2011-11-06

Saturday, November 12, 2011

2007 Bimota DB6 Delirio desktop wallpaper, specifications

2007 Bimota DB6 Delirio
Motorcycle Desktop Wallpaper

2007 Bimota DB6 Delirio

Click Thumbnail to download (size 1600 x 1200 pixels)

On January 27, 2006, the first prototype of what was to become yet another new Bimota model since the resurrection of the brand, left the manufacturing facility in Rimini, Italy, for the first test ride. In the seat was engineer Alberto Strada. Already waiting for his return, helmet in hand, was designer Sergio Robbiano, anxiously looking forward to the first ride on the personification of his imagination. - For the second time in the young history of the new Bimota company, Sergio Robbiano had been the creative head behind a project combining pure esthetics of the motorcycle with the highest standards of functionality: The Bimota DB6 Delirio, a naked bike that parallels the full-faired supersport DB5. - After the initial presentation of the DB6 Delirio at the Motorshow in Milano, Italy, in November 2005, the reactions of visitors and special-interest media alike destined the concept for production, ideally in the shortest time possible. Today the DB6 Delirio presents itself as thoroughbred Bimota: The result of intensive technical research, engineered to the highest quality standards, composed to capture emotion by both its static appearance as well as its dynamic experience. - The DB6 Delirio is based upon the DB5's frame and swing-arm, utilizing the same power-plant - the only technical elements these two motorcycles share.

DB6 Delirio Overview and Specifications.

The Bimota Delirio project had been born even before its supersport counterpart, the DB5, was completed. The esthetics and function-driven design of the DB5's bare chassis did not only suggest but demanded the creation of a naked bike.

The process of designing the DB6 was bound to go far beyond just re-designing the DB5. Having identified the trellis frame, swing arm, and fork as the basis of the new motorcycle, we started all over again.

The finished design had to be distinctively different, setting the DB6 uniquely apart from all naked bikes on the market. A Bimota has always been immediately recognizable, today following the path set by Sergio Robbiano, proven by the success of the DB5, defined by low weight, esthetic proportions, and outstanding performance.

The challenge creating a naked bike is the balance between engineering necessity and design esthetics. The DB6 displays in a unique way the care that went into hiding essential functional auxiliary parts from plain view, directing attention to the most prestigious elements of the motorcycle. This process requires a radical approach positioning all functional parts, leaving no room for compromise.

Front-end, trellis frame, new bored out and lightened plates of the swing arm, as well as the passenger foot-rest supports are the most refined and exclusive parts of the new DB6.

The exhaust system of the DB6 has been completely redesigned and fitted with special silencers positioned under the seat. Tank and tank cover with fully machined lock-nut contribute to the overall aggressiveness of the DB6. Battery and fuse box are hidden by the side covers, making maintenance extremely simple. The front view of the DB6 gives the motorcycle the personality of a predator through its low positioned front light with integrated indicators.

Seating position and the ergonomics of footrests and handlebars provide the rider with the feeling of domination and absolute control. Riding the DB6 yourself, you will experience that the design of each single element is the expression of the pleasure to ride. (Press material courtesy of Bimota North America, Inc.)

Specifications

Model: Bimota DB6 Delirio
Year: 2007
Category: Naked bike
Rating: 67.6 out of 100.

Engine and transmission
Displacement: 992.00 ccm (60.53 cubic inches)
Engine type: V2
Stroke: 4
Power: 92.00 HP (67.2 kW)) @ 8500 RPM
Torque: 90.00 Nm (9.2 kgf-m or 66.4 ft.lbs) @ 4500 RPM
Bore x stroke: 94.0 x 71.5 mm (3.7 x 2.8 inches)
Fuel system: Injection
Valves per cylinder: 2
Fuel control: Desmodromic valve control
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Chain

Physical measures
Dry weight: 170.0 kg (374.8 pounds)
Seat height: 830 mm (32.7 inches) If adjustable, lowest setting.
Wheelbase: 1,425 mm (56.1 inches)

Chassis and dimensions
Frame type: CrMo with aluminium plates
Rake (fork angle): 24.0°
Trail: 100 mm (3.9 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc. Bremo
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc. Bremo
Rear brakes diameter: 220 mm (8.7 inches)

Speed and acceleration
Power/weight ratio: 0.5412 HP/kg

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Call or contact: 888 446 1999.

