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Bimota is an Italian manufacturer of custom and production motorcycles. It was founded in 1973 in Rimini by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini. The company name is a portmanteau derived from the first two letters of each of the three founders' surnames: Bianchi, Morri, and Tamburini.

Key Information

Products

[edit]
Bimota Tesi 3D

Because the state of frame design was stagnant in the 1970s,[2] Bimota concentrated initially on building high-quality motorcycle chassis around existing engines. From the beginning they customised the top models of Suzuki, Honda and Kawasaki. During the late 1970s, Bimota also helped develop and build motorcycles branded as Lamborghinis.[citation needed] In the 1980s they also customised Yamaha and Ducati motorcycles.

Bimota's co-founder and long-time chief designer Tamburini has been an influential player in the development of other Italian brands, most significantly his work on the popular Ducati 916, the Ducati Paso, and the MV Agusta F4; other designers such as Bimota chief Sergio Robbiano have also been involved with larger-volume manufacturers.[citation needed]

More recent Bimota models included the DB5, DB6, DB7, DB9 and the Tesi, with a DB8 featuring the Ducati 1198 engine. The Tesi 3D was especially unusual, which, along with the co-designed Vyrus, was the only motorcycle then in production to use hub-center steering.[citation needed]

Racing

[edit]

Bimota first experienced international racing success in 1980 when privateer Jon Ekerold won the 350cc world championship on a Yamaha-powered Bimota.[3] They also experienced success in the early years of the Superbike World Championship. Virginio Ferrari won the 1987 Formula TT title aboard a YB4 EI, partnering with Davide Tardozzi. Tardozzi won five races in the inaugural 1988 world superbike championship, more than any other competitor, but inconsistent results relegated him to third place in the final standings.[4]

After many years without success, Australian rider Anthony Gobert caused a major[clarification needed] shock[according to whom?] in 2000 by winning a wet race at Philip Island on a Bimota SB8K. The Alstare team entered a Bimota BB3 package into World Superbikes in 2014 for riders Ayrton Badovini and Christian Iddon, however, the bike initially did not have enough units in production to pass the championship's homologation rules. As a compromise, the bikes were allowed to enter from round 2, but ineligible for points until homologation was achieved. At the end of the year, the team finished unclassified and disqualified.

Bankruptcy and rebirth

[edit]
Bimota Vdue

The V Due, introduced in 1997, had a design flaw with its engine.[5] Bimota was forced to abandon the novel fuel injection system and re-engineer the entire engine.[5] Bimota ultimately recalled the entire run of the V Due, and made an improved version, the 'Evoluzione'. Only 340 original V Dues and 21 Evoluziones were built.[5] While this was occurring, during the 2000 World Superbike season, one of Bimota's main sponsors disappeared, owing the company a great deal of money. The combination of events forced Bimota to file for bankruptcy and close their doors.

In 2003, new owners of the marque assets, Lorenzo Ducati and Giuseppi Della Pietra, formed Alternativa Moto, with the intention to manufacture all-Italian machines using Ducati engines, and sold the V-Due rights to Win-Win.[6]

A new group of investors purchased the rights to the Bimota name and designs and restarted the company. The investors that bought Bimota, Marco Chiancianesi who is the president and his business partner Daniele Longoni are both active Scientologists.[7]

Recent reports paint a less optimistic picture for the future of Bimota. In 2017, the factory at Rimini had reportedly closed,[8] with spares and incomplete bikes mothballed elsewhere, possibly in Switzerland.

In October 2019, Kawasaki Heavy Industries purchased a 49% stake in the company,[9] and soon after announced an intention to manufacture Bimota bikes using parts from the Kawasaki supply chain.[10]

Return to motorsports racing

[edit]

After exclusively running their own teams known as Kawasaki Racing Team (KRT),[11][12][13][14] from 2025 Kawasaki entered into a partnership with Bimota – as a producer of motorcycle chassis – to be known as Bimota by Kawasaki Racing Team (BbKRT).[15] Their 2025 World Superbike entry, designated Bimota KB998 Rimini and finished in red, white and black instead of Kawasaki green,[16] uses ZX-10 Ninja powertrain, as in earlier seasons.[17]

Bimota by Kawasaki Racing Team

[edit]
Bimota by Kawasaki Racing Team
2025 nameBimota by Kawasaki Racing Team
BaseRimini, Italy
Team principal/sGuim Roda
Team Manager
Race riders22 United Kingdom Alex Lowes
47 Italy Axel Bassani
MotorcycleBimota KB998 (2025–)
TyresPirelli

