Some Musings on "Superbike" (Warning: Long and Rambling)

[dnovo]

As I reach offical status as an old fart (I hit 60 in November) and a rider since age 14 and a collector of fine motorcycles, I was in the garage last night putting a set of bar end mirrors on my latest "Superbike." That is what started this thread in my mind:

This section of the forum is for those of us who appreciate and own "Superbikes," a term that if not originated by Ducati has justly become identified with this marque. The Ducati four valve V twin 851 "Superbike" was the 'ship' that launched the WSB program, and gave us the technology and the format for the bikes we ride and love dearly. As WSB has evolved, the V twin layout has prevailed and has resulted in a series of bikes, not always from Ducati although Ducati has remained 'true to the faith,' that IMHO, have a spirit and a soul that an inline 4 or even a V4 will never match.

Since WSB requires the company that wants to race to produce a near replica for the street, Ducati has produced a series of superb street machines culminating in the 07 Parts Unlimted 999, a visual match for last years WSB mount, albeit in S rather then R format (but the 06 Xerox bikes can still be found.) One of them sits in my garage now and, after ridng both that any my 07 MV F41000R and despite the latter's superior straight line performance, the 999 has become my favorite of the two and is a 'keeper' while the MV may soon go the way of many other machines I have ridden over the years, enjoyable but not one with a permanent place in the collection.

However, not all Superbikes, nor all Superbike V twins are Ducatis. I have two others which are also as much of a pursang Superbike, both on the street and track, as the 999 and its Ducati predecessors.

Honda tried the V4 format to win WSB after the RC 30 was beaten by the Ducati V twins iand brought out its 750cc V4 RC 45. It proved a failure, only one winning season (and there barely), was an expensive and unsatisfying street ride, and HRC finally said, "if ya can't beat 'em, join 'em." The result was the 2000-2006 Honda RC 51 (SP-1 and SP-2, post 2002 in Europe) 999cc V twin and very much a 'Japanese Ducati.' It won WSB the first year out of the box, and when Ducati came back to win a year later, the SP-2 version came out and Honda was back on the WSB podium until it proved its point and moved on. The street version was dropped by Honda in 2006.

I picked up a new 2005 RC51 this year, and it is indeed, as others have observed, the best V twin Ducati never built. Very much like my 999 with engine and chassis feel in the same mould, nice ergos once it is set up the way you want it (and easy to adjust) same 'grunt' from a marvelously-smooth and glitch free V twin, and just as bulletproof and non-tempermental as Hondas have long and justly been known for producing. My 2005 has the last iteration of the RC51 color scheme, a tasteful black/dark grey, free from the splash and almost cartoon like color schemes some Japanese bikes favor. Clearly another 'keeper' for a WSB afficiando such as me.

The final and newest member of my Superbike family is one of the least known, the Bimota SB8R. Another candidate for the finest V twin Ducati never built, this Italian builder took the only other V twin motor built by a Japanese company that was capable of racing in WSB, but was burdened with a fatally-flawed and overweight platform (the Suzuki TL1000S and later R) and put it into the last (before the Vdue disaster put the company into its third bankruptcy) chassis, repositioned it within the frame, changed to larger injectors and added a better exhaust, and chopped off nearly 50 pounds from the Suzuki TL1000 to produce the SB8R that Gobert took out with Bimota on its last financial legs and won WSB races against Ducati and other teams flush with cash. Probably the most astonishing feat in WSB.

I managed to find one new in box at Bimota Spirit, a great Bimota dealer with both new and older Bimotas and parts, and for a price that was nearly a give away (and with the newest ECU map burned into its brain) I now have that Italian/Japanese WSB representative sitting in the Casa Novo collection. How does it ride and perform? Very much like the RC and the 999, the classic one liter, Vtwin, Superbike feel and response, albeit in the most exotic platform of all, I could just sit there and admire the cf body work, metal bits and pieces that are an Italian art form, and a design that is also typically Italian -- pure sex.

To me, these trhee bikes, all the same, perfect Superbike platforms of a one liter, four valve crisp looking and handling bikes with a WSB heritage -- but in three distinct forms and each with their own personalities -- are always going to be classics, no matter how WSB changes and the street rides change with it. The 999 is always going to be the benchmark and final form of the classic one liter Superbike (especially now that the limit is up to 1200 and the new 1098R -- an 1198 engine --is in the wings for 2008.) The Honda represents the Japanese acknowlegment that the Ducati-developed format was the correct answer, and the RC51 adopted it with soul and panache missing in other Japanese sportbikes. The Bimota represents the last time this tiny Italian company that always had an impact beyond its numbers and which had a long and succesful history in racing managed to build a work of rolling art and style that won in WSB just as the company died around it.

For me, three similiar, but different examples in metal and carbon fiber of the definitive definition of the term, "Superbike."

Sorry for the blathering, but this hit me last night as I was turning off the light in the garage, and I wanted to share. Dave

[vtwin]

No need to be sorry, that's a great 'share' you wrote there.

Cheers!

