that the Tesi went into production. The drawn out development time caused the factory's first financial crisis. Powered by the Ducati 851 motor (later increased by Bimota in 1992 to 904cc by lengthening the stroke) the Tesi can probably be called a magnificent failure! While the revolutionary hub-centre steering did work, it required careful setup and constant maintenance. Only 127 of the first version were made (about 250 in total) before the 904cc superseded it in 1992. A still later version ('95-'96) was confusingly badged 'SR' as well. ~ PA.
TESI 1/D
Motore: Ducati 851 2 Cil. iniezione
Telaio: Piastre alluminio
Anni: 1990/1991
Produzione: 127
TESI 1/D SR
Motore: Ducati 904 2 Cil. iniezione
Telaio: Piastre alluminio
Anni: 1991/1992
Produzione: 164
TESI 1/D ES
Motore: Ducati 904 2 Cil. iniezione
Telaio: Piastre alluminio
Anni: 1993
Produzione: 50
TESI 1/D EF
Motore: Ducati 904 2 Cil. iniezione
Telaio: Piastre alluminio
Anni: 1994
Produzione: 25
Tesi 3D Evoluzione 1100cc
The Tesi 3D series of bikes were the final take on the Tesi theme prior to Kawasaki taking over the running of the company (with 49.9%) in 2019. Originally the 3D was released in 2007 with the Ducati 1000cc twin motor. The front suspension unit was located under & to the side of the motor and operated under tension. The front swingarm was now a tubular steel construction rather than the alloy casting of the Tesi 1D and 2D.
The 3D Evo saw the 1078cc single plug motor from the Ducati Hypermotard fitted and the front suspension moved to between the swingarm and the front frame. The last version of the 3D was the ‘Edizione Finale’ which was limited to 45 examples and available from about 2020. Changes included using the wet clutch Ducati 1078cc motor and Öhlins TTX suspension. 98hp at 7,500rpm. Dry weight 167kg. ~ PA.
BB1 Supermono 650cc
The BB1 was produced from 1995 to 1999 with 524 built (including 148 Biposto versions). It utilised the same Rotax 650cc 4-stroke single engine that was used by BMW for the F650. This twin carburettored engine made 48hp at 6,500rpm and propelled the 145kg machine to a top speed of 177kph. One interesting design feature was the placement of the fuel tank under the motor for a lower centre of gravity. ~ PA.
1980 400 Tesi prototype
Powered by a Honda VF400 engine, it was built in 1980 and first shown at the Milan Show in 1983. The steering is via hydraulics and DCS (Dive Control System) is incorporated. The bike was donated to the Italian National Museum of Motorcycling in Rimini in 1990. ~ PA.
HB1
Motore: Honda CB 750 4 Cil.
Telaio: Tubi acciaio
Anni: 1975/1976
Produzione: 10
HB2
Motore: Honda CB 900 4 Cil.
Telaio: Tubi acciaio
Anni: 1982/1983
Produzione: 193
HB3
Motore: Honda CB 1100 4 Cil.
Telaio: Tubi acciaio
Anni: 1983/1985
Produzione: 101
KB1
Motore: Kawasaki Z 900/1000 4 Cil.
Telaio: Tubi acciaio
Anni: 1978/1982
Produzione: 827
KB2
The KB2 used Kawasaki's Z500 motor and was Tamburini's favourite Bimota model (his own bike had 2 calipers per front disc and many other personalised details). 48hp at 8,500rpm. The KB2S used the Z550 motor which produced 54hp at 8,800rpm; while the final version, the KB2TT also used the Z550 motor, but bored out to 593cc which made 63hp at 10,000rpm. The TT was one of the first bikes to use carbon fibre for all the body work. The KB2 was produced both as a complete bike and as a kit in the following numbers: KB2 - 29 plus 8 kits, KB2S - 50 plus 22 kits, KB2TT - 28 plus 34 kits. 6 units were reserved for competition use (5 plus 1 kit). A number of Z400 powered bikes, the KB2J, were also produced for the Japanese market. Of the 3 colour schemes available, nearly all were the white with two red stripes (168). Grey with two red stripes (10) and white with a red checkerboard pattern (4) were the other paint schemes. ~ PA.