World Superbike results

[edit]

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Year Class Bike Team Tyres No. Riders 1 2 3 4 5 6 7 8 9 10 11 12 RC Points TC Points MC Points
R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2 R1 SR R2
2025 WSBK KB998 Bimota by Kawasaki Racing Team P 22 United Kingdom Alex Lowes AUS
8 		AUS
7 		AUS
8 		POR
Ret 		POR
13 		POR
Ret 		NED
11 		NED
11 		NED
6 		ITA
11 		ITA
12 		ITA
11 		CZE
4 		CZE
7 		CZE
15 		EMI
4 		EMI
2 		EMI
14 		GBR
Ret 		GBR
DNS 		GBR
DNS 		HUN
6 		HUN
12 		HUN
6 		FRA
3 		FRA
3 		FRA
3 		ARA
5 		ARA
6 		ARA
6 		POR
5 		POR
15 		POR
4 		SPA
6 		SPA
5 		SPA
6 		6th 218 5th 358 4th 254
47 Italy Axel Bassani AUS
9 		AUS
9 		AUS
10 		POR
9 		POR
11 		POR
7 		NED
Ret 		NED
12 		NED
5 		ITA
9 		ITA
18 		ITA
15 		CZE
12 		CZE
18 		CZE
6 		EMI
Ret 		EMI
Ret 		EMI
12 		GBR
16 		GBR
14 		GBR
16 		HUN
10 		HUN
6 		HUN
9 		FRA
7 		FRA
8 		FRA
12 		ARA
8 		ARA
11 		ARA
9 		POR
11 		POR
8 		POR
8 		SPA
11 		SPA
10 		SPA
10 		10th 140
2026 WSBK KB998 Bimota by Kawasaki Racing Team P 22 United Kingdom Alex Lowes AUS AUS AUS POR POR POR NED NED NED HUN HUN HUN CZE CZE CZE ARA ARA ARA EMI EMI EMI GBR GBR GBR FRA FRA FRA ITA ITA ITA POR POR POR SPA SPA SPA
47 Italy Axel Bassani AUS AUS AUS POR POR POR NED NED NED HUN HUN HUN CZE CZE CZE ARA ARA ARA EMI EMI EMI GBR GBR GBR FRA FRA FRA ITA ITA ITA POR POR POR SPA SPA SPA

* Season still in progress.

Models

[edit]
Main article: List of Bimota motorcycles
Bimota Tesi H2 (2020)
Bimota KB4 (2022)
Racing motorcycles
  • Bimota GB1
  • Bimota HB4
  • HDB1
  • HDB2
  • HDB3
  • Bimota SB1
  • Bimota SB8K
  • Bimota YB3
  • BIC 500 8v BM 3
  • V 90 BM 4
  • KB998
2021 motorcycles
  • Bimota Tesi H2
  • Bimota Tesi H2 Carbon
  • Bimota KB4
  • Bimota KB4 RC

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Bimota

View on Grokipedia
from Grokipedia
Bimota S.p.A. is an Italian luxury manufacturer specializing in high-performance bikes renowned for innovative designs and the integration of engines from leading brands such as , Kawasaki, and . Founded in 1966 in by Valerio Bianchi, Giuseppe Morri, and , the company derives its name from an of the founders' surnames: BIanchi, MOrri, and TAmburini. Initially established to produce heating and air conditioning systems, Bimota pivoted to motorcycles in 1973 with the HB1, its debut model—a limited-run frame kit (only 10 complete units built) featuring a lightweight tubular steel paired with the CB750 engine, emphasizing superior handling and braking over raw power. Throughout the 1970s and 1980s, Bimota gained acclaim for pioneering demountable frames, as seen in the SB2 (Suzuki-based), and for racing successes, including the 1980 350cc World Championship win with the YB3 model ridden by Jon Ekerold and the 1987 TT-F1 World Championship victory by Virginio Ferrari on a Bimota. The company introduced groundbreaking technologies like the Tesi system in 1990 with the Tesi 1D, which eliminated traditional fork linkages for enhanced stability, influencing models such as the Tesi 2D and later H2 variants. Bimota's approach of "tuning" donor engines within frames—often using aluminum or trellis structures—cemented its reputation for exclusivity, with production limited to a few hundred units annually to maintain artisanal quality. Financial challenges peaked in 2001 when Bimota filed for , largely due to the troubled V-Due model's issues and sponsor defaults, leading to asset auctions. The brand revived in under new ownership led by industrialist Roberto Comini, resuming production with models like the DB4 and continuing innovations in lightweight construction. In 2019, acquired a 49.9% stake through its subsidiary Italian Motorcycle Investment S.p.A., renaming it Bimota S.p.A. and committing to supply engines and components for revival efforts, including the supercharged Tesi H2 debuted at that year. Today, Bimota operates from , producing premium models like the KB4 and Tesi H2, while partnering with Kawasaki for WorldSBK entry in 2025 under the Bimota by Kawasaki Racing Team banner, blending Italian craftsmanship with Japanese engineering precision.