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2006 Bimota DB5 1000 motorcycle wallpaper

2006 Bimota DB5 1000
Motorcycle Desktop Wallpaper

2006 Bimota DB5 1000

Click Thumbnail to download (size 1600 x 1200 pixels)

The new DB5 1000 had been officially revealed to the international press on the 21st and 22nd June, 2005 at the circuit Ricardo Tormo in Valencia, Spain. The event was divided into two days, one dedicated to the Italian press and one to the international press.

Bimota DB5 1000 Review and Technical Information.

Forgive me, but I was sceptical about pitching up on this launch. Bimota is a fairly well-known Italian bike manufacturer but not necessarily for all the right reasons. A history stretching back as far as I do (1973, to be exact) has produced some extraordinary motorcycles including a WSB winner (piloted by American dope fiend Anthony Gobert), a couple of astonishing models which you never, ever see anywhere plus a series of bikes which made poor use of perfectly good Japanese motors. In short that – plus financial chaos – is what I know about Bimota.

Every Bimota has an extraordinary price tag and when I learnt the Bimota DB5 1000 has an RRP of £17,945 fuel was added to the already smouldering fire. It'd be easy to pull a comparison like 'you could buy two Honda CBR600RRs and some new leathers for that money', but, as usual, that's missing the point. This rare thing of beauty cares not for the easy pleasures of a Japanese sportsbike. With its saucy spec sheet and spectacular looks, the DB5 1000 is interesting in a way Jap bikes never are. And with a new, rather secretive, Swiss finance company called Novafin backing the cause, the 'will they, won't they' company from Rimini is making some bikes for a change.

Launching the Bimota DB5 1000 at Valencia's Ricardo Tormo circuit was both a good and bad idea. The circuit's twists and curves lent themselves beautifully to the DB5's strongest assets; sharp, light, neutral and easy handling making it feel almost as easy to live with as either of those two CBR600RRs. I immediately felt comfortable and the greatest pleasure of all came from letting off the brakes too early and berrying the foot pegs towards the apex in a way you can't easily manage so easily on a stock Jap bike. Ohlins kit front and rear is de rigeur for bespoke Italian curiosities like this, and it suits you to behave like that, sir.

The front sits a little high in standard set-up and the whole bike felt too soft for track use to me but both these problems can be adjusted out simply enough. For comfort I could have done with more room to sit further back. This stopped me from getting my knees and elbows fully tucked in, but generally the riding position feels OK for a sports bike and you're easily buoyed by the size of the thing. Also, the lack of anything behind your heel except the Ohlins shock and exhaust pipes, means when you're riding, all your feet feel is the pegs. With hands on the bars and arse on the minimalist seat the whole experience of riding the bike is very direct.

The Brembo brakes felt good from the off with a strong feel for the front tyre grip and even though the front suspension felt soft, hard braking didn't affect the neutral way the bike entered corners. Admittedly the Ducati Multistrada motor is never going to trouble it too much but getting on the power again is no hardship for the obscure-looking trellis frame and swing arm.

But while all that is going on you can't help notice that launching the bike at Valencia circuit was bad from the engine's point of view. Any sort of straight does nothing to promote the lacklustre performance of the Ducati engine and even in 32° Spanish sun the chances of sliding under power were as remote as a dry weekend for the Glastonbury festival. It felt flat, under-powered and was frankly pedestrian past the pit wall. Based on this impression alone I'm pushed to say Bimota might have been better off using another of Ducati's motors, like the 749's for instance, which could have matched the chassis pound for pound. The Desmodue lump may be steady and predictable, but so are diesel Peugeots.

And then there was the constant smell of oil from behind the fairing of all three bikes I rode through the day. Three laps into my second session that smell turned to a plume of blue smoke followed by a slide round the next left where I was quickly greeted by frantic marshals waving oil flags right in my face. I wasn't surprised to learn my bike had blown its guts out. Bimota technicians were quick to point out these bikes were pre-production models but a sceptic would say this is typical of an exclusive Italian bike, and you can call me sceptic if you like.

These 'pre-production' bikes were also suffering from intermittent stuttering problems around 7,000rpm (it varied on different bikes). It was a problem the Bimota dudes 'fessed-up to in the morning press conference before we even rode the bike. They say the problem is just days from being solved and certainly shouldn't affect the production bikes. I'm inclined to say they perhaps could have sorted that before they organised a press launch and if they can do it once then…

