WRITE a feature on Bimota? Are you kidding? What self-respecting journalist could turn down an assignment where colorful adjectives can be tossed about like candy on Halloween? Just saying the name inspires in me totally irrational thoughts of impeccably fashioned hardware attached to lovely, yet totally functional designs, adorned with chiseled hunks of gleaming billet. Refreshingly built with a singularity of purpose, Bimota stands as an example of what can be achieved when ultra-dedicated enthusiasts exist in harmony with ultra-talented designers. Advanced design, stunning performance, and cutting edge Italian style join in concert with enough intricate, hand-wrought bits to make a NASA engineer smolder with envy.

Yet, while the Bimota name stands for nearly everything fashionable and chic in the annals of Italian moto-lore, it also represents a complete reversal from traditional Italian "conceive and produce" prac`tice. Cornerstones of the "Italian Way" sacrificed for the wail of a Japanese four-cylinder engine. How could this work? Several reasons: the brilliance of the Rimini-based product for one, and certainly the creation of the DB1 in 1985, the first all-Italian Bimota. In retrospect, this unconventional thinking proved to be the foundation for the success of Bimota, and it was only when they deviated from it, with the 500cc two-stroke of their own design and manufacture, that this grand concern finally stumbled and fell. Despite a few rumblings, Bimota continues in its uneasy repose.

Over thirty-two years ago Massimo Tamburini, that brilliant engineer, designer and co-founder of Bimota, decided to scrap the frame holding his tweaked 600cc MV Agusta four in favor of something better. Drawing upon his expertise in design he created a tube frame that so impressed area racers and sporting riders, that it was noticed by the Italian motorcycling press, followed by requests flooding in for copies of the design. Looking to capitalize on this new-found fame, Tamburini and his partners, Valerio Bianchi and Giuseppe Morri, decided to form a separate company apart from their air conditioning and heating business that would concentrate on providing frame kits for popular Japanese models, and for building complete motorcycles.

BIanchi, MOrri, and TAmburini...the first two letters of each of their last names formed the title of the company, with Bianchi leaving shortly thereafter, in 1972. The first production Bimota, the HB1, used the SOHC engine from a CB750 as a stressed member, very avant-garde for the day. According to official Bimota records, only ten of the café-ish HB1 models were produced.

After Tamburini produced a special batch of roadracing frames for Suzuki, a partnership was formed in which they would deliver a supply of 750cc DOHC engines for the Bimota SB2. Produced in very limited numbers between 1977 and 1978, the SB2 was a huge leap forward for the concern, for the machine was very well engineered with several details and features (like concentric swinging arm pivots and adjustable steering head angle) not yet seen on high-dollar factory-backed racers! That, combined with the SB2's sinister appearance, sprung Bimota to instant celebrity status. Everyone wanted one, whether they could afford it or not. "I remember a meeting in Japan with Suzuki," Tamburini said in an interview with Superbike.com two years ago, "when an engineer asked me what I thought would be the bike of the future. I remember very clearly my answer: a 750 with the power of a 1000 and the weight of a 500. This was my view then, and today I still hold to this view."

Very involved in the racing scene, in 1980 Bimota won its first World Championship (350cc), and then a second in 1987 (TT/FI, now called Superbike) with a factory backed YB4. The first production home run came with the 1015cc, four-cylinder DOHC Kawasaki-based KB1, with 827 units clearing the doors between 1978 and 1982.

Needing capital in order to expand to meet growing demands, Bimota went public in 1980 and continued producing and refining their Honda, Kawasaki and Suzuki-powered models in spite of the departure of Tamburini early in 1983. Perhaps this is a good place to remember the importance of Giuseppe Morri, who was appointed General Manager when the company went public. While nothing can dilute the genius of Tamburini and his designs, it was Morri who handled the business side of Bimota and played a key role in convincing the Japanese factories to supply engines. Personable and enthusiastic about the product, Morri isn't given the credit he deserves for moving Bimota into the role of a important player in the Euro-bike scene, and he remained with the company until 1993.

In 1988, Bimota shifted direction and forever altered the course of sport models with the release of the YB4, powered by an injected Yamaha FZ 750cc engine. The big news? A new frame using two large polished aluminum beams that soon became the design of choice, although Bimota continued to implement tube-type frames if even on a partial basis. Looking to shake things up again, motorcyclists in 1990 saw the world's first production motorcycle with center-hub steering, the Tesi 1/D, powered by a Ducati 851 engine.

Tamburini? He did all right for himself after leaving Bimota. Drafted by the Castiglioni brothers in 1985, he developed the Ducati 916, and later the Cagiva-owned MV Agusta F4 Strada. Tamburini might well be remembered as the premier chassis maker of our time, and he may not be finished yet. "When the designer doesn't have a good understanding of the mechanical side of things," Tamburini is quoted to have said, "he can never design a good product."

