Description
Additional photos are available here for your perusal.
By the early ‘90s, Bimota had been in operation for around two decades. While it had certainly built some incredible bikes in that time, the boutique marque had relied on existing powertrains from other manufacturers. So Bimota brought on two-stroke specialist Aroldo Trivelli of TAU Motor to design a two-stroke V-Twin.
Originally, the Trivelli-designed power plant was to be housed in a frame similar to the Tesi with hub-center steering, though the idea was later scrapped. Instead, Bimota tasked its engineering chief Pierluigi Marconi with developing a more conventional chassis for the half-liter twin. Marconi delivered an incredibly light trick oval-tubed aluminum twin-beam frame that utilized the engine as a stressed member.
Around this same time, Bimota abandoned its prior plans for a GP racer and decided the new two-stroke V-Twin would be a road-legal production model. Obviously getting a two-stroke race engine to meet the necessary emissions standards to be released as a road-going production model was a wildly tall order, but Bimota felt the solution was in fuel injection.
Instead of simply swapping the carbs out for throttle bodies, Bimota designed a sophisticated direct electronic fuel injection system, allowing for an even lighter overall package. It was close and it surely wasn’t easy, but the Italian company managed to squeak by and get the green light for production. After eight years of development, Bimota finally unveiled the highly anticipated new model in 1996. Dubbed the “V-Due” — Italian for “V-Twin” — the bike was glorious. A half-liter two-stroke GP bikes for the street, brimming with race-grade hardware and amenities. After generating an enormous amount of hype, the V-Due entered production and dealerships the next year in 1997 as the first-ever production two-stroke motorcycle with electronically controlled direct fuel injection.
Powering the road-legal track weapon was a liquid-cooled, 499cc, two-stroke, 90-degree V-Twin good for 110 hp and 64 ft-lbs of torque. Bimota’s first engine produced in house, the Italian twin afforded the V-Due a 155 mph top speed and a 10.5-second standing quarter-mile time. Tipping the scales at only 320 lbs, the V-Due boasted a phenomenal power-to-weight ratio. The powertrain also got a dry clutch and racey six-speed cassette-style transmission.
Braking hardware was comprised of Brembo Goldline calipers and dual 320mm front discs with a single 230mm unit in the back. Suspension components consisted of fully adjustable 46mm Paioli fork with carbon fiber fork tubes and an Ohlins mono-shock. The wheels were lightweight alloy units from Antera.
Exotic and exclusive, the V-Due also featured a slew of swanky carbon fiber and billet parts. Elements like the rear-sets and triple clamps were all CNC’d, and the shock cover, license plate board, from covers, front and rear fenders, and exhaust hanger are all carbon pieces.
Even the V-Due’s bodywork — which was inspired by GP bikes of the era and designed by Sergio Robbiano, protege of the great Massimo Tamburini was made of carbon fiber. Other noteworthy aspects include Domino grips and throttle, a beautiful aluminum swing-arm stamped with the Bimota name, and a race-style dual carbon fiber two-stroke exhaust system.
Unfortunately for Bimota — which had invested untold amounts of money in the near-decade-long development of the V-Due — its new two-stroke didn’t pan out as it’d hoped. The direct fuel-injection system that was the model’s savior ended up being its demise. The first 150 units produced were seriously finicky. Customers regularly reported misfires, spark plug issues, oil leaks, seized pistons, and unpredictable power deliver (especially below 5,000 rpm). For an excellent recap of the V-Due’s history, check out this story on OddBike by Jason Cormier.
With such an exorbitant MSRP and all the mechanical problems, it wasn’t long before customers started returning their V-Dues. Bimota’s projections called for some 500 units to be built, though less than 200 of the original fuel-injected models ever left the factory.
Bimota’s financial problems were only exacerbated by having to replace customer’s defective V-Dues with other models from its lineup such as the SB6R and SB8R. When all was said and done, fewer than 500 examples were created. What was meant to be the dawn of a new era for the Rimini brand wound up forcing them to file bankruptcy. The Italian firm made some fixes (like ditching the fuel injection in favor of some 39mm Dell’Orto carbs) and sold a run of 26 bikes to potentially compete in a spec series – they called these the Trofeos.
This example is VIN: ZESVT5000WR000099. The seller acquired the bike one year ago from a collector who “owned it for over 20 years.”
The odometer shows 0 kilometers. The seller states that the bike has “never been run” — it is being offered in “original, perfect condition.”
Modifications:
This V-Due Trofeo Corsa is completely stock.
Cosmetic Blemishes:
Per the seller, there are no cosmetic blemishes.
It is riding on its original Metzeler slicks.
The sale includes one key and the Bimota hex key, each in its leather holder.
Extras:
Original Bimota rear stand.
Original Bimota rear stand modified to a front stand.
Original Bimota sales brochure, specification sheet.
Currently located in Lehre, Germany, this Bimota is offered on a Bill of Sale only. Have any V-Due stories or questions about this listing? Let us know in the “Comments” tab!