History

Founding and early development

Bimota was founded in 1973 in , , by Valerio Bianchi, Giuseppe Morri, and , three engineers and motorcycle enthusiasts whose surnames inspired the company's name: "Bi" from Bianchi, "Mo" from Morri, and "Ta" from Tamburini. The trio established the firm as a small workshop dedicated to motorcycle engineering, leveraging their technical expertise to create high-performance components amid Italy's vibrant post-war motorcycle culture. The origins of Bimota trace back to , when Bianchi, Morri, and Tamburini initially formed a company in specializing in air conditioning and heating systems installation. Tamburini's personal passion for , particularly customizing frames for better performance, drove the pivot toward the two-wheeled industry in the early 1970s, transforming the workshop into a hub for innovative motorcycle tuning. From the outset, Bimota's business model centered on producing custom frames, suspension upgrades, and performance components for existing motorcycles, with a strong emphasis on lightweight tubular steel construction to enhance handling and reduce weight. This approach reflected Italian craftsmanship traditions, where precision engineering and artisanal quality were prioritized in a modest Rimini facility. The company's first major project, the HB1 prototype launched in 1973, exemplified this focus: a frame kit based on the Honda CB750 engine, incorporating a custom swingarm, wheels, suspension, fuel tank, exhaust, and fairing, designed to lower the center of gravity and improve rigidity. Only ten HB1 units were produced by 1975, primarily as kits for enthusiasts to assemble onto donor bikes, marking Bimota's entry into the realm of specialized, high-end motorcycle modifications.

Growth and innovations (1970s–1990s)

In the mid-1970s, Bimota transitioned from producing frame kits to complete motorcycles, marking a pivotal shift toward full production vehicles. The HB2, introduced around , exemplified this evolution by integrating a into a Bimota , offering riders a high-performance option rather than assembly-required components. This model, along with subsequent introductions like the YB3 in 1980—a racer powered by a tuned Yamaha-derived 350cc that contributed to Jon Ekerold's 350cc victory—and the BB1 in the mid-1990s, which featured a BMW-sourced single-cylinder engine, broadened Bimota's portfolio across engine partnerships. These developments underscored Bimota's growing capability to engineer cohesive machines that balanced power and handling. Technological innovations defined Bimota's growth during this era, with the company pioneering lightweight aluminum frames that enhanced rigidity and reduced weight compared to traditional steel designs. Co-founder played a key role in refining dynamics, influencing ergonomic designs that prioritized rider control and feedback, as seen in early models like the HB series. Advanced braking systems, including early integrations of components, provided superior and were standard on production bikes, setting Bimota apart in performance-oriented engineering. By the , these advancements culminated in models such as the DB1 of 1984, which utilized a Pantah engine within the first liquid-cooled Bimota frame, and the Tesi prototype of 1983, introducing a revolutionary concept to decouple suspension and braking forces for improved stability. Commercially, Bimota expanded its operations from the factory, increasing workforce and facilities to support higher output amid rising demand. Annual production reached approximately 1,200 units between 1983 and 1989, reflecting steady growth from earlier limited runs of under 200 bikes per model. Exports extended to key markets in , the , and beyond, distributed across 11 countries including and the , which helped establish Bimota's reputation as a premium Italian marque. By the end of the , cumulative production approached 12,500 units, a testament to the company's maturation into a niche but influential producer. The 1990s brought further ambition with the V Due of 1997, Bimota's first motorcycle featuring an in-house developed 500cc V-twin equipped with an innovative electronic system aimed at optimizing performance and emissions. Despite its technical novelty, the model encountered reliability challenges with the injection setup, leading to production limitations of around 150 units before refinements. These efforts, while not without hurdles, highlighted Bimota's commitment to pushing engineering boundaries, with racing successes like the YB4's contributions to the 1987 TT-F1 World Championship briefly referenced as validation of their road-derived technologies.

