Motorcycle specifications Bimota1000 Tera 2025 Allroader high-tech

A trail bike from Bimota? Surprising and almost illusory, but why not? Ferrari does have a crossover, the Purosangue. The small, prestigious Italian manufacturer has made surprise and refinement its trademark. We've lost count of the number of machines that have amazed, seduced or astounded us(Tesi 1D, 1100 SB6, 500 V-Due, 800 Tesi 3D RaceCafé, DB8 Oronero, etc.).

The 1000 Tera would be no different. A surprising bike in every sense of the word, both in terms of its presence in a brand with a very sporty soul, and in terms of its technical solutions. As for its trail name, no one is fooled. A machine like this will never put its wheels on the slightest inch of dirt. But the "adventure" segment is currently the most buoyant. So it's the best place to show off and turn the spotlight on your creations.

The Tera combines everything you'd expect from a Bimota: an extravagant design, an astonishing chassis and a high-performance engine. And then there's the SUV dimension. So a more upright stance, a massive appearance and a relative orientation towards touring. Bimota had indeed tried a touring approach with the DB 12 B Tourist chimera, but the project went down with the brand's torments at the time.

More massive than proud, the Tera takes its place and its ease. The design lacks the finesse and lightness of an MV-Agusta 800 Turismo Veloce. The Italian school of design has accustomed us to something more delicate. In fact, it fits into the segment's canons. Then it's time for Bimota to reveal its strengths and fantasies.

for the skeleton of this SUV, the Italian brand has chosen an all-new frame, natively derived from the Tesi H2 and still very spectacular. TEra technology, which gives the bike its name, stands for TEsi Regolazionedell'Altezza- TEsi avec réglage de la hauteur, in French; or techno-commercially Tesi Height Adjustment System. With this part-cycle, the Bimota can vary its height by 30 mm.
The Tesi-type front axle still consists of a swingarm with a steering hub mounted on strong aluminum frame plates. However, the lower wishbone has been simplified, while a complex set of links allows the front shock absorber to work with a tubular steel subframe. With this design, the steering, damping and braking functions are independent of each other and work without interfering with each other.
As a bonus, this evolution has made it possible to gain 8° of steering angle, for a total of 35° - which is what a Ducati Monster offers, but there's still a bit of work to be done. An Africa Twin, for example, has a steering angle of 43°.

given Bimota's positioning, only top-of-the-range suspensions will fit on board. No forks for the Tera, but two Öhlins shock absorbers, fully adjustable and with a travel of 114 mm at the front and 135 mm at the rear. As an option, the Swedish components can be replaced by a semi-active Marzocchi electronic unit, with increased travel (145 mm / 165 mm).
Braking is handled by Brembo, with Stylema 4-piston calipers on 330 mm discs. This is hypersport-level gear, fitted in a very special way given the structure of the front axle. Add to this mixed tires on 17-inch wheels, and you have the most unusual solution for a road bike.

The Tera's chassis is strikingly technical, and so is its engine. The figures are frightening: 200 horsepower! Delirious, frightening, suggestive!
Its block is well known, having already been used in several motorcycles, but it was highly unlikely that it would ever be found in a trail bike. What's it all about? Vertiginously, the 4-cylinder compressor of the Kawasaki H2 family(Z H2 roadster, sport-GT H2 SX, formerly sporty H2). We thought it was madness when Ducati released its 150-hp Multistrada... We thought we'd gone too far with the S 1000 XR 's 170 hp, while at the same time Ducati was unleashing its 180-hp MTS V4 RS... But the M 1000 XR, with its 201 horsepower, proves that all limits can be broken. The Bimota is even crazier with its 200 horsepower - OK, a teaspoon less power, but the compressor brings such a potato to the mill that the sensations and the arrival of power are of another dimension. The Italo-Japanese is also much more generous in terms of torque, with 14 mkg.

This engine has already been in use for some time by the Rimini-based manufacturer, powering its Tesi H2. Its mapping has been adapted for the maxi-trailer: less powerful than in the sports car, it boasts greater availability. Maximum power arrives 500 rpm earlier. Maximum torque is far more revealing, with 137 Nm reached at 8,500 rpm instead of 11,000 rpm. The bike has nothing to envy from more racy machines. It can slam from 0 to 100 in 3.5 seconds. From standstill to 200 km/h takes just 8.2 seconds.

Thanks to massive support from Kawasaki, the Tera benefits not only from the formidable compressor engine, but also from in-house electronics. The KCMF cornering monitoring system, traction and stop-start controls, cruise control, shifter and cornering-active ABS support the ride. The instrument panel is a 4.3-inch TFT color display.
It's a pity that the switches and levers are also from the Kawa range. Wouldn't it have been nice if the controls had been more polished, more glamorous, more cut-and-dried?

let's understand things empirically, to the point of fantasy. You'd have to be out of your mind to propose a trail bike powered by a barrel of plutonium-enriched gunpowder; and it's the best thing in the world to sell such a thing over the counter. Not for the use or relevance of the machine, but for the richness of the concept and the technical cocktail. The Tera is the antithesis of THX 1138, in search of a freedom that only it can understand. The price is out of the question, even if we're in for a slap in the face.

M.B - Manufacturer's photos