The Vdue disaster:
Both the Tesi and Vdue were designed by Pier Luigi Marconi, who took over as lead designer from Federico Martini, creator of the highly successful DB1. Looking to add to their legacy with the first all-Italian machine, Bimota gambled that digital engine management would solve the emissions problem of the more powerful, but dirtier two-stroke design, and scoop the industry by offering enthusiasts the "GP Experience" in a modern two-stroke superbike. Sadly, they were wrong. Looking back, company insiders admit that the chore was more difficult than they had imagined and success eluded them in part because of insufficient funding and the small size of their R&D department. The 500cc v-twin suffered from reliability problems that began with the digital injection system. Owners complained of poor performance, a first for Bimota. Borrowing heavily, Bimota stubbornly refused to admit defeat, but were eventually forced to recall the Vdue. With Marconi leaving Bimota for a position at Aprilia, and with production -and cash flow- stopped, the Reaper was knocking steadily at the door of the tiny factory in Rimini. Because of the failure of one project, Bimota SpA was closing its doors after nearly 25 years of brilliance.

Bimota Motor SpA:
Three Italian investors, led by majority shareholder (and ex-Laverda savior) Francesco Tognon, coughed up over $12 million (US) for the rights to the Bimota name, along with all the tooling and inventory. "I love the Bimota brand," Tognon was quoted as saying shortly after the October 1998 buyout. "In the past I had witnessed honorable Italian motorcycle companies taken over by foreign buyers, and I did not want to see that happen to Bimota." Although production first centered on the Ducati 900SS-powered DB4, Tognon and his group insisted that the Vdue project wasn't dead, and assigned a "task force" to sort out the various problems that plagued the Vdue...now affectionately referred to as the "Re-Due". Gone was the electronic fuel injection management system, replaced by two Del 'Orto 39mm VHSB flat-slide carburetors (thus embracing "two-smoking" once again), a new electronic ignition, and tighter internal engine tolerances. Jon Oftedahl, Bimota Importer to Norway commented, "The Vdue was a very promising project: A 2-stroke with semi-direct fuel injection. The group that was in charge of the technical department of Bimota did some further development of the Vdue, but their skills were overmatched by the task."

The SB8R:
If nothing else, Tognon had the DB4 and the SB8R both completed by Marconi before his departure, and ordered them into production. The SB8R would serve two purposes: An attempt to reclaim some lost magic with a very solid and advanced design, and serve as the basis of Bimota's World Superbike entry, a useful marketing tool. Using the 4-valve per cylinder, liquid cooled, fuel-injected 90-degree v-twin Suzuki developed for its TL1000R superbike, the SB8R came in two flavors: the R, and the Special, the latter dripping with carbon fiber and a naughty assortment of high-end fasteners and features. The success of the SB8R was critical, and Tognon made doubly sure that project chief Francesco Medici and crew had every base covered before the bike was released to the press.

It was suggested the sporting prowess of the leading V-twin sportster, the Ducati 916/996 series, could be improved with less weight and a more forward weight bias; the design of the SB8R had built into it changes that would facilitate this. Starting with the conventional aluminum twin spar frame, Marconi incorporated carbon fiber side plates (from ATR, the makers of the Ferrari F50 carbon chassis) in place of traditional alloy pieces mounting the swing arm pivot, carefully dovetailed and bolted onto the alloy spars: an industry first. Next, the TL's engine was rotated 6-degrees forward, and heavy items like the battery, electronic brain, and a trio of radiators fitted in the most-forward location possible. Stock internally, the TL's power plant was none-the-less upgraded with twin 59mm throttle bodies by Siemens/Microtec (stock was 52mm), a large airbox with twin ram air snorkels, and a freer-flowing exhaust in stainless. In keeping with the forward-bias/weight management theme, the carbon tail section was trusted with the task of holding up the rider on its own without the aid of a subframe.

Suspension specs include a 46mm Paioli upside down fork, and an Ohlins mono-shock mounted high on the frame and activated by a long linkage. Antera wheels, blacked out on the Special are also very light and strong, fitted with premium Michelin rubber. "I learned my lesson in being 'avant-guard' with the Tesi," Marconi told "Cycle News" in a 1999 interview. "This machine, with it's Paioli fork and Ohlins shock can be set up perfectly with the help of their R&D departments. The SB8R is a user-friendly motorcycle. You're not in the dark."

The result of all this engineering excellence? A 52/48 percent front-rear weight distribution, and a dry weight of only 420 pounds...almost 50 pounds lighter than the TL1000! A fact made even more impressive when you discover the TL engine itself weighs over 130 pounds. The Special's other distinctive features include gold anodizing on the chain, it's guard, lower controls, a special front fender, and fasteners in lightweight alloy. The SB8R Special also differs from the standard version with its upper faring left unpainted and black, instead of red or white paint on the remainder of the bodywork. You can thank the radiators, the battery, and the digital hardware for the rather bulbous shape of the SB8R's faring, making the bike seem larger than it really is.

Was Marconi's creation a success? According to the press in attendance at the SB8R's release in late 1999, the answer was a resounding "Yes!" Cycle World journalist Brian Catterson, after spending the day thrashing it at Misano proclaimed: "The SB8R is the best Bimota yet."