Bankruptcy and initial revival (2000–2014)

In 2001, Bimota filed for bankruptcy primarily due to the catastrophic failure of its V Due model, a 500cc two-stroke motorcycle plagued by severe engine defects in its electronic fuel injection system, which caused irregular fuel atomization, piston seizures, oil leaks, and frequent spark plug fouling. These issues prompted widespread recalls of the initial production run of around 150 units, customer lawsuits, and substantial financial liabilities as the company offered replacements with other models like the SB6R or SB8R, ultimately leading to factory closure and significant debts accumulated from development and warranty costs. The fallout included court-appointed receivership to manage the liquidation process, asset auctions including unfinished V Due units, and the definitive end of involvement by original co-founder Massimo Tamburini, who had departed in the 1980s to join Cagiva and later Ducati. The company's revival began in 2003 when Italian businessman Roberto Comini acquired the brand's assets, restructuring operations around boutique, hand-built production limited to fewer than 300 units annually to emphasize exclusivity and high-end craftsmanship. Under Comini's leadership and with technical direction from Sergio Robbiano, Bimota shifted focus to Ducati-sourced engines for its core lineup, starting with models like the DB5, a naked sportbike featuring a 992cc air-cooled V-twin and carbon fiber bodywork, produced in small batches to highlight the firm's engineering heritage. This approach allowed Bimota to resume operations from its Rimini facility while avoiding the mass-market pitfalls that had contributed to prior instability. Throughout the mid-2000s, Bimota introduced innovative models underscoring its commitment to and unique designs, such as the 2007 Tesi 3D, which evolved the brand's signature with aluminum swingarms for the front wheel, paired with a 1,078cc Testastretta V-twin, and extensive use of carbon fiber for lightweight exclusivity. Similarly, the SB8K, powered by a 996cc V-twin and available in limited variants like the Santamonica edition, incorporated radial and a perimeter frame to blend with rarity, producing around 100 units to maintain the brand's aura of limited-edition luxury. These motorcycles prioritized conceptual advancements in handling and over high-volume output, appealing to affluent enthusiasts despite premium pricing exceeding $40,000. By the early 2010s, persistent financial pressures from low sales volumes—dropping to as few as 150 units in 2011—and the challenges of sustaining luxury pricing in a recovering global market led to operational instability. In , Comini sold the company to a group of Swiss investors, including Daniele Longoni and Marco Chiancianesi, in an effort to inject capital and stabilize production. However, this period saw intermittent production halts, disruptions, and growing rumors of potential closure by 2014, as the firm struggled to scale without compromising its artisanal ethos, setting the stage for further partnerships.

Kawasaki partnership and modern era (2015–present)

In November 2019, , through its wholly-owned subsidiary Italian Motorcycle Investment S.p.A., acquired a 49.9% stake in Bimota S.A., marking a pivotal investment to revive the Italian manufacturer. This integrated Bimota into Kawasaki's global portfolio, providing and access to advanced Japanese engineering resources while preserving Bimota's distinctive Italian design ethos and craftsmanship centered in . Production operations were consolidated at Bimota's expanded facility in , , enabling a renewed focus on high-end, limited-series . The collaboration emphasized a hybrid approach to engineering, blending Bimota's innovative chassis designs—such as the signature Tesi —with Kawasaki's proven powertrains, including supercharged technology from the Ninja H2 lineup. The debut fruit of this alliance was the Tesi H2, unveiled at 2019, which combined a 998cc supercharged inline-four producing over horsepower with Bimota's aluminum Tesi frame for enhanced handling and exclusivity. Subsequent models like the KB4 (2022), a lightweight sportbike with a Kawasaki 848cc twin, and the adventure-oriented Tera (unveiled at 2023), further exemplified this fusion, prioritizing performance, rarity, and bespoke Italian aesthetics powered by Japanese reliability. Annual production ramped up modestly to support global distribution, with each model crafted in small batches to maintain Bimota's boutique status. Throughout the 2020s, the partnership navigated challenges like supply chain disruptions but solidified Bimota's revival through strategic expansions, including new investor involvement for enhanced international reach. By 2025, Bimota had established itself as Kawasaki's luxury sub-brand, with operations fully aligned under Kawasaki Motors Europe for development, production, and sales of premium motorcycles. That year saw the launch of the KB998 Rimini, a track-focused superbike based on the Kawasaki ZX-10RR platform, featuring a 998cc inline-four engine tuned to 200 horsepower and limited to 250 units worldwide to homologate for racing. This model underscored Bimota's evolution, entering markets like Australia for the first time in years through dedicated dealerships. The Kawasaki partnership also enabled Bimota's return to competitive racing in 2025 via the Bimota by Kawasaki Racing Team in the World Superbike Championship, leveraging shared technology for podium contention.

