500 V2: THE LOST STROKE. OR A NEW HOPE
Goodmorning Goodmorning my dear GOODFELLAS!
How are you?
All good from Rimini, I spent an amazing week riding my bike along.
Ah, right, my beauty, not my bike. She is very touchy...
Well, I have to translate the latest Italian post about Bimota.
A chapter in its own right.
Cause we are talking about one of most controversial bike that a factory made ever.
A two stroke Gp replica homologated to ride and bite the everyday roads.
Not a simple bike with a livery GP.
We have the first example of ignition system applied to a two-stroke Gp engine.
You have to know only one thing:
KTM made this only this year.
Bimota in 1993.
Could you understand the revolution?
But with the limited resources at their disposal, they were forced to stop the development of ignition and turn back on carburetors system after few years.
But the innovation remains like prima facie evidence for Bimota.
This two stroke system it's very innovative for the Italian Factory, cause it's the first bike all made inside Bimota.
The engine was designed, developed and produced all inside.
Like the frame and the fuelling.
The 500V2 was Bimota's manifesto to challenge in MotoGP World Championship.
And When?
When all the Big Japanese Factory abandoned the two stroke engines for the road use.
End of the line?
No, of course.
Because In Bimota applied the 500V2 inside the OMEGA FRAME of the Futuristic Tesi.
A lethal weapon, a scalpel, on the chart.
But the problems to inject gasoline at very high pressure inside the engine were unsolved, too much money to develop it and fix the bug.
And we had to wait a long time, about 24 years, to see injection on a two stroke.
Epilogue?
Unavoidable.
Tesi 500 was stillborn. Some say that they are not even kept one model.
Here two rare pics of this sentenced bike:
To not waste time and money in Bimota they took the engine and applied it to a conventional frame, if we could talk about traditional frame in Bimota...
And finally...
They started the production that ended in 2005.
Production stands about 340 bikes divided by different homologation and specs in this vivid:
164 bikes made from 1997 till 1998. First Injection system applied on a two-stroke engine.
110hp about at 9000rpm, 9kgm at 8000rpm for only 164 Kg dry weight. Street legal homologation.
You can recognize the model thanks to the exhausts: double on the high right side.
Vdue Corsa Trofeo: only 26 bikes were made in 1999 till 2000, and they were equipped with carburetors. All the problems of reliability and delivery are gone and the power increased. This series it's racing only, in fact, 20 of these bikes challenged in an exclusive championship dedicated in 2000.
122hp at 9500rpm, and 150Kg dry weight.
The exhausts in the Trofeo are under the seat.
produced in 2003 in only 14 bikes, had the same specs of the Corsa Trofeo, but with a new engine that gave more power.
115hp at 9800rpm and 155Kg dry weight.
120/125hp if equipped with Jollymoto exhausts.
The exhausts are in the same position of the Vdue first series.
Homologated for road use.
120 bikes produced in 2001, racing only with a high power.
135hp at 10500rpm, and only 150kg. A real racing machine ready to race. Every bike is different from others (gas gauge, forks, suspensions etc..). Like a tailor-made bike.
The exhausts are one under the seat, one high on the right side.
Vdue E.F.: this is the Final Edition, only 30 bikes made in Milano in 2005.
The engine was developed with the racing solution and brought the power for an homologation use at 125hp at 9400rpm for 145Kg dry weight.
The last two-stroke supersport bike was close to saying a forever goodbye.
We met with a goodbye kiss.
The smell of oil burned for only her pure pleasure.
An end of a Hera.
Or not?
Now we got the know-how to develop a more efficient two-stroke with a very different solution, taking the examples of snowmobile and marine engine.
And why not to think about a reborn of Bimota with this critic solution, that gives the first strike to its solidity.
I call this process
A NEW HOPE!
As alway I have to say THANK YOU PAOLO for your helpulness and goodfellas remember that all the pics here belong to BIMOTACLASSICPARTS.
Are you interested about Bimota world, buy a Bimota or parts?
No worry these guys can help you!
Always!
#yourfriendlyneighborhoodturningfire
You can also find me on:
INSTAGRAM
FACEBOOK
FLIPBOARD
TWITTER
GOOGLE+
Next post: BIMOTA, the racing years!