[Ksucio]

Awesome, inspirational write-up, Dave. I hope to have a collection of what I consider to be the pivotal motorcycles as well. Right now I only have the 999 and a fully restored and cafed 1974 Yamaha RD350 that I did myself!

Unfortunately my wish list far exceeds my means... But, I'm very thankful for all that I do have in my life, so I have no complaints.

Thanks for sharing. But this thread is worthless without some dang PICTURES!!!!
:-)


-Drew

[desmo2]

Of course this thread is worthless without pics!

How about a line-up of your three beauties?

[TheRC30Guy]

The RC30 is a V4, the RC45 is essentially the same bike with fuel injection. What is neat about the RC30 is that it is a (nearly) big bang engine and thus has power characteristics similar to a V twin. My 749S (with 999s engine) is nice because I can ride it daily while the RC30 sits and waits for it's monthly jaunt.

[Thatguy]

Great read, these are also things that pop into my head all the time being a high performance twin lover myself.

Originally Posted by dnovo

Ducati has produced a series of superb street machines culminating in the 07 Parts Unlimted 999, a visual match for last years WSB mount, albeit in S rather then R format

AMA Superbike, not WSB though
Xerox would fit that bill.

[milznmilz]

Originally Posted by dnovo

Sorry for the blathering, but this hit me last night as I was turning off the light in the garage....

You thought of all that while turning off the light?

Man, you think big! Great post, and I'm sure more than a few of us are suffering from a mild case of "stable envy".....

[Andrew]

Originally Posted by dnovo

The final and newest member of my Superbike family is one of the least known, the Bimota SB8R. Another candidate for the finest V twin Ducati never built, this Italian builder took the only other V twin motor built by a Japanese company that was capable of racing in WSB, but was burdened with a fatally-flawed and overweight platform (the Suzuki TL1000S and later R)...
...How does it ride and perform? Very much like the RC and the 999, the classic one liter, Vtwin, Superbike feel and response, albeit in the most exotic platform of all, I could just sit there and admire the cf body work, metal bits and pieces that are an Italian art form, and a design that is also typically Italian -- pure sex.

Dave,

Interesting collection and observations, some equally rambling observations and a question.

For me it is noteworthy that only three manufacturers won the WSB title during the 750cc era: Honda, Kawasaki and of course Ducati. Even more amazing (given their prevalence on the street) the only inline four was the single win by Kawasaki.

The 750cc WSB era however produced some of the most exotic bikes ever to grace the world: Yamaha FZR750R & R7, Suzuki GSXR750RR, Honda VFR750R (aka RC30), RC45, Bimota YB6 & SB8 and of course Ducati 851, 888, 916, 996, 998, 999. Additionally there were also bikes by Benelli, Aprilia etc. (NB I have deliberately eschewed the "normals": Kawasaki ZXR750R & ZX7, Honda RC51 etc).

History shows the V-twins were utterly dominant.

Interestingly Suzuki never attempted to race the VT1000R at WSB level, yet Gobert's race win on the SB8R at Phillip Island was one of the great rides in WSB. Many people also forget that Bimota also won the inaugural WSB race and also very nearly won the championship that year.

I share the passion of no compromise which means that my own garage has contained some nice machinery some of which have lived here for some years (I also have an understanding wife). Included is a Bimota SB6 - I lusted after a Bimota for years and finally in 1995 I bought the SB6 new. Even today this bike is a still a head turner of the first order and the GSXR1100 motor still endows it with front line performance. The wife hates riding with me on the Bimota as she figures a girl riding a burgundy R1 should get more looks than a Bimota - it doesn't.

When I bought it, I considered the Bimota was the ultimate "no-compromise" motorcycle: Japanese power and reliability melded with Italian style and handling.

Yet despite its obvious adages I still consider my Ducatis to be a more involved ride (I guess like the MV in your case). Will I sell the SB6 - no chance, it was the embodiment of a dream.

Is this a V-twin thing? No I don't think so. For example by all objective means my current 996R is better than my previous 888SP5 but I still hold the 888SP5 in a higher esteem. The flaws made the 888SP5 a challenge and thus ultimately more rewarding. Flaws make character regardless of machine.

Bimotas are so rare and finding owners is difficult - especially objective ones. How does the SB8R stack up in your case?

[felix]

Dave,
I found your post enjoyable for this Sunday morning as I prepare for a beautiful day of riding. If you get a chance, I'd welcome a group photo!

[dnovo]

Originally Posted by Andrew

Dave,

Interesting collection and observations, some equally rambling observations and a question.

For me it is noteworthy that only three manufacturers won the WSB title during the 750cc era: Honda, Kawasaki and of course Ducati. Even more amazing (given their prevalence on the street) the only inline four was the single win by Kawasaki.

The 750cc WSB era however produced some of the most exotic bikes ever to grace the world: Yamaha FZR750R & R7, Suzuki GSXR750RR, Honda VFR750R (aka RC30), RC45, Bimota YB6 & SB8 and of course Ducati 851, 888, 916, 996, 998, 999. Additionally there were also bikes by Benelli, Aprilia etc. (NB I have deliberately eschewed the "normals": Kawasaki ZXR750R & ZX7, Honda RC51 etc).