Motore: Kawasaki Z 500/550 4 Cil.
Telaio: Tubi acciaio
Tyres: 16" Michelin
Anni: 1981/1984
Produzione: 177
KB3
Motore: Kawasaki 1000 4 Cil.
Telaio: Tubi acciaio
Anni: 1983/1984
Produzione: 112
SB1 500cc
The SB1 was created by the request of Suzuki Italia and marketed by them as the 'TR500SB'. It was first shown (on the importer's stand) at the Milan Show in November 1975. After testing by Phil Read in early 1976 (he described it as "exceptional") it was put into production with 50 built by Bimota over the next couple of years. It was fitted with the 1975 version of the TR500 motor which made 83hp at 8,900rpm and had a top speed of 260kph. SB1s won all of the Italian Junior titles from '76 to '80.
One subtle feature of all the SB1's steering geometry was that the steering head was mounted at a steeper angle than the forks. This resulted in better stability under hard braking, better suspension control and more steering sensitivity. Weight (production models) was 120.6kg.
SB2 850cc
The SB2 was Bimota's first production road bike (preceded by the 1972 HB1, Johnny Cecotto's 1975 World Championship winning 350cc Yamaha and the 1976 250 & 350 Harley-Davidsons campaigned by Walter Villa) and was a further commission by the Italian Suzuki importer SAIAD after the TR500 engined SB1 race bike. Designed by Massimo Tamburini, it was first shown at the Bologna Motor Show in 1976 and was available both as a complete bike and as a kit. A major design point was the swingarm that pivoted concentrically with the countershaft sprocket, which ensured constant chain tension. Other notable features included a detachable front frame section (with conical attachment points) and adjustable steering head angle. The original design had the exhaust pipes exiting from under the seat but that space was used by the rear indicators on production models. The GS750 motor was enlarged to 850cc and used Yoshimura pistons & cams.
140 frames/kits were built between 1977-80. This bike is one of the first 90. The next 30 used simpler bodywork that resembled the KB2 and were designated the SB2 80. The final 30 frames were destroyed after the supply of Suzuki engines was stopped. Dry weight 196kg (30kg less than the GS750). 78hp at 9,000rpm. ~ PA
Motore: Suzuki GS 750 4 Cil
Telaio: Tubi acciaio
Anni: 1977/1979
Produzione: 140
SB2/80
Motore: Suzuki GS 750 4 Cil
Telaio: Tubi acciaio
Anni: 1979/1980
Produzione: 30
SB3 1000cc
Developed principally for the German market, the SB3 made its debut at the Milan Bike Show in 1979. It was basically an SB2 with more conventional body work and a GS1000 engine. With the clip-ons mounted above the top triple clamp & a higher, roomier seat, it was also more comfortable to ride. Production ran from 1980 to about 1983 with 336 kits and 66 complete bikes constructed. This particular bike was purchased by the NZ Suzuki importer, Rod Coleman, in the US for promotional use. He later imported two kits and built them up as complete bikes using new GS1000s. A very similar SB3-2 model (painted white with red checkers) followed but only 9 were produced. 87hp at 8,250rpm. Dry weight 202kg. Top speed of 225kph. ~ PA.
Motore: Suzuki GS 1000 4 Cil.
Telaio: Tubi acciaio
Anni: 1980/1983
Produzione: 402
SB4
Motore: Suzuki GSX 1100 4 Cil.
Telaio: Tubi acciaio
Anni: 1983/194
Produzione: 272
SB5
Motore: Suzuki GSX 1135 4 Cil.
Telaio: Tubi acciaio
Anni: 1985/1986
Produzione: 158
SB6 1100
Powered by a Suzuki GSXR 1100 motor (with Bimota specific cams and exhaust) that made a claimed 20hp more than standard - for a total of 156hp at 10,000rpm, the SB6 was one of Bimota's most popular models. Including the 600 SB6R versions made in 1997, 1744 were produced.
Motore: Suzuki GSX-R 1100 4 Cil.
