21.c. 1998 Bimota DB4 900cc 90°Twin Cylinder, top speed 212km-hr
1-12-13 Wyndham Street Races
The Bimota DB4 is a motorcycle built by motorcycle Rimini Bimota at the end of the nineties. The name, as per the standard nomenclature of the house, is to indicate that this is chronologically the fourth model fitted with a propeller Ducati .
HISTORY:
Bimota was already paid to the Ducati to get a supply of engines in 1985, when he realized the DB1 equipped with the engine of the Pantah 750 and in the wake of the commercial success of this model in 1993 is renewed collaboration with DB2 , powered Ducati 900 SS , while in 1994 the small company offers a bike naked very particular aesthetic and bold , the DB3 Mantra , but does not collect a big sales success, but whose frame is reused for the DB4.
TECHNICAL:
The frame of the DB4 is a trellis oval section made of alloy of aluminum in order to save weight compared to a similar structure in steel and is the same as used previously on Mantra. It's combined with a fork telescopic hydraulic Paioli fork with 43 mm, with spring preload and rebound damping adjustable, while the swingarm rear is connected to the frame via an oleo-pneumatic shock absorber Öhlins equipped with numerous adjustment possibilities and the braking system is provided by Brembo , with dual disc front and single 320 mm by 230 mm rear.
Completing the chassis the wheels aluminum 3.50x17 front. and 5.50x17 post. respectively that fit tires 120/70 and 180/55 (alternative measures 120/65 ZR 17 - 120/60 ZR 17 front., and 190/50 ZR 17 posts) .
The engine is the same twin engine with two valves per cylinder desmodromic 900 cm ³ that drives the Ducati 900 SS2 , with the only differences given by different suction box (the ' airbox ) and a different exhaust system.
The lines of the fairing and superstructure are very sleek and clean and resemble those of the previous models YB9 SRi , YB11 and contemporary Vdue 500 , with the distinction of having both exhaust pipes positioned on the right side and overlapping.
Source: Wikipedia
From Motorcyclespecs.co.za.
Bimota has looked to a lean and simple V-twin to help pull it out of the smelly stuff. Back in 1985, the sales success of the DB1, its first ever Ducati-powered model, rescued the firm from a financial crisis. Now Tognon and his team are hoping they can pull off the same trick with the 1)154, which combines the engine from Ducati's latest 900SS with an oval-tube aluminium chassis similar to that of the loopy Mantra roadster.
As usual Bimota doesn't make any internal changes to the 9()4cc, air/oil-cooled V-twin. Ducat) uprated the old sohc two-valves-per-cylinder lump for last year's 900SS, giving it new cams for slightly better breathing at high revs, liimota adds its own twin-pipe exhaust and, surprisingly, replaces the Duke's new fuel-injection system with the previous model's 38mm Mlkunl cartas, complete with liimota-dcsigned airbox.
The chassis layout is almost identical to that of the Mantra, based around a triangulated tubular aluminium frame that weighs just 5kg. The cantilever swing arm - also aluminium -operates a diagonally-mounted Öhlins shock. At the sharp end, 43mm Paioli forks are held at a steep 23° angle.
Let's throw in some more little figures. With a wheelbase of just 1370mm, a seat height of 800mm and a dry weight of only 165kg, Bimota's DB4 is shorter, lower and lighter than Yamaha's R6. Even short riders will be able to plant both feet firmly on the ground, and you barely have to reach forward to the low clipons.
Like the 900SS, the DB4 won't appeal much to riders who demand power and speed above all else. The Duke's claimed peak output is a mere 80bhp at 7500rpm, and although the Bim's free-breathing exhaust means it barks louder, it doesn't have any more bite. Like the 900SS, though, the DB4 combines punchy mid-range with the old air/oil-cooled V-twin's lumpy charm.
See: www.motorcyclespecs.co.za/model/bimota/bimota_db4 98.htm
And last but not least:
Imagine a cold laboratory where they are tested several products whose fate is pointing to common usage. If we wanted to, as some consumer groups, to give an objective opinion on a particular commodity should evaluate whether the use to which it is directly, and through this tool.