Products and engineering

Core philosophy and technologies

Bimota's core philosophy, encapsulated in the "Meccanica Italiana" ethos, emphasizes the fusion of fervent passion and technical precision to redefine performance, prioritizing lightweight and agile designs over sheer . This approach stems from the company's origins in crafting superior frames for existing engines, allowing Bimota to enhance handling and responsiveness without developing powerplants from scratch. Central to this is the use of donor engines from manufacturers like , , and Kawasaki, integrated into proprietary Bimota frames to create balanced, high-performance machines. Key technologies underscore this philosophy, with Bimota pioneering tubular steel and aluminum frames—often in trellis configurations—for exceptional rigidity and reduced weight, enabling superior cornering dynamics. The hallmark innovation is the Tesi system, pioneered in the early 1980s, with the first production model, the Tesi 1D, introduced in 1990, which relocates the steering axis to the wheel hub to minimize torque reaction and brake-induced dive, evolving into advanced variants like the Tesi 3D for enhanced stability. Bimota has utilized carbon fiber monocoques, starting in the early 2000s, for lightweight structural integrity and paired them with premium suspension systems tuned for precision. Braking relies on custom setups featuring radial calipers for optimal modulation and power, while incorporate adjustable riding positions to suit both track and street demands. This technical foundation has evolved from frame kits that upgraded donor bikes to full-production models in the incorporating supercharged engines, such as the Kawasaki-derived unit in the Tesi H2, maintaining a focus on exclusivity through limited editions. Materials like exhausts further exemplify this progression, reducing weight while enhancing performance and aesthetics. Bimota's low production volumes—often under 100 units per model—enable tuning tailored to individual riders, fostering a for . The company's influence extends to the industry, notably through co-founder Tamburini's chassis innovations at Bimota, which inspired subsequent Ducati designs emphasizing trellis frames and agile geometry.

Key model series and developments

Bimota's HB series, launched in the mid-1970s, marked the company's initial foray into sport touring motorcycles, primarily utilizing engines with limited production runs emphasizing lightweight frames and enhanced handling. The HB1, introduced in 1973, featured a Honda CB750 Four transverse four-cylinder engine and was produced in just 10 units as a kit-based model. Subsequent models like the HB2 (1982, Honda CB900 Bol d'Or 901cc four-cylinder, 193 units) and HB3 (1983–1985, 1062cc four-cylinder, 101 units) expanded the line with refined tubular steel frames and sportier , while the HB4 revival in 2010 incorporated a 600cc inline-four engine in about 100 units. These models, with production typically between 100 and 200 units each, focused on balancing touring comfort with performance upgrades over donor bikes. The DB series, spanning the 1980s to 2000s, showcased Bimota's integration of desmodromic valve technology in high-performance roadsters, evolving from bespoke customs to series production. The DB1, debuted in 1984, employed a 748cc Pantah L-twin engine with SOHC s, achieving around 62 hp, and saw 400 units produced through 1990. The DB2 (1993–1995) upgraded to a 904cc air-cooled Desmodue L-twin, delivering 82 hp, with 408 units built in full- and half-faired variants. The DB4 (1998–1999), continuing the theme, used a carbureted 904cc 900SS L-twin for 85 hp and 264 units produced, noted for its trellis frame and agile handling. This series highlighted Bimota's expertise in adapting 's desmodromic system for street use, with total output under 1,100 units across models. Bimota's Tesi series, ongoing since the , pioneered for improved stability and braking, becoming a signature innovation across multiple types. The Tesi 1D (1990–1994), the first production model with this system, utilized a liquid-cooled 904cc 851-derived L-twin desmodromic producing 104 hp, with limited production of about 160 units. The series evolved with the Tesi H2 (announced 2015, production from 2020), featuring Kawasaki's supercharged 998cc inline-four outputting 228 hp and limited to 500 units total, including 250 initial street models emphasizing the hub- hallmark. These developments prioritized conceptual over conventional forks, influencing subsequent Tesi variants. The V Due line in the late 1990s represented Bimota's ambitious shift to in-house engine design, though plagued by reliability issues, followed by BMW-powered successors in the BB series. The V Due 500 (1997–1999) introduced a liquid-cooled 499cc two-stroke 90-degree with direct , targeting 105 hp, but production was curtailed to around 200 units due to sealing and overheating flaws in the novel in-house powerplant. Successors included the BB1 Supermono (1994–1995, F650 652cc single-cylinder Rotax engine, 48 hp, 376 units) and BB3 (2014–2015, 999cc inline-four, 193 hp, limited to about 25 units), which adapted boxer-style heritage to Bimota's lightweight chassis for and superbike applications. In the Kawasaki partnership era from 2015 onward, Bimota focused on limited-run models under 500 units each, blending Japanese power with Italian exotica. The Tera (2023, adventure variant of Tesi H2, Kawasaki 998cc supercharged inline-four, 228 hp, ~100 units) introduced off-road capability via longer suspension and knobby tires. The KB4 (2022–2023, middleweight sport tourer, Kawasaki 1043cc inline-four from Z1000, 142 hp, ~300 units) offered a naked-style design with trellis frame for versatile road use. The KB998 (2025 flagship superbike, Kawasaki ZX-10RR 998cc inline-four, 197 hp, 250 units planned) features a hybrid tubular-carbon frame, marking Bimota's return to high-output customs. Bimota's developments evolved from 1970s frame kits for existing motorcycles to fully integrated customs by the 1980s, emphasizing carbon fiber, advanced composites, and proprietary steering systems while maintaining low-volume exclusivity.

