2000 Bimota 500 VDue Trofeo Corsa

Description

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” The winner takes it all “
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Copyright: www.vdue.it
1 of 25 worldwide !
Bimota 500cc V-Due Trofeo Corsa
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– Brand new
– 0 miles/ 0 km
– Never runs
– Collector Bike
– Original perfect condition
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Here you have a unique opportunity to get a very, very rare
1 of 25 builds Bimota 500cc V-Due Trofeo Corsa Race bike.
With Original Bimota factory frame number!
Here with the race number 4.
Built for the Bimota Trofeo Cup but never used.
Maybe worldwide the only one in brand new condition with 0 kilometers/ 0 miles.
The bike has been perfectly preserved in the past and for
the future.
Perfect for every collector who owns already the normal Bimota V-Due version.
Copyright: www.vdue.it
See 101 detail pictures in the description below.
Cheap option for a real 2-stroke racing machine if you compare the prices of a Honda NSR 500,
Aprilia RSV 500/ RSW-2 500, Suzuki RGV 500, Yamaha YZF 500.
Some facts:
1 of 25 builds worldwide (Maybe the last one which are
brand new and never runs)
500 cc
105 hp
Two-stroke racing machine
Two carburetor model Dell’Orto VHSB 39
Full Digital Pegaso instrument/ digital speedometer unit
Original Racing slicks/ tyres
Carbon Airboxes
Stunning design paired with breathtaking technology with
attention to detail manufactory built.
Endless carbon parts, such as the self-supporting one!!
Carbon rear monocoque that is second to none
Furthermore, many milled aluminum parts
46mm Carbon Paioli fork with adjustable rebound and
compression damping at the front
Öhlins dampers at the rear designed in the sensational
push-rod spring system.
Frame made of aluminum oval profiles for the highest
torsional rigidity
Aluminum swing arm with a passage for the rear silencer and
an integrated Bimota badge
Aluminum Bimota black label alloy Antera wheels
Complete braking system from Brembo and much more… await
you here with the exclusive Bimota 500 V-Due TROFEO CORSA
Dry weight only approx 145 kilograms.
Engine: Water-cooled, two-cylinder, two-stroke, 90-degree V
engine
No scratches, no damage!
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In the auction the Bimota 500cc V-Due TROFEO CORSA comes
with:
Original Bimota rear stand
Original Bimota rear stand modified to a front stand
Original Bimota Starting key inclusive Original Bimota leather
Key Holder
Original Bimota Allen key inclusive Original Bimota leather
Key Holder
Original Bimota sales brochure
Original Bimota Specification Paper
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Whether the V-due was successful or not is quite
controversial.
The risk that Bimota took
when they decided to put so much of their resources into developing a
clean-burning direct-injection two-stroke engine was enormous – and it
ultimately put them out of business (for a while.)
The original concept of a powerful, very
lightweight V-twin engine nestled into a dual swingarm, Tesi-style hub-steered
chassis was brilliant, and the prototypes functioned very well.
The power to weight ratio was extreme.
The bet was paying off!
But, as is so often the case with small
companies, the financial pressure to rush products to market before they are
really ready undermines their commercial success.
Bimota produced 150 V-dues and had to recall
them all – the loss of income forcing them into bankruptcy.
The production V-due had some problems, but
early versions of most new products have problems that engineers rectify during
development.
Had the team been given
more time (as history has proven), I am sure that the V-due would have been
running smoothly and reliably and the story would be different – it was very
close – but they did not have more time.
What was the cause of V-due owner dissatisfaction? The
motorcycles did not run smoothly.
Why?
There were two
problems.
Firstly, the prototype
machines used fuel-injectors from Ferrari that had small orifices and precisely
metered fuel – these were not available in production and Bimota could not find
mass-produced injectors with the same characteristics.
And secondly, the crankshaft seals (which are
critical in a two-stroke engine) were too weak and often leaked.
The combination of these two factors meant
that the fuel (injectors) and air (seals) ratio was imprecise per stroke, and
therefore, the engines sometimes ran erratically.
During the recall time period, Bimota tried to salvage the
V-due by sponsoring a one-make racing series in Italy.
They hoped that racing the motorcycles would
demonstrate to the public that the V-dues were fixed; and Bimota could rebuild
their market.
The racing V-dues were
called Trofeos.
Initially, they replaced
the fuel-injection systems with carburetors, but surprisingly this did not
fully cure the erratic running! As they studied further, they found the crankshaft
seal issue.
The solution was not easy.
They needed better seals but there was not
enough material in the crankcases to house larger, stronger seals.
They decided to use seals with the same
outside diameters as the originals and smaller inside diameters – this required
the crankshafts to be turned down on the ends that pass through the seals.
Unfortunately, some of the modified
crankshafts started to fail!
As they
worked through development and the racing series, financial circumstances
forced Bimota to close its doors.
Once Bimota emerged from bankruptcy, one of the new owner’s
first actions was to sell the entire V-due project – all motorcycles, parts,
patents, and documentation – to an entrepreneur in Milano – Piero Caronni.
Piero’s mechanics analyzed the situation and
together they proceeded to further develop the V-due.
For expediency’s sake they decided to stay
with the carburetor solution of the Trofeo – not a small undertaking as it
required new ECUs (incorporated into a new electronic dashboards), new carbon
fiber air boxes, new wiring harnesses, and many detail changes.
They understood the crankshaft seal problem
by analyzing the development from the first generation V-dues to the Trofeos,
and because they were committed for the long term, decided to invest in
returning to the foundry and casting new crankcases with enough material around
the crankshafts to accept sufficiently strong seals.
With carburetors and new seals – V-dues are
now properly running modern two-stroke motorcycles with outstanding
performance.
So back to the original question, was the V-due
successful?
It was clearly not
commercially successful for Bimota, but the latest V-dues from Milano are very,
very good motorcycles.
Furthermore, as a
testament to the strength of the original concept, there are many small shops
around the world developing modified fuel-injection systems with very good
success.
V-dues are now highly sought
after and are commanding increasing prices.
Eventually, history may forget the early days of the V-due and, based on
the final carbureted and home-built fuel-injected versions, conclude that the
V-due was indeed, a very good motorcycle!
Text from: www.bimotaspirit.com/bimota-v-due
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Trophy 1999-2000 carburetors
Racing Trophy model
In 1999 a lot had changed at Bimota, starting with the manager Francesco Tognon and the new technical manager, engineer Medici.
In order to solve the big problem of reusing motorcycles returned by customers, Fabio Naldi was commissioned by Predappio to proceed with the revision of the engine project.
Naldi went on to raise the issue of the bench supports and the relative oil seals that were placed on the inside of the engine, that is, in contact with the crank chamber, and not on the outside:
in fact, this incorrect position caused the deformation of the oil seals with subsequent penetration into dangerous ones areas and consequent seizure.
The problem was solved by turning the crankshafts to replace the old ball bearings with smaller diameter roller bearings and by modifying the oil seals.