We have expressed in the last edition of World Ducati Bimota DB4 in a judgment on the relationship use for which it is intended: the road (possibly with many curves and mountain), we have now brought the news of the Atelier Rimini in the laboratory, or the track, in order to gain additional information on that road are difficult to find. The equation appears risky, considering that the track has quite different characteristics that the coldness, but it is far from the truth if you look at the circuit in the interests of safety and tranquillity of assessment.
An examination who has a passionate and fulfilling feelings that gave us even when they have a machine designed with simple features unsuitable for fast acceleration feedback. What we had found on the street it was confirmed on the track: great handling, great feeling after a few meters distance, sincerity of behavior and ease of use. All of which places the DB4 among the most reliable bike for those who want to make the leap and land in the world of sports.
The first thing you hear coming out of the box is the short wheelbase, certainly more suitable tortuous that the track but after a few laps you feel at ease, which causes it to pull with ease. The DB4 does not have a great power, but the engine Ducati 900 injection, for this reason, never places the rider in difficult management of the throttle grip. In some difettino the truth is: the shift lever too low, too much play with the throttle control and instrumentation mounted on rubber that vibrates excessively.
But what we are trying is a model of pre-series, and the press officer of Bimota, Paolo Catani, assures us that production in these defects disappear. Bringing the braking close to the limit you will discover a well-trimmed and rapid motion on corner entry, but towards the center tends to widen the path because the fork extends too quickly.
acted Once sull'idraulica (fully adjustable) the problem, related to a calibration road, it resolves completely. The latter is very firm yes, but we believe it is sovraddimensionato as rubber. Probably with a coverage closer the DB4 would be even more handy.
As already mentioned the engine is not very powerful (though with good acceleration) and to make the most of you should not pull at maximum speed, just change around 8700 rpm, because beyond this regime does not increase, but tends to lose power. The judgement of the "laboratory" confirms the impressions of the first approach: bike is not very powerful, fun on the track, but designed for use on mountain roads. E-stetica we have not talked, but there was no need to reconfirm that the DB4 is beautiful.
Souce: www.motoitaliane.it/mondoducati/arretrati/ottobre1999/db4...
21.c. 1998 Bimota DB4 900cc 90°Twin Cylinder, top speed 212km-hr
1-12-13 Wyndham Street Races
The Bimota DB4 is a motorcycle built by motorcycle Rimini Bimota at the end of the nineties. The name, as per the standard nomenclature of the house, is to indicate that this is chronologically the fourth model fitted with a propeller Ducati .
HISTORY:
Bimota was already paid to the Ducati to get a supply of engines in 1985, when he realized the DB1 equipped with the engine of the Pantah 750 and in the wake of the commercial success of this model in 1993 is renewed collaboration with DB2 , powered Ducati 900 SS , while in 1994 the small company offers a bike naked very particular aesthetic and bold , the DB3 Mantra , but does not collect a big sales success, but whose frame is reused for the DB4.
TECHNICAL:
The frame of the DB4 is a trellis oval section made of alloy of aluminum in order to save weight compared to a similar structure in steel and is the same as used previously on Mantra. It's combined with a fork telescopic hydraulic Paioli fork with 43 mm, with spring preload and rebound damping adjustable, while the swingarm rear is connected to the frame via an oleo-pneumatic shock absorber Öhlins equipped with numerous adjustment possibilities and the braking system is provided by Brembo , with dual disc front and single 320 mm by 230 mm rear.
Completing the chassis the wheels aluminum 3.50x17 front. and 5.50x17 post. respectively that fit tires 120/70 and 180/55 (alternative measures 120/65 ZR 17 - 120/60 ZR 17 front., and 190/50 ZR 17 posts) .
The engine is the same twin engine with two valves per cylinder desmodromic 900 cm ³ that drives the Ducati 900 SS2 , with the only differences given by different suction box (the ' airbox ) and a different exhaust system.
The lines of the fairing and superstructure are very sleek and clean and resemble those of the previous models YB9 SRi , YB11 and contemporary Vdue 500 , with the distinction of having both exhaust pipes positioned on the right side and overlapping.
Source: Wikipedia
From Motorcyclespecs.co.za.