Racing involvement

Early racing successes (1970s–1990s)

Bimota's entry into motorcycle racing began in the early with the development of specialized frames for grand prix machines, marking the company's shift from custom fabrication to competitive involvement. The HB1, introduced in 1973 as Bimota's first production model using a CB750 , served as a foundation for applications in events, where its lightweight tubular steel frame demonstrated superior handling over stock Japanese . By 1975, this expertise led to international success when Venezuelan rider secured the 350cc riding a Yamaha TZ350 housed in a Bimota frame, highlighting the Italian firm's ability to enhance performance through advanced . In 1976, Bimota further expanded its racing footprint with the HDB1, a 500cc two-stroke prototype powered by an , which competed in European events and contributed to Walter Villa's 250cc victory on a Bimota-framed machine that same year. The 1980 season represented a breakthrough for Bimota, as South African privateer Jon Ekerold clinched the 350cc aboard the YB3 model, featuring a Yamaha TZ350 engine integrated into Bimota's renowned aluminum frame, which provided exceptional stability and allowed Ekerold to outperform factory Yamaha efforts despite limited support. This victory, Bimota's first official world title, underscored the effectiveness of their chassis in compensating for the era's less refined Japanese engines, with Ekerold securing multiple grand prix podiums en route to the championship. Throughout the 1980s, Bimota solidified its reputation by supplying frames to top riders in the 250cc and 350cc classes, including American , who campaigned a YB3 Yamaha in 1979 for several grand prix podium finishes, and Italian Franco Uncini, who benefited from Bimota chassis in his earlier 250cc and 350cc campaigns with Aermacchi machines. Riders like continued to achieve strong results on Bimota-equipped bikes, contributing to Italian national titles and European championships in the smaller displacement classes, while the HB4 and HB5 models enabled consistent grand prix podiums and further contention. In the , Bimota's racing efforts shifted toward innovative prototypes amid growing competition from improved factory machines. The V Due, a revolutionary 500cc two-stroke grand prix racer with electronic , debuted in testing in 1991 and saw limited competition in Italian events, though reliability issues curtailed broader success despite its potential in endurance-style formats. Meanwhile, Tesi prototypes, featuring for enhanced front-end precision, were deployed in national superbike series, where their advanced allowed privateer teams to challenge established entries in Italian championships. Over the two decades from the to the , Bimota contributed to several world titles across 250cc, 350cc, and related classes through victories, including the 1975 and 1980 350cc championships and the 1976 250cc title, elevating the brand's prestige. Bimota's frames during this period frequently outperformed factory Japanese equivalents in terms of rigidity and weight savings, influencing chassis designs from manufacturers like Yamaha and , who adopted similar tubular and aluminum constructions to address handling limitations in their production racers. This technological edge, derived from Bimota's focus on bespoke , not only secured racing accolades but also informed broader advancements in dynamics.

