- 90 degree L-Twin
- 6 gears
- Horsepower @ RPM:
- 95 hp @ 7000
- Torque @ RPM:
- 10.5 kg.m @ 5500 rpm
- Fuel Injection
- 1079cc L
- Top Speed:
- 170 mph
The DB5R stands as the best DB5 model and has all the features to back up this affirmation. DB5’s greatness consist in agility and easy handling features which for 2008 and with the adding of the “R” to the model’s name have been radically upgraded.
This brand new version is practically Italy’s best sport bike representative, not only because it comes painted in the country’s traditional flag colors, but due to the fact that its lightness and agility offer a hard to forget ride. The engine is a Ducati 1000 DS (pure Italian muscle) and the chassis is claimed to offer incredible cornering abilities, exactly how you would expect from this work of art.
Another Italian bike that uses the same recipe in order to attract as much customers as possible is the Benelli Tornado Tre 1130. The Tornado is also a sharp-steering bike and for that it thanks to its racing frame on which engineers mounted a liquid-cooled, 12 valves DOHC inline-triple engine. This unit revs higher and produces more power (120 Kw at 10,500 RPM), but Bimota has worked harder on the refinement part and as you will see it is more than comparable with the Benelli.
The Aprilia RSV 1000 comes strong from behind as it is fitted with Öhlins Racing fork with Titanium Nitride coated stanchions and radial caliper mountings, the latest generation V60 Magnesium Engine with Ø 33 mm exhaust valves, larger diameter exhaust headers and external catalytic converters, installed nearer to the header pipes for better performance.
Ducati offers the 1098 model, but it also supplies the engine for the bike we’re talking so can’t really compare the two bikes as their building is strongly related. If you ask me, the Ducati 1098 is better than all the bikes you’ve read about, but it is also more up against Japanese supersport rides than Italian machines.
As I was saying, lightness was the main goal when creating the bike and this had some great repercussions. For example, the DB5R’s bodywork is entirely made of carbon fiber as well as the air box and the engine covers. Bimota couldn’t have presented an ugly looking thing so it made it sharp and yet smooth, aggressive and yet relaxing, stunningly beautiful and yet an awesome track performer. Covered in red, green and white, it represents its country proudly and can never be mistaken with something else.
The OZ racing wheels are made out of forged aluminum, completing the bike’s aggressive looks and the under-the-seat silencers stand out proudly as the source of those powerful bangs.
But apart the Ducati 1000 DS engine and light frame, a bike’s performance is also the result of suspensions and brakes, features which on the Bimota DB5R reach the highest levels of refinement.
The Öhlins 43mm upside-down forks feature preload, rebound and compression adjustability and come fitted with tin-coated stanchions. The rear end rides on a monoshock also with preload, rebound and compression adjustability so that the bike will remain stable while cornering. Compared to the previous generation of DB5, the new bike offers a taller riding position and this gives the rider more control and the bike, resulting in even quicker handling.
Brembo supplies the brakes which are composed from a pair of 320mm front discs on which four piston radial calipers are being applied while at the rear a single caliper actions on a 230mm disc.
Bimota’s strategy is based on using the best of the best materials and systems so you will find that its charming character has much to do with that, but let’s see how this reflects on its price.
Well…it does it big time! I really must say that this is an exclusive piece of machinery with features that are hard to be equaled, kind of like its $36,800 MSRP.
The bike addresses to riders who definitely aren’t bothered spending a good buck as long as the track machine that they receive is hard to be compared with anything else on the market. And the Bimota DB5R definitely isn’t the bike for the many, but those lucky few will definitely spend the time of their life on these models and I invite them to share their experience with us.
Type: Ducati 1100DS
Configuration: 90 degree L-Twin
Compression Ratio: 10.5±0.5:1
Valves per Cylinder: 2
Bore x Stroke: 98.0mm x 71.5mm
Valve Angle: intake: 28 degree, outlet: 28 degree
Valvetrain Type: Desmodromic
Fuel Pump: Bitron 3.5bar, electronic
Throttle Body: 45mm
Air Filter: Foam
Exhaust System: 2 in 1 in 2, inox
Injection: Magneti Marelli
Lubrication: Wet Sump
Fuel Tank: 4.2gal/1.3gal reserve (16l/5l reserve)
Type: Dry Clutch, multi-disc
Clutch: Slipper Clutch
Primary Drive: 32/59 teeth
Final Drive: 15/40 teeth
I - 15/37
II - 17/30
III - 20/27
IV - 22/24
V - 24/23
VI - 28/24
Chassis and Dimensions
Wheelbase: 56.1in (1425mm)
Swingarm Lenth: 20.3±0.8in (515±20mm)
Seat Height: 31.9in (810mm)
Footpeg Height: 14.6in - 15.32in (370mm - 385mm)
Handlebar Height: 33.9in (860mm)
Steering Stem to Seat Center: 25.2in (640mm)
Front Suspension: 43mm UD Öhlins TIN Coated Fork, fully adjustable (Pre-load, Compression, Rebound), travel 4.7in (120mm)
Front Wheel: 3.50 x 17.0 OZ Forged Alluminium
Front Brake: Double 320mm Brembo floating discs, Brembo Radial Caliper, 4-piston, 4-pad
Rear Suspension: Öhlins Monoshock, fully adjustable (Pre-load - External Hydraulic Device, Compression, Rebound)
Rear Wheel: 5.50 x 17.0 OZ Forged Aluminium
Rear Wheel Trail: 4.7in (120mm)
Rear Brake: 230mm Brembo Disc , 2-piston, 2-pad
Curb Weight: 375lb (170kg)