Four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valves
per cylinder
Capacity
851cc / 51. 9 cub. in
Bore x Stroke
92 x 64 mm
Compression Ratio
10.4:1
Cooling System
Liquid cooled
Induction
Weber fuel injection
Ignition
Analoque CDI
Starting
Electric
Max Power
72.9 kW / 103 hp @ 9500 rpm
Max Torque
83 Nm / 8.75 kgf-m / 61.2 lb-ft.@ 8500 rpm
Transmission
6 Speed
Final Drive
Chain
Frame
Pair of upside down
boomerang shaped plates that envelope the engine on either side. They are
made of aluminium alloy and are machined not cast. The engine, unlike the
preceding series, has no load bearing functions. At the far ends of the
engine are the hinged swing arms, made of anticordal alloy.
Front Suspension
Swinging arm with Marzocchi single shock
stepless preload 10-way compression and 25-way preload damping adjustment.
Rear Suspension
Marzocchi single shock stepless preload
10-way compression and 25-way preload damping adjustment
Bimota Tesi is a number of motorcycles produced by the Italian
manufacturer Bimota . The prototype was developed in 1983 , but you have to wait
until 1990 to see the commercialization of the approved version for road use:
Thesis 1 / D. Thesis 2 / D, the work of an Italian coach who had made their own
(Vyrus 984 C³ 4V), continues the interrupted series in 1994 , followed in 2007
by Tesi 3 / D, with which the project has arrived to the present day.
The production Ducati . The main innovation of the Bimota Tesi
is the presence of a front fork equipped with steering wheel hub instead of the
classic telescopic fork.
The operating principle of this system is intended to separate
the function of "steering" by that of "suspension" (interdependent in the fork)
and to drastically reduce the effect of "sinking" of the classic fork braking
almost to cancel it and contribute to maintain a better stability of the bike
and road holding.
The telescopic fork, which is mounted on the vast majority of
the bikes homologated for road use, combines both the function of steering than
that of the suspension, so that the action of a irretrievably influences the
other. The concept developed by engineer Difazio is to completely separate the
guide from the suspension. In this way, undesirable interactions between the two
functions disappear.
The setting of the bike does not change during braking as with a
traditional fork. That provision also allows you to change the geometry of the
bike (wheelbase, caster), though without affecting the dynamic behavior. This is
not the first time this technique is used (as it was the motorcycle ELF X and
its derivatives), but until now had never left out of the racing circuits. With
the Thesis, Bimota transposes it into an approved motorcycle.
The two swing arms are connected by a frame in Omega. The wheel
hub is formed by two conical bearings and an axis. Through a series of rods and
referrals, it is connected to a steering pin is located on the left side of the
motorcycle, bound to the frame. A further transmission rod connects the
handlebars [1] .
The frame is reduced to two side plates which embrace the engine and supporting
the tank, the handlebars and the rear seat and equipped with pins at the ends,
to which are connected the swing arms, with consequent saving in weight.
But this architecture requires the construction of a very large number of
components to realize the front suspension, with the corresponding increase in
costs. These pieces must be properly sized to withstand the high stresses to
which they are subjected during braking. Moreover, the assembly and maintenance
of the steering linkage must be made with extreme care, to minimize the play
between them, deleterious for the driving precision.
It should also be taken into account that the front fork sharply
increases the turning radius, making complicated parking maneuvers , although
this disadvantage has been reduced on Thesis 3 / D through the adoption of an
arm made of tube trellis, allowing the use of tubes of small section from the
smaller footprint without going to the expense of stiffness.