In addition, given the inefficiency of the electronic injection system, this was replaced with 2 Dell’Orto VHSB 39 flat guillotine carburettors, with the development of new higher capacity manifolds and associated air boxes.
New wiring and new PEGASO instrumentation are made, which includes the control unit with an advanced ignition system, more powerful and more compact.

New racing exhaust without catalytic converters and with carbon tailpipes under the seat.
The Vdue TROFEO with carburetors achieves an output of 105 hp at 9500 rpm and an impressive characteristic curve
from 4,500 rpm.
The overall weight / power ratio improves and achieves new performances:
Top speed 255 km/h
Acceleration from 0-100 km/h: 3.25 seconds
Acceleration 0-400 m: 11.15 seconds with an initial speed of 200 km/h
Bike wheelbase 1340 mm, dry weight 155 kg

The Trofeo proved reliable, with rough and furious acceleration and power delivery, just like a GP bike.
Translated Text via Google from: http://www.vdue.it/bimota-500-vdue-trofeo-carburatori-1999-2000.php
Detail Pictures:
fotos online teilen mit passwort
copyright: www.vdue.it
The motorcyle is located in 38165 Lehre, Germany
Shipping cost and setting it up is buyer’s responsibility,
but will gladly assist.
Feel free to reach out with any questions.
Additional Payments accepted: Paypal, Bank Transfer, Wire
Transfer
Private sale: no guarantee and return.
All statements without guarantee!