World Superbike era and hiatus

Bimota's involvement in the World Superbike Championship (WSBK) during the was limited to sporadic privateer entries, primarily using the SB8R model powered by a engine. In 2000, Australian rider secured Bimota's last WSBK victory to date by winning Race 1 at in wet conditions as a wildcard entry for the MVR Bimota team, marking a highlight amid otherwise mixed results that included an 11th-place finish in Race 2 at earlier that season. These efforts demonstrated the potential of Bimota's in hands but were hampered by inconsistent and limited development, with no further factory-backed campaigns in the decade. The 2010s saw Bimota attempt a more structured return through a with the Alstare Engineering team, debuting the BB3 model in 2014 with a S1000RR-derived inline-four engine. Riders Ayrton Badovini and Christian Iddon competed in the EVO class across 10 rounds, showing competitive pace with Badovini frequently leading EVO sessions and qualifying in the top 15 overall, while Iddon achieved similar top-15 consistency in races when not affected by mechanical issues. Despite no official podiums, the BB3's handling and power delivery earned praise for top-15 contention in several events, though results were ultimately excluded due to failures. Bimota's WSBK efforts were constrained by ongoing financial difficulties stemming from the company's 2001 bankruptcy and 2003 revival under new ownership led by Roberto Comini, which limited factory resources and support to privateer-level operations. The season exemplified these challenges, as only 22 BB3 units were produced—far short of the 125 required for full —leading to the FIM suspending the team from further participation after the round, nullifying all points despite strong on-track showings. Engine rules under the Superstock-derived EVO category further influenced performance, favoring production-based setups that Bimota's struggled to optimize without adequate funding. By 2017, escalating ownership and financial issues led to factory closure rumors in , which the company refuted, ultimately paving the way for ' acquisition of a 49.9% stake in 2019 and initiating a hiatus from WSBK that extended through . During this period (–), the company shifted focus exclusively to bike production and limited national-level racing appearances, with no presence in the World Superbike grid. Over the five seasons of intermittent WSBK involvement since the 2000s—1995, 2000, and 2014, plus earlier peaks—Bimota achieved one victory and several top-15 finishes, underscoring its innovative spirit amid persistent resource constraints. This era ended with the brand's acquisition by Kawasaki in 2019, setting the stage for a supported revival.

2025 return with Bimota by Kawasaki Racing Team

In February 2025, the Bimota by Kawasaki Racing Team (BbKRT) was officially unveiled at the Bimota factory in , , marking the Italian brand's return to the World Superbike Championship (WSBK) under full support from Kawasaki Racing Team (KRT). This partnership integrates Kawasaki's engine technology with Bimota's expertise, featuring a striking red-white-and-black that pays homage to both brands' racing heritage. The team's flagship machine, the KB998 Rimini, serves as the homologation special for WSBK competition, built around a modified 998cc inline-four engine derived from the ZX-10RR, producing approximately 200 horsepower at 13,600 rpm and 111 Nm of at 11,700 rpm. Bimota's custom incorporates carbon fiber bodywork and a hybrid CNC-machined aluminum rear subframe for enhanced rigidity and reduced weight, weighing 193 kg dry, with adaptive front winglets for improved and steering precision. To meet requirements, a limited road-legal version was produced in 500 units, hand-assembled in , with the first 125 units available by late February 2025. The BbKRT roster features experienced Kawasaki rider , a multiple WSBK finisher, alongside Italian talent , who brings strong Superbike credentials. The team operates from Bimota's Italian base in , bolstered by technical input from Kawasaki's engineers in , including and electronics development. This setup emphasizes Bimota's core strength in design to optimize handling and response on the track. For the 2025 season, BbKRT committed to the full WSBK grid, debuting the KB998 Rimini at the opening round in , , following winter testing at Jerez. Initial goals focused on consistent top-10 contention to build data and competitiveness, integrating Bimota's steering technologies for better cornering stability. The team achieved these aims, with Lowes securing multiple top-eight finishes and Bassani ending the championship in 10th overall with 140 points, demonstrating the package's potential in its debut year. This marks Bimota's first factory WSBK effort since 2014, revitalizing the brand's racing legacy through the Kawasaki collaboration.

