Bimota DB4 (1998-2001): A Boutique Sport Twin That Defies Convention
Introduction
When Bimota slapped a Ducati V-twin into a featherweight chassis and called it the DB4, they weren’t just building a motorcycle—they were staging a rebellion. This 1998-2001 Italian exotic, born from Bimota’s financial struggles and relentless pursuit of engineering purity, remains a fascinating study in balancing raw mechanical charm with razor-sharp dynamics. With only 264 units produced, the DB4 isn’t just rare; it’s a rolling manifesto against the era’s growing obsession with horsepower wars. Let’s dissect why this underdog still turns heads and sparks debates among riders who value artistry over assembly lines.
Riding Experience: Where Mechanical Soul Meets Surgical Precision
The Heartbeat: Ducati’s 904cc L-Twin
The DB4’s air-cooled 904cc V2—borrowed from Ducati’s 900SS—isn’t here to win drag races. With 80 HP (58.4 kW) peaking at 7,000 RPM and 81 Nm (59.7 lb-ft) of torque, it’s a motor that prioritizes character over charts. Early carbureted models (1998-1999) used Mikuni 38mm flatslides, while the DB4 i.e. (2000-2001) switched to fuel injection. Neither version is “fast” by modern standards, but both deliver something richer: a throttle connection that feels alive.
Twist the grip, and the engine snarls through its twin pipes with a guttural bark that’s half Harley, half MotoGP. Below 3,000 RPM? It’s all hiccups and protests—a cranky old chef refusing to work before his espresso. But clear that zone, and the mid-range punches hard. At 5,000 RPM, the DB4 surges forward with a linear shove that’s addictive on backroads, tapering off near 8,000 RPM. This isn’t a motor you redline; it’s one you conduct, working the 6-speed gearbox to surf the torque wave.
Chassis: A Scalpel in a World of Cleavers
Bimota’s aluminum frame—a triangulated web of oval tubes weighing just 5 kg (11 lbs)—anchors a package that’s shockingly petite. At 165 kg (363.8 lbs) dry, the DB4 undercuts even Yamaha’s 1999 R6 (176 kg). Combine that with a 23° rake and 1,370 mm (53.9") wheelbase, and you’ve got a bike that flicks sideways like a trials machine.
Key dynamics notes from the saddle:
- The 43mm Paioli forks (preload-adjustable) and Öhlins rear shock create a ride that’s firm but never harsh. Over broken pavement, the DB4 stays composed, only jittering when pushed recklessly.
- Brembo’s dual 320mm front discs require a hearty squeeze but reward with fade-free stopping power.
- Pirelli Dragon Corsa tires (120/70-17 front, 180/55-17 rear) offer grip that’s still respectable today, though modern rubber would unlock more confidence.
Ergonomically, the DB4 splits the difference between café racer and sportbike. The clip-ons are low but not wrist-breaking, while the 800-820 mm (31.5-32.3") seat height suits shorter riders. Just watch your right boot—the exhaust shield loves to scorch unsuspecting ankles mid-corner.
Design & Build Quality: Art You Can Ride
Bimota’s obsession with aesthetics shines in the DB4’s wedgy bodywork, available in red/white/green tricolor or red/white schemes. Carbon fiber accents (fenders, exhaust shield) scream ’90s exotic, while the twin underseat pipes wrap the tail in a metallic hug.
Ownership quirks:
- Fit-and-finish improved post-1999, but early adopters noted minor panel gaps.
- The analog dash—basic even for the ’90s—feels charmingly minimalist today.
- Fuel capacity ranges from 18L (4.76 gal) on i.e. models to 20L (5.28 gal) on carbureted versions.
Competition: David Among Goliaths
Ducati 900SS (1998-2001)
The Donor vs. The Darling
- Engine: Same 904cc V2, but the DB4’s free-flow exhaust adds ~3 HP.
- Weight: DB4 is 25 kg (55 lbs) lighter.
- Handling: Ducati’s steel trellis can’t match Bimota’s aluminum precision.
- Verdict: The 900SS is the practical choice; the DB4 is for riders who wear leather jackets to art galleries.
Yamaha YZF-R6 (1999-2001)
The Revolution vs. The Rebel
- Power: R6’s 120 HP screams past the DB4’s 80 HP.
- Tech: Yamaha’s USD forks and rising-rate suspension out-spec the Bimota.
- Soul: The DB4’s V2 throb and tactile feedback make the R6 feel sterile.
- Verdict: Track addicts pick the R6; hedonists choose the DB4.
Aprilia RSV Mille (1998-2001)
The Brute vs. The Ballerina
- Engine: Aprilia’s 998cc V-twin makes 118 HP—overkill for backroads.
- Weight: RSV weighs 209 kg (461 lbs), dulling its edge in tight corners.
- Exclusivity: Both are rare, but the DB4 feels like a hand-painted masterpiece.
- Verdict: The RSV dominates straights; the DB4 owns the twisties.
Maintenance: Keeping the Italian Flame Alive
Engine Care
- Valve Adjustments: Desmodromic valves need checkups every 12,000 km (7,456 miles). Shim kits and Ducati 900SS timing belts are MOTOPARTS.store staples.
- Carb Tuning: Early DB4s demand patience. Upgrade to K&N filters and re-jet for modern ethanol-blended fuels.
- Cooling: Air-cooled simplicity = reliability. Use synthetic 20W-50 oil for summer rides.
Chassis & Suspension
- Fork Service: Replace Paioli fork seals every 24,000 km (14,912 miles). Consider upgrading to Motul 10W oil.
- Swingarm Pivot: Grease annually to prevent corrosion in the aluminum linkage.
Brakes & Tires
- Pad Upgrades: EBC HH-sintered pads improve bite on the Brembo discs.
- Tyre Recommendations: Bridgestone Battlax Hypersport S22 (modern fitment) enhances grip without altering vintage character.
Electrical Quirks
- Regulator/Rectifier: A known weak spot. Swap in a MOSFET unit from MOTOPARTS.store’s Ducati catalog.
- Battery: Lithium-ion batteries save 2 kg (4.4 lbs) and fit the OEM tray.
Conclusion: The DB4’s Timeless Allure
The Bimota DB4 isn’t about numbers—it’s about the feeling of threading a lightweight, analog machine through a canyon while a Ducati twin barks its approval. Yes, it’s outgunned by modern nakeds and out-teched by GSX-Rs. But for riders who value craftsmanship, connection, and curb appeal, this Italian relic remains a masterclass in motorcycle minimalism.
Ready to resurrect your DB4? MOTOPARTS.store stocks everything from Öhlins shock rebuild kits to period-correct Pirelli tires. Because classics deserve modern care.