Telaio: Travi alluminio
Anni: 1994/1996
Produzione: 1144
1997 1100 SB6R
The 'R' version of Bimota's popular SB6 continued with the Suzuki GSX-R 1100 motor but due to the new ram-air intake system and larger airbox it made 8-10hp more than the SB6's 156hp. Other changes included a softer seat, single 12v battery, standard rebound dampening on the front forks and a stiffer swingarm. Some 600 were built. ~ PA.
Motore: Suzuki GSX-R 1100 4 Cil.
Telaio: Travi alluminio
Anni: 1997/1998
Produzione: 600
SB7
Motore: Suzuki GSX-R 750 4 Cil. (+iniezione)
Telaio: Travi alluminio
Anni: 1994/1995
Produzione: 200
SB8 R
1999 1000 SB8RS
Only built from January to November 1999, the SB8R used the V-twin motor from Suzuki's TL1000 fitted with larger 59mm throttle bodies. The frame was a unique alloy/carbon fibre composite. Less than 150 of the Special version were produced. These differed in having carbon fibre bodywork, adjustable foot pegs, carbon fibre gear change linkage and black paintwork. 138hp at 9,500rpm. 178kg. Top speed of 273kph. ~ PA.
Motore: Suzuki TL 1100 2Cil. (+iniezione)
Telaio: Travi alluminio
Anni: 1998-
Produzione:
YB3 1977-1980
YB4ei 750cc
First debuted as the YB4R at the 1986 Bol d'or before contesting the 1987 World Championship Formula TT (which was duly won by Virginio Ferrari with team mate Davide Tardozzi fourth; Joey Dunlop on the Honda RVF750 placed second in the 8 round series). the YB4 was one of the first motorcycle to use an aluminium twin beam frame. Designer Federico Martini also added an aluminium swing arm, and for the road version, fuel injection. The motor was from the Yamaha FZ750. Tardozzi narrowly lost the inaugural 1988 WSK Championship after a crash in the last round in New Zealand (placing 3rd in the championship). 303 were supposedly produced during 1988-9 plus a further 15 SP models. However it is very likely that the 303 number was inflated to meet WSB homologation. Bimota later claimed that 200 were destroyed in testing! 122hp at 10,500rpm. 180kg.
YB5 1200cc
Powered by the 1188cc air cooled Yamaha FJ motor, the YB5 was Bimota's pillion capable offering. It was first displayed at the 1986 Cologne Motor Show and entered production the following year. 208 were built. The unforgiving suspension and engine heat escaping the narrow gap behind the fairing, right onto the rider's shins, made it a rather uncomfortable ride. Its 210kg dry weight was a claimed 25kg lighter than the Yamaha FJ1200. 130hp at 9,000rpm.
YB8
1998 1000 YB11 25th Anniversary
Bimota released the YB11 in 1996 and 600 were built up until 1998. An additional 50 Special Edition 25th Anniversary models were to be produced in 1998 but it is highly doubtful that more than a handful were actually built. It featured in the 2000 factory brochure. The main differences from the standard YB11 was the paint scheme, machined top triple clamp & instruments. All YB11s used the 1000cc Yamaha YZF1000R motor although it produced a bit more power than the standard 145hp at 10,200rpm due to airbox, exhaust & carburettor changes. It weighed a substantial 15kg less than the original Yamaha at 183kg. ~ PA.
1996 1000 YB11 Superleggera
The YB11 was a derivative of the YB8 but using the Yamaha 1000cc Thunder Ace motor. This was left unchanged but a larger, ram-air fed airbox, jetting changes and a different exhaust system resulted in an additional horsepower over the stock 131hp. The chassis saw modifications to the headstock and steering angle. 51mm Paioli forks, Brembo brakes and 17" Antera wheels were fitted. Dry weight 183kg (some 36kg lighter than the stock Yamaha). 145hp at 10,000rpm. Top speed 215kph. ~ PA.
THE BIMOTA 500V
The Bimota 500V due represents a historical step in the life of the company as it is powered by the first engine designed and produced by Bimota: a twin cylinder of 500 cc two-stroke with direct injection.
Bimota Vdue 500
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