Yb11
YB11
What to ride if you can't wait for the BB 500
BIMOTA'S YB11 SUPERLEGGERA, an all-new YZF1000-powered replacement for the much-heralded YB8, has reached America ahead of Yamaha's
own YZF, which is expected to arrive later this year as a '97 model. Cycle World visited Moto Cycle, Bimota's U.S. importer located near Pittsburgh, Pennsylvania, for a ride aboard the very first of 500 YB11s scheduled to roll out of Bimota's plant in Rimini, Italy, during 1996.
Our recent test of the Suzuki GSX-R-powered SB6 left us disappointed, thanks to a surprising number of glitches for a machine now in its third year of production with more than 800 units sold worldwide. Although
my time in the YB11 ’s saddle amounted to only a day, Pennsylvania’s backroads, ravaged from a harsh winter, put the bike through a concentrated stress test. I’m pleased to JEFF
report that the Superleggera (meaning "super light") is not to be taken lightly. In stark contrast to our troubled SB6, the YB 11 `s carburetion proved flawless, as did the performance of its chassis and Italian-made Paioli suspension. In fact, close scrutiny of the YB 11 revealed the most refined Bimota we've ever encountered. From the clean routing of the electrical loom to the accessibility of key items such as the oil-filler cap, the bat tery and suspension adjusters, let
alone the master fuse (which requires the complete removal of fairing and headlight assembly on the SB6), all is well thought-out. You'll find no extra trickery within the YB1 l's 1002cc, 20-valve inline-Four. Standard YZF-spec 38mm CV carbu retors, ignition module, large-capacity curved radiator and EXUP-equipped exhaust header all are taken directly from the new Thunder Ace. Throttle assembly, grips and switchgear are also YZF items. Only the airbox, carburetor jetting and the attractive, black-anodized aluminum muffler deviate from stock Yamaha equipment.
The YB11 yields snappier response than the FZR-based YB8 thanks to a lightened crankshaft carrying lighter forged pistons. With the tachometer rarely cresting 7000 rpm, I came to appreciate the YBll’s midrange zeal and solid handling. Full-twist throttle application above 8000 rpm delivers mind-numbing acceleration.
Even with a 56.3-inch wheelbase stretching 2 inches longer than the SB6’s, the YB’s Michelin-shod front wheel lofted willingly over the brows of hills when hard on the gas, exhibiting barely a twitch as it came back to earth.
The only handling quirk I experienced was a slight hunting in the steering at slow speed brought on by steering-damper stiction that improved with lighter damper settings, yet didn’t go away entirely.
While the twin-beam aluminum frame is every bit as artfully crafted as we’ve come to expect from Bimota, the Paioli suspension looks to be the Italian maker’s most impressive effort to date. The conventional (non-inverted) cartridge fork is a work of art-its 51mm stanchions are the largest ever fitted to a production sportbike and its carbonfiber-wrapped sliders definitely are not your common fare. According to YB11 development rider Gianluca Galasso, who was on hand for questioning, a robust standard-type fork is more resistant to frictional binding while braking hard for comers and also offers the benefit of reduced unsprung weight. The YB 11 also takes a different approach to steering geometry, with a leading-axle fork that lets designers reduce tripleclamp offset yet still arrive at fairly traditional rake/trail figures of 25.5 degrees and 3.5 inches.
One expects a few quirks with any limited-edition exotic and the YB11 isn’t without a couple of minor annoyances. As with the SB6, the YB’s
Brembo clutch master cylinder delivers very light lever action, but must be pulled to the grip for full disengagement. The mirrors are angled too low and the paint coating the YB’s fiberglass body chips easily.
Overall, though, the YB11 has done much to restore our faith in Bimota’s finished product. It’s a lot closer to being worth its $23,600 asking price than our SB6 ever was.
Don Canet
