sb3???

[varium]

Didn't find a whole lot of info on this one. Is this a rare model, or highly sought after? If so, what makes it so?

[Nick2208]

The SB3 was basically the 1000 cc successor to the SB2. The frame is similar to the SB2, but the bodywork is more conventional. I don't know if you are familiar with the SB2, but it was Bimota's first Suzuki (GS 750) powered street bike, and had pretty radical styling. "Rare" and "sought after" are relative terms for Bimotas. There were a total of 402 SB3s built, which is near the high end of the range. A few models numbered in the 500 - 600 range, with only one (SB6) breaking 1000. The best source of Bimota info is Georgio Sarti's book "Bimota - 25 Years of Excellence". It's out of print, but you can occasionally find one on ebay, or used on Amazon (expensive, but worth it!). You can also find lots of photos and other info at: http://www.bimota-enthusiasts.com/

[corks67]

ive got that book (most expensive book I own) so if anyone has any questions from it , feel free to ask.

don t even ask about the rarity and expense here in oz tho

[dnovo]

All early, and even 'mid date' Bimotas are both rare and desirable. The original Bimotas were mostly kit frames such as the HB1. The SB2 was available as a kit and complete bike and a radical departure from everything else then on the market, so it is espeically sought after. The Bimotas from the late '70s through the mid-80s form the first 'group' of models. These include the HB 2 and 3 (Honda engines), SB3 and SB4 (Suzuki) and various K designations, breaking into two distinct groups, the smaller 550 engined models and the 1000cc models. The first Ducati engined model, the DB1 in the mid 80s marks the beginnning of the second iteration of Bimota. The DB used a trellis tube chassis far superior to the contemporary Ducati F1 and an all around better bike. The 400+ models sold was the financial savior of Bimota. The company then built a series of Yamaha 1000 five valve engined larger bikes, the YB series (4 through 8 and the Dieci) all using an aluminum spar or beam frame which has now become so popular in Japanese and other sportbikes. Honda and Suzuki engines were not used in this mid period, with the DB 1 replaced by the 904 engined and different tube framed DB2.

The next period saw a return to the Suzuki engines and a new frame, the 'straight line connection' used in the SB6 (GSX 1100) and the SB7 (GSX750) The company, reeling from the V-due debacle, then built the YB-11 a reversion to the YB8 frame and slightly updated engine, then the SB8, an attempt to redo the Suzuki TL series, and then the company crashed and burned after the Mantra fiasco and the final Ducati engined bike, the excellent DB4. (Note I have left the Tesi saga out for the time being.) The newer bikes are a whole different company and are not addressed here.

Values go by period and the model. The early bikes rarely show up for sale and usually command a healthy premium if available. Conversely, they are so rare, if they go up for sale the market is slim since few buyers appreciate what they are looking at. A savy owner who finds a dedicated collector will get the bike's true value. This means a good deal is available if the owner doesn't know what he is selling and simply thinks it is an old sportbike. If you find one like that, ship him to me, as I would love to supplement my pristine HB2. The rub here is that many early bikes have been modified or even butchered. As with all Bimotas, frame and cosmetic alterations drastically effect value, often to the point where purchase is not worth it. (Engine mods are not really an issue as they can be changed back with ease and do not subtract from riding pleasure.)

The second series is almost as valuable, and sometimes worth far more. The DB1 is especially prized as the first 'all Italian' Bimota and still an absolute joy to ride 21 years later. Very light, great handling (except the 16" front wheel will sit the bike up if you go for the front brake in a corner) and still one fast and comfortable ride. In fact, the number of DB2s on the market at any given time is almost as nonexistent, so prices, when a bike shows up, is pretty much seller's demand. The YB series is also hard to find, with pristine examples of YB6 and 8 going in the 9 to 13K range, when and if they show up. Ultra rare, but less expensive YB7 (400cc Yamaha four cyc but 3/4 sized YB6 frame and chassis) goes for about 3/4 the price. Since the Dieci came in to this country in substantial numbers, a good one can be had in the 8 to 10 range. (Mind you, all original. There are some repaints and redos in the 5 to 6 range on the current market.)

The last generation bikes are tough to predict. A new SB8K could be had in the crate within the last month or so for $14 to 15. The best buy of all is the DB4, going for around 10K if one can be found. There are a few still-new DB4 injected models sitting around for about 11 to 12.5K

SB6s are around 5 to 8 in good condition. The better performing SB6r goes from 8 to 11K.

So endeth the polemic on history and values. Is this a 'written in stone' guide from an expert? Hell no, it is the musing of a collector who has followed the market rise and fall and now rise of an honored name and a company that produced products that were always leading edge, daring, and a lot of fun to own and ride. Thus, just my opinion, and not to be taken as Gospel. Dave
Hb2
Yb7
yb8
Db1
Db2
Db4
Db5 (yes, new but still in the light, fast, great handling and build tradition)
Sb6r