History shows the V-twins were utterly dominant.

Interestingly Suzuki never attempted to race the VT1000R at WSB level, yet Gobert's race win on the SB8R at Phillip Island was one of the great rides in WSB. Many people also forget that Bimota also won the inaugural WSB race and also very nearly won the championship that year.

I share the passion of no compromise which means that my own garage has contained some nice machinery some of which have lived here for some years (I also have an understanding wife). Included is a Bimota SB6 - I lusted after a Bimota for years and finally in 1995 I bought the SB6 new. Even today this bike is a still a head turner of the first order and the GSXR1100 motor still endows it with front line performance. The wife hates riding with me on the Bimota as she figures a girl riding a burgundy R1 should get more looks than a Bimota - it doesn't.

When I bought it, I considered the Bimota was the ultimate "no-compromise" motorcycle: Japanese power and reliability melded with Italian style and handling.

Yet despite its obvious adages I still consider my Ducatis to be a more involved ride (I guess like the MV in your case). Will I sell the SB6 - no chance, it was the embodiment of a dream.

Is this a V-twin thing? No I don't think so. For example by all objective means my current 996R is better than my previous 888SP5 but I still hold the 888SP5 in a higher esteem. The flaws made the 888SP5 a challenge and thus ultimately more rewarding. Flaws make character regardless of machine.

Bimotas are so rare and finding owners is difficult - especially objective ones. How does the SB8R stack up in your case?

The two non-Ducati powered Bimotas I own that are nearly idential in general looks, ride and handling characterics, and quite different in power delivery are the SB6R and the SB8R. These two bikes, designed and produced less than a year apart and both using Suzuki powerplants use the same 'straight line connection' frames, nearly the same suspensions, nearly the same weight, and close in colors and looks, the former red tank, black lowers and the latter with a white center section and gold pinstriping. Of course the SB8R uses the much abused (by the press, I have no issues handling the bike with them) twin cf ram air snorkels feeding the air box over the tank.

The SB8R is fairly close in ride and road feel to my 999S, the TL1000 engine with the larger Bimota throttle bodies and their own injection and freer-flowing exhaust changed from the TL1000S, to say nothing of loping off nearly 50 pounds in weight and coming up with a chassis that corners, stops and responds much better than the whale Suzuki built. The basic powerplant is, like the one in the Honda RC51, very 4FV Ducati like in sound, feel, and response. The extra performance fiddling and weight loss program making for a very, very nice bike. Typical Ducati-like response, not much below 4,000 rpm, but then it builds smoothly and progressively to its 11,000 rpm red line. This one has the updated ECU map uploaded. Only a few hundred miles on it and the engine is still tight, so I haven't flogged it yet No fueling issues when cool, a slight issue when the oil and engine are 100% warmed up. It doesn't overheat, but the idle is at the low edge of minimal when cold and when warm, it holds the idle in neutral, but in a real slow corner, or when coasting up to a light in gear, it wants to die as it drops below mininum. Put it into neutral, idles fine. Needs to be cranked up about 100rpms on idle position, but I think that was a function of setting the bike up when it was only partially warmed through. It wants to run 'cold blooded' and that is a pleasant contrast to watching my MV F1000R want to run hotter than hell whenever I am at a stop. The rest of the fueling (sometimes a real problem on any FI Bimota) is perfect.

The SB6R differs from your SB6 (I owned one when they first came out in the mid 90s) but the suspension was revised and retuned, the swingarm lenghtened by 10mm and the handling feel much less 'nervous' and, again, a near match if not hard to tell apart from that in the SB8R, which overlapped it in production. What is much more apparent is the engine. The bike I bought off the Net at a very low price but in excellent condition (2800 miles) had been sitting too long and needed a carb rebuild. The local MV/Ducati/Suzuki dealer has a tech who worked on Bimotas when they had the franchise and set the bike up on the dyno with a readout AT THE REAR WHEEL (the only place where it counts) of 136.82. The GSXR-1100 engine was never much of a slouch in its day, the chassis just too heavy and the handling not wonderful, but put that in a sub 400 pound Bimota, add changes to the SB6 airbox to improve and increase the breathing, change the exhaust system from Suzuki specs and then watch out. The SB6R pulls from fairly low rpm with a smooth and powerful response, and there is no need to go into the red zone, as it pulls like a train from 3 to 4,000 rpm, and then goes damn near up the rev ladder like a skyrocket until it ends up in the red zone. Easily the fastest Bimota and nearly the fastest bike I have experienced, period. I was running along quite easily with a friend on Saturday with his 1098S.

Also, since several have asked, here are some shots taken by a friend's phone camera after our moring 'ride to breakfast.' Note that the worthless mirrors were never mounted. The bar ends work just fine. The shot of the notorious 'air horn's shows the the 'problem' of not being able to reach the controls or being forced to put your arms around them in a bear hug is just plain guff. The reach to these is the same as on the SB6R and working the controls no issue at all. The carbon fiber/aluminum frame joint is also shown. Quite neatly done.

Dave