However, I don't wish to be that harsh on this useful little tool. For once I'm tempted to use the old journalist cliché, 'it should sell on looks alone'. The styling is gorgeous, fascinating and unique and I'm glad the DB5 exists for that reason. The bike is barely wider than the width of its crankcases making it feel as slender as a Ducati 749. Poke around the thing and you pick on all sorts of details; the machined aluminium yokes, footrests rear brake and footrest mountings, the separate rear wheel holder (separate from the unique, steel tube trellis swing arm) and the fork bottoms. It's easy to see why it won the design award at last year's Munich show. It's a bike which loves to be ridden round corners – a classic Italian sports bike trait. Bimota staff are adamant this bike is for people who share their clear passion for the Bimota brand. While we didn't take in any road work at this launch, I'd hazard a guess that the disappointing motor will work far better there. The dichotomy between the chassis and the engine is clear and there's no reason why an Ohlins/Brembo-shod chassis with this much poise shouldn't be ridden round a track, it'd just be a shame for the motor to hamper you as you plod down the straights.

THE FINAL ANALYSIS:

Potential buyers will want to consider how much effort they're prepared to put into buying one in the first place (there's a waiting list and Bimota only plan to make 300 bikes initially).
To my mind the DB5 is amongst such Italian lovelies as the Mondial and Benelli, while a couple of rungs further up the ladder sit Ducati and Aprilia. Each of those manufacturers has a history of financial turmoil but Bimota has more than most. New managing director Gigi Bonini assured me that, “The future is bright,” (now they have their Swiss bank account to rely on) and that, “anything is possible.” So if you're interested in Italian exotica it's probably worth considering despite other Italian sports bikes out there with smaller price tags. Personally I'd leave it a bit and see how things go.

Technical Information

Engine
The 992cc, air-cooled, twin spark motor is a Ducati stalwart which most recently features in the Multistrada. 92bhp isn't exactly setting the world on fire but Bimota claims the engine was chosen for its torque and road riding characteristics plus the slender proportions help the overall scale of the bike. At no point did they mention they got the engine at a decent price, knocked out the back of the Ducati factory gates

Chassis
The steel tube trellis frame has more than a hint of Ducati about it but looks both more complicated and more interesting. The whole thing is held together at the footrest hanger points and the end of the swingarm with machined aluminium plates that look meaty and gorgeous. Ohlins fully adjustable suspension front and rear is as you'd expect on a bike like this and as effective as it should be. USD forks are 43mm in diameter

Brakes
The 298mm floating front brake discs are slightly smaller than you might find on other sports bikes but Bimota says this is a reflection of the dimensions of the bike and its minimal weight. They are Brembo calipers however with one pad for each of the four pistons in the front calipers and one each for the twin piston rear. They are, of course, radially mounted although the conventional piston lever (as opposed to radial piston lever) seems a little out of touch

Electronics
The main ECU is the same Marelli system as you'll find on Ducati bikes with this motor, for instance the Multistrada. The rest is Bimota made and therefore not technically as good as the full Marelli system found on Ducatis. The reason? Bimota isn't a big enough manufacturer so Marelli won't supply it

Styling
Designer Sergio Robbiano, who also designed the ill-fated 500 V-Due, delivered the finished DB5 project in December 2003. The development team took less than a year to make it a reality and when it was unveiled at the 2004 Intermot show it duly won a Motorcycle Design Association award as the most 'beautiful bike of the show' in the super sport category. The air-cooled motor accounts for its skinniness (no radiator, see?). Two air intakes either side of the stacked head light cool the engine while an induction scoop under the bottom yolk feeds the airbox. The racey-looking rear end's twin pipes have a rorty note without being too loud

Florida Motorcycle Accident Lawyer
www.florida-lawyer.com
Call or contact: 888 446 1999.

2007 Bimota Tesi 3D Motorcycle Desktop Wallpaper

2007 Bimota Tesi 3D
Motorcycle Desktop Wallpaper

2007 Bimota Tesi 3D

Click Thumbnail to download (size 1600 x 1200 pixels)

The hub-centre steered Bimota Tesi is back.

This is the third generation Bimota Tesi: the 3D. It costs £19,600 and is powered by the Ducati Multistrada 1100 engine. Although the Bimota Tesi is beautifully made, it’s a very cramped motorcycle and the quirky front end doesn’t have anywhere near the feel of a well set-up pair of forks. The cheaper DB5 and DB6 Delerio are leagues ahead in terms of handling, performance and fun-factor.

Bimota Tesi 3D Review and Specifications.

Engine
There’s a fine line between Ducati’s air-cooled, twin spark 1072cc V-twin motor being fun or disappointing depending on what motorcycle it’s slotted into. In the lightweight DB6 Delirio or Ducati Hypermotard it’s a little gem and you’re left never wanting more. In the heavier Multistrada, DB5 and this Bimota Tesi 3D it just hasn’t got the oomph to make you smile. The Bimota Tesi 3D desperately needs a more powerful motor.

