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One advantage of being entrenched in a local motorcycling community, is having the opportunity to sample bikes that don’t reside in your own garage. Of course pushing half a century, having a gregarious nature and being perceived as “responsible rider” doesn’t hurt either. These factors and a bit of serendipity gifted me the chance to sample some pretty unique motorcycles over the last few weeks. All these bikes were Italian, exotic and expensive; the two B-bikes over the $30K range. I got to take each on true test ride, not just around the block and what follows is a few impressions of riding these pieces of exotica.

First up was a Bimota SantaMonica. On a Saturday, I stopped by my favorite Parts and Accessories shop. The owner and I have become pretty good friends over the last 10 years. Turns out his support of the industry has put him in good standing with the North American Bimota rep. Apparently, the SantaMonica was a demo model that needed some additional miles on the odo and the rep left it at the shop knowing my buddy would take it for a good spin on Sunday. Of course, since it was Saturday and him being a moto-proprietor, meant it was sitting idle. My appreciation of fine two-wheeled hardware is well known, so he immediately led me into the service area for a show and tell session. Then, out of the blue, he asked if I’d like to take it for a spin? After intial hesitation (there’s something about the chance of throwing half a years salary down the road), I headed back home to retreive my helmet and gear.

For the uninitated, Bimota is an abbreviation for BIanchi/MOrri/TAmburini, three of the most repected Italian motorcycle designers. Pronounced Bee-mota, the company choose early on not to compete with the Japanese in engine building (a virtually hopeless endeavor), but to instead to focus on their core skills of chassis design and styling. Over the years, they’ve produced several outstanding models, albeit with correspondingly weighty price tags. They’ve also had a few flops, especailly when they tried, quite unsuccessfully, to produce their own powerplant and catastrophically a two-stroke at that, just as the demise of the oil burners was at hand. The V-Due was probably one of the most anticipated motorcycles of it’s era, but it’s direct port injection was never perfected. The small size of the company allowed these “flops” to bankrupt the brand on several occasions, but passion and creative finances always seems to rescue it from oblivion. Bimota’s model designations typically credits the engine manufacturer’s contribution, Bimota’s contribution, the sequential version of the engine used by the particular manufacturer and any additional descriptors. The SantaMonica I rode is a variant of the SB8R (Suzuki/Bimota/8th Suzuki engine variant/Race), just wrapped in different bodywork.

So, what did I think of this particular Bimota? I didn’t like it! Have you ever heard the expression “more than the sum of it parts”? Well this bike was LESS than the some of it’s parts. It’s almost as if the best parts were all thrown together without any consideration given to whether they would work together. Ohlins suspension, Brembo brakes, OZ wheels, carbon bodywork, one of the most powerful V-twin motors ever produced ……. and it felt completely unsorted. The brakes were too sudden with very little “feel”, the suspension was harsh in all but perfectly smooth conditions, it was so light that the least input would upset the whole package, the riding position was sportbike extreme with a long reach to the bars, short reach to the pegs and the rear of the gas tank splaying you like you were doing a deep knee bend, the motor only made good power between 5000 and 8000 rpms. Even though I’m sure the suspension could’ve been tuned for a much better ride, I’d expect a $35,000 motorcycle to already be in the ballpark. I was disappointed.

Next up, the Ducati HyperMotard. Salt Lake Motorsports, the local purveyor of Italy’s most popular brand, had received a demostrator of their very own. This latest Terblanche interpretation of minimalism has held much anticipation and promise. There not much to the HyperMotard. It’s basically a dirtbike with an air-cooled, dual-spark 2-valver stuffed between the trellis framerails. Having owned and ridden several Ducatis during my riding career, I figured I’d enjoy this bike. Nope! Like the Bimota, it was too extreme. This bike only suits one type of riding: gnarly, twisty, point and shoot roads. The singular focus of this model makes it worthless for almost any type of practical riding, It had an unnerving tendancy to only want to lean over to about 35 deg and then required substantial effort to get it over further, wanting to run wide on corner exits. While I’ll admit, it probably had something to do with tire profile, it seemed awkward even in it’s element. The brakes were way too powerful for a bike of this weight and combined with a riding position has you on top of the bike (rather than in the bike), makes it feel as if you could go over the bars in an instant. I will compliment the super light weight feel and a very character filled motor that allows the machine to accelerate with amazing authority (I wish they would find a way to put this combination in a Supersport model like to old 900SS), then I think they’d have a real winner.

Chronologically bringing up the rear in this comparison was the Benelli Tornado, but only chronologically! Of these 3 bikes, the Benelli seemed the most sorted, with all the elements complimenting each other. My chance to ride the Benelli came as a result of an invitation extended by a former riding partner who just happened to be in town. Toward the end of a recent group ride, she mentioned a willingness to let me sample her mount. This type of invitation from this person is quite rare, so I geared up quickly in the event her generosity had a time limit. The ride was fairly short but over some fantastic twisties, so I had the chance to put the bike through it’s paces a bit. The most noticable aspect when you first start the bike is the fantastic exhaust note. It’s a 900cc triple, and makes a very satisfiying sound, especially as it nears redline. In fact I made sure the revs were up as I brought the bike through the final few corners, so that the owner could receive the maximum aural benefit. But what amazed me most was how each system on the bike worked in harmony with the others. The brakes were strong with very nice feel without being grabby and you could trail them toward the apex without the common stand-up reaction, the motor made very predictable and satisfying power throught it’s entire rev range, the suspension was very well sorted with a soft feel at lower speeds that progressively tightened up in the rougher stuff, the steering was light and acurate, the overall balance of the bike encouraged you to select whatever leaning angle you deemed appropriate and mid-corner correction were effortless.

I know I’m being picky in my assessment of these motorcycles, but I’ve been spoiled by the incredible balance of Japanese machines. Once the price gets figured in, it’s game over as far as I’m concerned. Will I eschew futures opportunities to ride bikes like this? No Way! But I can’t be swayed by their bling factor or price tag, they’ve got to WORK too. After riding all of these supposed wonder bikes, I’d take my GSXR 750 and pocket the $10,000 to $25,000 difference.

Rhino