Bimota has looked to a lean and simple V-twin to help pull it out of the smelly stuff. Back in 1985, the sales success of the DB1, its first ever Ducati-powered model, rescued the firm from a financial crisis. Now Tognon and his team are hoping they can pull off the same trick with the 1)154, which combines the engine from Ducati's latest 900SS with an oval-tube aluminium chassis similar to that of the loopy Mantra roadster.
As usual Bimota doesn't make any internal changes to the 9()4cc, air/oil-cooled V-twin. Ducat) uprated the old sohc two-valves-per-cylinder lump for last year's 900SS, giving it new cams for slightly better breathing at high revs, liimota adds its own twin-pipe exhaust and, surprisingly, replaces the Duke's new fuel-injection system with the previous model's 38mm Mlkunl cartas, complete with liimota-dcsigned airbox.
The chassis layout is almost identical to that of the Mantra, based around a triangulated tubular aluminium frame that weighs just 5kg. The cantilever swing arm - also aluminium -operates a diagonally-mounted Öhlins shock. At the sharp end, 43mm Paioli forks are held at a steep 23° angle.
Let's throw in some more little figures. With a wheelbase of just 1370mm, a seat height of 800mm and a dry weight of only 165kg, Bimota's DB4 is shorter, lower and lighter than Yamaha's R6. Even short riders will be able to plant both feet firmly on the ground, and you barely have to reach forward to the low clipons.
Like the 900SS, the DB4 won't appeal much to riders who demand power and speed above all else. The Duke's claimed peak output is a mere 80bhp at 7500rpm, and although the Bim's free-breathing exhaust means it barks louder, it doesn't have any more bite. Like the 900SS, though, the DB4 combines punchy mid-range with the old air/oil-cooled V-twin's lumpy charm.
See: www.motorcyclespecs.co.za/model/bimota/bimota_db4 98.htm
And last but not least:
Imagine a cold laboratory where they are tested several products whose fate is pointing to common usage. If we wanted to, as some consumer groups, to give an objective opinion on a particular commodity should evaluate whether the use to which it is directly, and through this tool.
We have expressed in the last edition of World Ducati Bimota DB4 in a judgment on the relationship use for which it is intended: the road (possibly with many curves and mountain), we have now brought the news of the Atelier Rimini in the laboratory, or the track, in order to gain additional information on that road are difficult to find. The equation appears risky, considering that the track has quite different characteristics that the coldness, but it is far from the truth if you look at the circuit in the interests of safety and tranquillity of assessment.
An examination who has a passionate and fulfilling feelings that gave us even when they have a machine designed with simple features unsuitable for fast acceleration feedback. What we had found on the street it was confirmed on the track: great handling, great feeling after a few meters distance, sincerity of behavior and ease of use. All of which places the DB4 among the most reliable bike for those who want to make the leap and land in the world of sports.
The first thing you hear coming out of the box is the short wheelbase, certainly more suitable tortuous that the track but after a few laps you feel at ease, which causes it to pull with ease. The DB4 does not have a great power, but the engine Ducati 900 injection, for this reason, never places the rider in difficult management of the throttle grip. In some difettino the truth is: the shift lever too low, too much play with the throttle control and instrumentation mounted on rubber that vibrates excessively.
But what we are trying is a model of pre-series, and the press officer of Bimota, Paolo Catani, assures us that production in these defects disappear. Bringing the braking close to the limit you will discover a well-trimmed and rapid motion on corner entry, but towards the center tends to widen the path because the fork extends too quickly.
acted Once sull'idraulica (fully adjustable) the problem, related to a calibration road, it resolves completely. The latter is very firm yes, but we believe it is sovraddimensionato as rubber. Probably with a coverage closer the DB4 would be even more handy.
As already mentioned the engine is not very powerful (though with good acceleration) and to make the most of you should not pull at maximum speed, just change around 8700 rpm, because beyond this regime does not increase, but tends to lose power. The judgement of the "laboratory" confirms the impressions of the first approach: bike is not very powerful, fun on the track, but designed for use on mountain roads. E-stetica we have not talked, but there was no need to reconfirm that the DB4 is beautiful.
Souce: www.motoitaliane.it/mondoducati/arretrati/ottobre1999/db4...