Ride and Handling
The theory of the hub centered front end is that, unlike forks, braking forces are kept away from the front suspension, leaving it free to deal with bumps in the road. The reality of the Bimota Tesi 3D is that there’s very little ‘feel’ from the front end, which can rob the rider of the confidence to push hard into corners and generate corner speed. The seating position is ridiculously cramped and too far forward.

Equipment
As you’d expect from the price tag, the Bimota Tesi 3D has been put together by hand using only the finest materials and cycle parts. The small fairing, load-bearing seat unit and most of the bodywork is from carbon fibre and Bimota’s trademark milled billet aluminium plates adorn the Bimota Tesi 3D

Quality and Reliability
If the front suspension system is open to debate the quality of the Bimota Tesi 3D certainly isn’t, it’s quite simply stunning to behold. As a piece of motorcycling art it’s worth every penny if you’ve got the dosh. Engine-wise the Ducati unit is very simple and is tried and tested in the Multistrada and Hypermotard, so there shouldn’t be any problems with reliability

Value
The Bimota Tesi 3D isn’t supposed to be a sign of things to come from the newly resurrected Bimota factory, it’s more a project to show off what the talented engineers there can do when their imagination is allowed to run wild. The DB5 and DB6 Delirio are the Bimotas of the future and they are very good; the Bimota Tesi 3D on the other hand is an oddity and only worth it if you really, really have to have one.

Specifications

Model: Bimota Tesi 3D
Year: 2007
Category: Sport
Rating: 56.3 out of 100.

Engine and transmission
Displacement: 1079.00 ccm (65.84 cubic inches)
Engine type: Twin
Stroke: 4
Compression: 10.5:1
Bore x stroke: 98.0 x 71.5 mm (3.9 x 2.8 inches)
Gearbox: 6-speed
Transmission type
final drive: Chain

Physical measures
Dry weight: 168.0 kg (370.4 pounds)
Seat height: 800 mm (31.5 inches) If adjustable, lowest setting.
Wheelbase: 1,390 mm (54.7 inches)

Chassis and dimensions
Front suspension travel: 130 mm (5.1 inches)
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 180/55-17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Exhaust system: Katalysator

Other specifications
Fuel capacity: 11.00 litres (2.91 gallons)
Reserve fuel capacity: 5.00 litres (1.32 gallons)

Motorcycle Insurance Informations

Who will provide physical damage insurance coverage for custom built motorcycles?

Nationwide - Custom parts and equipment coverage (up to $30,000), Custom and limited edition bikes and trikes coverage (up to $50,000), Kit and vintage bike coverage (up to $30,000)
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Friday, November 11, 2011

2005 Benelli TNT 1130 wallpaper and specifications

2005 Benelli TNT 1130
Motorcycle Desktop Wallpaper

2005 Benelli TNT 1130

Click Thumbnail to download (size 1600 x 1200 pixels)

Benelli TNT 1130 Review and Specifications.

The main feature of the Benelli TnT 1130 is its torque, 116 Nm at 6750rpm developed by the same 4 stroke, 3 cylinders in line engine found on every model in the TnT range. An engine control unit that allows you to switch between free power and controlled power in poor tractions conditions, is also present on this model.

Specifications

Engine
Type: 4 Stroke, 3 Cylinders In Line
Displacement: 1130 cm3
Bore X Stroke: 3.46x2.44 in (88 X 62 mm)
Compression Ratio: 11.5:1
Horsepower: 135/9250 (Hp)RPM
Torque: 86/6750 lb-ft/RPM (117/6750 Nm/RPM)
Fuel System: Electronic Injection With 1 Injector Per Cylinder

Transmission
Gearbox: 6-speed
Clutch: Wet Clutch
Primary Drive: Straight Toothed
Final Drive: Chain

Chasses
Frame: Aluminium Die-case
Front Suspension: Marzocchi 50 Mm Diameter Upside Down Fork
Rear Suspension: -
Front Brake: Brembo Twin Floating Disc, 320 Mm
Rear Brake: Brembo Single Disc, 240 Mm

Dimension
Overall Length: -
Overall Width: -
Seat Height: -
Weelbase: 55.9 in (1420 mm)
Ground Clearance: -
Weight: 439 lbs (199 kg)
Fuel Capacity: -

Tyres
Front: 120/70x17
Rear: 190/50x17

Florida Motorcycle Accident Lawyer
www.florida-lawyer.com
Call or contact: 888 446 1999.