Motorcycle specifications Bimota1100 SB6 1995 Thirst for innovation

It's not every day you come across a Bimota on the street. And for good reason: this small Italian manufacturer produces very high-end models at a price range that limits its distribution to wealthy enthusiasts. Its value does not stop at these materialistic considerations. Without this small factory, it's quite possible that the sports models we see every day wouldn't perform as well as they do. Why not? Because Bimota has often adopted innovative technical solutions, and has often been copied.

"You might ask... Here are a few evocative examples: it was Bimota that first used 4-piston calipers, electronic fuel injection, floating discs and double-cradle aluminum frames as standard equipment on its machines. - The Yamaha GTS surprised many with its telescopic fork-less front axle... Just take a look at the Tesi 1D, which appeared 2 years earlier. Today, the Rimini-based company is innovating once again, unveiling 2 bikes featuring a new type of frame. Let's salivate over the SB7 and SB6 using re-vitaminized Suzuki mills, and especially the S.L.C.

Straight Line Connection - the bike's centerpiece. Clearly highlighted, this frame immediately appeals to neophytes and connoisseurs alike. Its simplicity is bewildering: The aluminum beams form an absolutely straight line from the steering column to the swingarm. This system increases rigidity, reduces weight and makes for a more compact machine. The SB6's small size makes it almost timid in the 600 sport category. But inside, a 150-plus horsepower mill churns away.

Bimota sources its engines from other manufacturers (hence the names S, K or D on its models). The 156 horsepower of the SB6 is freed up by the 4-cylinder of the Suzuki GSX-R 1100, an already impressive mill that laughs at pushing such a lightweight bike. Clearly, the Italian is ready to smash the meters. Just think, this is the sporty model with the most advantageous power-to-weight ratio in current production.
The advanced layout of the drivetrain in the frame reduces the wheelbase (that of the SB6 is only 1390 mm), lowers the seat and distributes the weight much more to the front than on other sports bikes. The battery is located in the nose of the fairing, further increasing the ratio in favor of the front end. The bike thus boasts a 53/47 weight distribution.
The drivetrain has received a great deal of attention from the engineers. Better than an inverted fork, the Païoli fitted to the SB6 is of a special design. The forks are made of several materials: a 2 mm alloy section, topped by a 1 mm layer of carbon. This combination is designed to be stiffer than an inverted fork, yet very light. This fork, adjustable for compression and rebound, is mounted on a steering column whose angle (set at 24° ex-factory) is also adjustable, by 3° in 0.5° increments.

Would you believe that a 4-cylinder, 1074 cm3 engine could fit inside a 250? That's one of the striking features of the SB6. Small, elegant, fluid and svelte, this big sports car fools the world until a reckless rider unleashes its fiery guts. A quick glance at the beast's arse (the exhaust pipes in the saddle, like on the NR 750, are a real eye-catcher) and it's time to taste the virtues of the Bimota.
Seated, rather than perched as on most sport bikes, the rider doesn't really suffer from his sporty position. The design of the seat and its low height have a lot to do with this.

This may be an exclusive bike, but it rides like a dream. Winding roads can be negotiated without difficulty, and its stability is truly impressive. One might have feared the chassis would be more temperamental and fiery, but it's all about efficiency and confidence-building. Suspension also plays an important role. The front axle erases minor imperfections and performs beautifully. The rear is also very effective, although the damping is a little short on travel. The bike pulls very well, and even better than its front-mounted geometry would suggest.
Serene and rigorous, the SB6 is just waiting for the right throttle. The profile of the power curve offers more mid-range watts to the Suzuki engine when it inhabits the Bimota. As with the Japanese, it's not very demonstrative at low revs. But unlike the GSX-R, which doesn't really wake up until around 6-7,000 rpm, the SB6 starts running at 4,000 rpm. After that, it's up to the rider to take the strain. In terms of acceleration, this bike is one of the most impressive in existence.