Current status and future

Ownership and production

Bimota is wholly owned by Group, having achieved 100% ownership in early 2023 following an initial 49.9% stake acquired in 2019 through Kawasaki's investment arm, Italian Motorcycle Investment S.p.A. The company remains headquartered in , , leveraging synergies with Kawasaki's Akashi facilities in for engine development, component supply, and technological integration to enhance production efficiency and performance standards. Manufacturing occurs exclusively at Bimota's factory, a compact facility originally established as a in , where all motorcycles are designed, developed, and hand-assembled by a dedicated team of 11 to 50 skilled employees focused on luxury, construction. Annual output emphasizes limited-series production to maintain exclusivity, with recent examples including 250 units of the KB998 model assembled in 2025 to support racing requirements. Approximately 80% of production is exported globally, reflecting Bimota's premium positioning. The supply chain prioritizes high-quality Italian-sourced parts, including braking systems and suspension components, combined with reliable Kawasaki powertrains, to fuse artisanal Italian engineering with Japanese precision. This approach ensures compliance with stringent EU emissions standards, such as 5+, for models distributed across . In 2025, Bimota expanded its international footprint with the official launch of a dedicated Australian distributor, marking a key step in enhancing market accessibility Down Under. The brand's recent racing efforts through the Bimota by Kawasaki Racing Team further underscore operational momentum in high-performance development. In its debut 2025 WorldSBK season, the team secured multiple podiums with riders and , finishing with Bassani in 10th place overall (140 points) and contributing to the team's strong showing.

Recent models and market position

Bimota's model lineup from 2023 to 2024 emphasized premium sport and adventure-oriented motorcycles, leveraging Kawasaki-sourced engines with the brand's signature lightweight chassis and advanced suspension systems. The KB4, introduced in late 2022 and continuing into 2023 and 2024 production, features a 1,043cc inline-four engine derived from the Kawasaki Ninja 1000SX, delivering 142 horsepower and positioning it as an accessible yet high-performance sport tourer with Öhlins suspension and carbon fiber bodywork. Priced at approximately £29,999, it appeals to riders seeking Italian craftsmanship without extreme exclusivity. Complementing this, the Tesi H2 Tera, launched in 2024 as Bimota's first crossover adventure model, incorporates a supercharged 998cc inline-four engine from the Kawasaki Z H2, tuned to around 200 horsepower for versatile on- and off-road use, paired with an innovative hub-center steering system for enhanced stability and anti-dive characteristics. This model has received top ratings, including a 5.0 from Motorcycle News for its blend of superbike power, touring comfort, and precise handling across diverse terrains. In 2025, Bimota expanded its offerings with the KB998 superbike, unveiled at 2024 and entering limited production as the special for the brand's World Superbike Championship entry. Powered by a 998cc inline-four producing approximately 200 horsepower, the KB998 combines a hybrid steel-aluminum with carbon fiber , weighing just 194 kg, and is priced at around £37,777 (approximately €44,000). Production is capped at 250 units total, with 125 assembled by February 2025 and an additional 125 following, underscoring Bimota's focus on rarity and performance engineering. At 2025, the brand showcased its full lineup, including the Tera crossover in production variants for sport and touring, highlighting ongoing refinements to blend raw power with everyday usability, though no hybrid prototypes were revealed. Bimota occupies a niche position in the global market as a premium, low-volume luxury brand, competing directly with high-end Italian marques like and through its emphasis on engineering, limited-series production, and collector appeal. Models typically range from €25,000 to €50,000, targeting affluent enthusiasts who value exclusivity over mass-market accessibility, with sales concentrated in (primarily and the ) and gradual expansion into and select U.S. markets via Kawasaki's distribution network. Specific 2024 sales figures remain undisclosed, but the brand's handcrafted approach limits annual output to a few hundred units, fostering a perception of rarity that drives demand among collectors and track-day riders. The high pricing presents challenges in broader , yet Bimota's strengths lie in its artisanal quality and technological innovations, such as the Tesi suspension, which differentiate it in the luxury segment. The 2025 World Superbike return, under the Bimota by Kawasaki Racing Team banner with the KB998, elevated brand visibility through finishes and competitive results, potentially stimulating sales via racing prestige, similar to how leverages MotoGP success. Looking ahead, Bimota's strategy centers on maintaining exclusivity while exploring incremental growth, with production capacity constrained to preserve its boutique status; no confirmed plans for electric models or specific volume targets have been announced as of late 2025.

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