Thanks to Steve Hemer and Doug Snyder, the owners of the two Bimota SB8R Specials featured here, we got a good long look at the incredible amount of craftsmanship these fine bikes have to offer. When I asked Steve, "Why Bimota?" he answered, "I have a TL1000R and I thought it was fantastic. Really I'd never owned a European motorcycle and I didn't want one. It was after I saw Doug's bike that I began to get the itch, and one ride told me it was nothing like my TL-R! I mean, what the TL does well the Bimota does much better, and what the Suzuki does badly the Bimota simply doesn't do."

I'm feeling a bit apprehensive while I pull on my riding gear after the photo shoot, as Doug gets the Bimota ready by whacking the throttle two or three time hard, filling the surrounding area with a raucous rumble. "It loaded up a bit during the action shots," explained Doug as I swing my leg over, fitting my feet on the controls and taking over the throttle. "Those big injectors aren't the ticket for around town, the bike would rather be out in the open, where you can keep it cleaned out."

At first the bike seems very large, and that feeling does not go away immediately. In spite of Doug's exclamation that the bike "runs better when it's flogged," I'm still a bit careful. With a bit of time, I realize just how light and responsive the SB8R really is, and once I'm positive that my jacket or pants isn't rubbing the paint the wrong way, I wick the Bimota's throttle and lean it into the first turn.

How can I describe the Bimota's kick? How about 140 horsepower in a 350cc-sized package? Low-end grunt is plentiful, but once the tach clears 7K the black Bimota turns ferocious. In spite of its forward weight bias the front end gets pretty light about half-way up the ladder. Damn! Still, the very quick steering and effortless placement makes the SB8R a confidence-inspiring ride. You just pick a line, and the bike stays there, the Bimota does whatever you wish it to. Brake, throttle, mid corner bumps or rough pavement pose no threat, the bike holds its line until you decide to change it. Brilliant. The 320mm Brembo front rotors and calipers do their usual excellent job of stopping, made even better by the light weight of the package. My ride ends much too soon, but Doug makes me feel a little better when he tells me, "We'll get out of town for the weekend and you can give it a nice, long romp. That way, you'll really know what it can do!" When Doug? Just name the time and place!

Although Tognon did have the reputation as a successful businessman, this now makes two proud Italian marques, he has ground under his heel. The SB8R Superbike project dried-up, instead Tognon spent a fortune researching an expensive communications system that would hook dealers directly to the factory in Rimini, even though production was trickling. "Struggling with finances was nothing new for Bimota," Oftedahl added. "In the mid-'80s they operated for almost two years under the control of the authorities. Tognon had a difficult job making Bimota profitable, too little control and too many commercial mistakes lead to a premature end."

What now?
A group of American businessmen led by Bob Smith of Moto Point (US importer of Bimota) made a valiant effort to purchase the remnants of the Bimota empire. Exactly what that is, and how much is still owed to creditors remains a mystery...one that Bob Smith couldn't live with. "Our bid (over one billion Lira) was dependant on the fact that we could negotiate a settlement that would benefit all parties, and if that was not possible we could withdraw and not pay a penalty. They would not agree to that, so we were forced to withdraw." The high bidder, Alternative Moto SpA, is headed by a single employee, Giuseppe della Pietra who paid the minimum allowable to seal the transaction, with the promise of the balance at a later date. However, insiders believe that Pietra is simply a front man for, you guessed it, a group of investors lead by Francesco Tognon. Pietra denies this, and claims his motivation is to save the Bimota name and return it to its former glory. Does this song sound familiar?

In order to raise cash for a new "expensive and exclusive" (project name "K") model, it has been reported that a supply of approximately 20 leftover and 53 partly finished SB8R's will be sold "later this year." It is a shame really because Bimota, a master of beating the odds with one stunning design after another, deserves better. At the Milan show last fall, I asked one Italian businessman about the void caused by not having Bimota in attendance. "Not having them here is like going to a wedding without a bride. Bimota was so popular, they always took the show." Perhaps it is a miracle that a company like Bimota ever existed to begin with, but miracles, like many of the groundbreaking designs that came from the Rimini concern, seem almost commonplace. Miracles are expected. Whatever the case, Bimota needs another.

Thanks to the following for technical advice and materials:

Doug Snyder, Steve Hemer, Niclas Cederlund webmaster:
http://www.bimota central.com/ Jon Sigve Oftedahl-MC-Meglerne, Norway

Tech Tales

2000 Bimota SB8R

Engine: 4-stroke liquid-cooled 90-degree V-twin with wet sump
Displacement: 996 cc's.
Bore& Stroke: 98x66mm
Fuel and ignition: 2-59mm throttle bodies/Electronic
Compression ratio: 11.3:1
Horsepower: 135 @ 10,000
Torque: 76 fb @ 8700
Transmission: 6-speed w/oil bath clutch
Final drive: Chain
Frame: Alloy/Carbon fiber composite
Front fork: 46mm Paioli fully adjustable Rear: Single Ohlins fully adjustable in central location
Brakes: 2-Brembo 320mm cast iron, 1-230mm rear
Weight: 390 pounds (without fluids)
Seat height: 31"