And have always good time and ride GOODFELLAS!!!
© Riproduzione Riservata
How are you?
All good from Rimini, I spent an amazing week riding my bike along.
Ah, right, my beauty, not my bike. She is very touchy...
Well, I have to translate the latest Italian post about Bimota.
A chapter in its own right.
Cause we are talking about one of most controversial bike that a factory made ever.
A two stroke Gp replica homologated to ride and bite the everyday roads.
Not a simple bike with a livery GP.
We have the first example of ignition system applied to a two-stroke Gp engine.
You have to know only one thing:
KTM made this only this year.
Bimota in 1993.
Could you understand the revolution?
But with the limited resources at their disposal, they were forced to stop the development of ignition and turn back on carburetors system after few years.
But the innovation remains like prima facie evidence for Bimota.
This two stroke system it's very innovative for the Italian Factory, cause it's the first bike all made inside Bimota.
The engine was designed, developed and produced all inside.
Like the frame and the fuelling.
The 500V2 was Bimota's manifesto to challenge in MotoGP World Championship.
And When?
When all the Big Japanese Factory abandoned the two stroke engines for the road use.
End of the line?
No, of course.
Because In Bimota applied the 500V2 inside the OMEGA FRAME of the Futuristic Tesi.
A lethal weapon, a scalpel, on the chart.
But the problems to inject gasoline at very high pressure inside the engine were unsolved, too much money to develop it and fix the bug.
And we had to wait a long time, about 24 years, to see injection on a two stroke.
Epilogue?
Unavoidable.
Tesi 500 was stillborn. Some say that they are not even kept one model.
Here two rare pics of this sentenced bike:
THE TESI V-DUE
To not waste time and money in Bimota they took the engine and applied it to a conventional frame, if we could talk about traditional frame in Bimota...
And finally...
They started the production that ended in 2005.
Production stands about 340 bikes divided by different homologation and specs in this vivid:
Vdue:
164 bikes made from 1997 till 1998. First Injection system applied on a two-stroke engine.
110hp about at 9000rpm, 9kgm at 8000rpm for only 164 Kg dry weight. Street legal homologation.
You can recognize the model thanks to the exhausts: double on the high right side.
Vdue Corsa Trofeo: only 26 bikes were made in 1999 till 2000, and they were equipped with carburetors. All the problems of reliability and delivery are gone and the power increased. This series it's racing only, in fact, 20 of these bikes challenged in an exclusive championship dedicated in 2000.
122hp at 9500rpm, and 150Kg dry weight.
The exhausts in the Trofeo are under the seat.
Vdue Evoluzione:
115hp at 9800rpm and 155Kg dry weight.
120/125hp if equipped with Jollymoto exhausts.
The exhausts are in the same position of the Vdue first series.
Homologated for road use.
Vdue Evoluzione Corsa:
120 bikes produced in 2001, racing only with a high power.
135hp at 10500rpm, and only 150kg. A real racing machine ready to race. Every bike is different from others (gas gauge, forks, suspensions etc..). Like a tailor-made bike.
The exhausts are one under the seat, one high on the right side.
Vdue E.F.: this is the Final Edition, only 30 bikes made in Milano in 2005.
The engine was developed with the racing solution and brought the power for an homologation use at 125hp at 9400rpm for 145Kg dry weight.
The last two-stroke supersport bike was close to saying a forever goodbye.
We met with a goodbye kiss.
The smell of oil burned for only her pure pleasure.
An end of a Hera.
Or not?
Now we got the know-how to develop a more efficient two-stroke with a very different solution, taking the examples of snowmobile and marine engine.
And why not to think about a reborn of Bimota with this critic solution, that gives the first strike to its solidity.
I call this process
A NEW HOPE!
As alway I have to say THANK YOU PAOLO for your helpulness and goodfellas remember that all the pics here belong to BIMOTACLASSICPARTS.
Are you interested about Bimota world, buy a Bimota or parts?
No worry these guys can help you!
Always!
#yourfriendlyneighborhoodturningfire
You can also find me on:
GOOGLE+
Next post: BIMOTA, the racing years!
And have always good time and ride GOODFELLAS!!!
© Riproduzione Riservata
