The Ultimate Sportbike Collection from the ’80s, ’90s, ’00s and today–For Sale!

1992  Bimota YB8

1992  Bimota YB81992  Bimota YB81992  Bimota YB81992  Bimota YB81992  Bimota YB81992  Bimota YB81992  Bimota YB8
Click on small images to zoom.

1992 Bimota YB8

This is my 1990 Bimota YB8. This is not a YB11, that is one of my other Bimota''s listed here. Anyway It was a very limited bike produced form 1990 to 1992. The Bimota factory only made about 250 of them for the world market and it is believed that only 65 of them made it to the United States. I was about $24,000 when it was new, making it one of the most expensive bikes produced at the time. This particular bike has just over 11000 miles on it. It is a totally stock two owner bike that was completely restored in 2014. This included carb rebuild, seals and sync, new tires, chain, sprockets, brakes, stainless brake lines, full fluid refresh, body work detailing (paint was perfect so NO paintwork other than the rear mud guard).

This YB8 is powered by a 1990 Yamaha FZR1000 145 hp genesis 5 valve motor, wrapped in a beautifully handcrafted aluminum frame suspended by top quality Marzoochi suspension front and Ohlins rear Shock, It has been stored in a climate controlled museum and need to be recommissioned (new battery) prior to operation. I rode it about 25 miles after I finished the restoration . Then it was drained of fuel and put on display on a shelf in one of my offices as a piece of art. It's that pretty. The gorgeous one piece body work in the Red,White and Green Italian flag colors really make this a special piece. The craftmanship of the frame, machined triple clamps and foot rests is really amazing. If you are just starting a Bimota collection or you are missing one of these you will be extremely happy adding this one to the mix, it is one of my favorites. It is coming out of my large bike collection which includes over 150 museum quality bikes, including 18 Bimota's. I am only selling these Bimota's because i have decided to reduce the collection to a more managable quantity and I really don't want to sell just a few Bimota's and not have a complete they will all go.

I can move the bike to any location in the country for $500 or less using Daily Direct because I have special deal with them, so the winner of the auction can either ship it themselves or I will ship it to you and you will be responsible for the shipping fees. I will assist overseas bidders with shipping but the expense will be all yours. I have 14 other Biota's that will be listed in the next few days so if you are serious collector stay tuned. These bikes don't come up for sale often and when they do its pretty special.

Here's a little back story on what the road testers said about the Bimota YB8 back in its debut year:

It was a good job that the YB8 Follett, Bimota's new UK importer, lent us had a speedometer that only read KPH, because if I had known the speed at which I negotiated that last set of bends, I would surely have backed off rather than merely grinning inanely from ear to ear. The YB8 is that sort of bike, not one for the faint hearted. Its appearance shouts performance without compromise, and it exudes a quality that only comes with a hand built motorcycle, crafted with dedication to an ideal. Its paintwork is deep and lustrous and its fibreglass of the finest quality, whilst the alloy frame is a work of art. Its thin racing seat is a single lump of foam set into the fibreglass bodywork and declares the single mindedness with which this motorcycle was conceived. Many parts of course are borrowed straight from the FZR1000, not only do Bimota use the engine, but they also borrow the instruments,

switchgear and brake and clutch fluid reservoirs. The brake calipers are Brembo however, and operate two massive floating discs at the front, with the fluid ducted through high quality stainless steel pipes. Sadly for a machine costing nearly £14,000, Bimota use all of Yamaha's wiring looms, which are far from as neat as you find on say a BMW, but at least they do work well. The exhaust system is also borrowed from the FZR, no doubt due to the EXUP exhaust valve system.T

he real quality shows however in the superb alloy frame, which is a real work of art, and which no doubt, contributes to the loss of 24 kg off the dry weight of an FZR. Touches of real quality also show up in such items as their machined alloy top yoke and rear set foot pegs. These pegs I found to be ideally placed for the crouched forward riding position and the gear lever and brake pedals were at an ideal angle to the foot. Needless to say there is no provision for a passenger, and the fibreglass hump is provided with foam padding so that you can rest your backside comfortably against it to resist the forces of acceleration.

This means that you are very nicely held in place for fast riding. The seat, although minimally appointed, is comfortable thanks to its generous breadth, such that it amply supports your buttocks and does not cut into your thighs after a long days riding. Only if you venture over 300 miles will it start to get uncomfortable. The fairing is again a rather minimal affair, yet yields a better level of protection from windblast than one would imagine. It is certainly as good, or should I say as adequate, as that on a standard FZR, and very much better than say a ZZR1100 Kawasaki. As all the controls are straight from an FZR, those used to a Japanese machine will find that everything falls instantly to hand. The real problem comes when you try to start it. Finding the starter is a doddle, but where is the choke? I searched high and low, inside the fairing panels, on the frame members, deep inside the fairing, but where did I find it - literally under my nose on the head yoke. It is a car type push pull knob which being made from aluminium, is beautifully camouflaged. I felt such a fool!

The only other item, which needs explanation, is the reserve fuel tap. On the FZR there is am electronic rocker switch on the left hand side of the fairing, but Bimota have a better arrangement. They mount a small switch just between the speedo and rev counter. When the bike stutters from fuel starvation you press this switch, which electronically switches over to reserve. As you press the switch it also lights up red, so that you have a visual indication of low fuel. Therefore you can never forget that you are on reserve, and it reminds you to switch back once you have filled up. The petrol tank on all Bimota's are plastic, and are hidden beneath its all-enveloping fibreglass body cowling. You simply unlock the lovely polished aluminum filler cap, and then unscrew the plastic fuel cap. I found this very stiff and difficult to get at, and when I overfilled the tank it spilled over into an overflow well which did not drain off immediately, but allowed a pool of petrol to remain there. I did not like that so I mopped it up with a tissue.

There does seem to be an overflow hole, which presumably leads to a breather pipe, and I can only assume that this may have been blocked. The YB8 has an excellent twin headlamp set up, like the FZR, and at the rear it has two rear lamps which are highly visible in the back of the seat hump. Like all true race replicas, there is no built in centre stand, but the prop stand is a beautiful polished steel item, which looks very strong. Sadly, it is a tad too long, which means that the bike leans at a perilously shallow angle, looking for the entire world as if it will fall over in the lightest breeze. How the Italians manage when they Final Final Final Drive on the right-hand side of the road, with the amber against them, I cannot imagine. Everywhere I parked the YB8 during the test period, it drew the inevitable crowd of admirers. In that respect, this machine is a poseur's delight. Its lustrous white paintwork, with red and green metallic stripes (as in the Italian flag), exudes class from every crevice.

The wheels are painted white, and apart from that everything is alloy. It looks a million dollars. And those tyres are the business too: Michelin Hi-Sports, with a massive 180/55-rear tyre. You could not ask for better. UK Importers Follett in Euston road, London, could only spare the YB8 for a week, and so, with photographs to be taken too, I wasted no time in leaping on the bike and headed of for the wide-open roads of the West. The last time I rode a Bimota was in Italy back in the Summer of '88, and I was looking forward to this opportunity to re-acquaint myself with the prestigious marque. I can still remember my impression of their old YB6, the one that used the non-Exup FZR1000 engine. I had not liked it as much as the 750cc YB4, and had found it a little slow in steering and intractable. Would the YB8 ape its behavior?

Well I am pleased to say that the YB8 was altogether a nimbler machine than the old YB6. Running a standard FZR1000 as I do for my own bike, going straight to the YB8 would be an interesting comparison. Obviously being an Italian-spec machine, the YB8 has no need to conform to the Japanese importers voluntary 125 bhp limit for the engine, and the YB8 has a whacking 149 bhp lurking under its curvaceous body. You may have read other Journo's who have said that one simply cannot use this sort of power on the road. Of course, that is nonsense. And I am not referring to top speed, Bimota quote a top speed of 173 mph if you are interested though, and I can only say I have no reason to doubt that, even though I had no opportunity to verify it myself. No the 149 bhp offered by the YB8 is completely usable on the road, and it is in the region of overtakes especially that one notices the extra poke. It was noticeable riding the BMW K1 recently, with its mere 100 bhp that overtakes possible on a machine like the YB8 cannot even be contemplated on a K1. It is that ability to get out and sprint effortlessly past a long line of traffic, without having to drop three gears that separate the YB8 from lesser machines, including all the hotshot 750's.

The YB8 soon declares its colours to the rider, indeed as I rode it through London, with its snarled up traffic and its badly repaired roads, it was clear that the YB8 was not a machine to be ridden through town by choice. Its riding position is uncompromisingly sporty, with the rider stretched out over the tank and his feet on proper rear set footpegs. Its suspension too is hard. You feel every ripple, every matchstick. Some call it feedback, but around town, at low speeds its agony. What you will notice is a cacophony of irritating buzzes and rattles. You will hear more than anything the floating discs.

Try it: grad the discs and they are free to move- which is sound racing practice, nothing wrong with that - but every time you brake I town you will hear them clatter. I also felt the chain on the demo bike was too slack, and that contributed its own merry tune to the general hubbub. Not what you would expect from a bike costing nearly £14,000. The engine of course, being a de restricted FZR1000 Exup engine, has boundless low down torque and pulls like a train in top gear even from tick over. Indeed there are few engines, apart from Suzuki's GSX-R1100 power plant, which can match it for sheer grunt, but the Exup engine is undoubtedly smoother and more refined than Suzuki's oil cooled 1100. You will also notice, as you negotiate the fist few roundabouts, that in common with many race-orientated designs, the YB8 is rather slow steering. Its Michelins give phenomenal grip and surefootedness, but it is something no doubt in the YB8#s general steering geometry that makes it far slower to go down in a bend than a Yamaha or Suzuki.

Engine: Yamaha 5 valve per cylinder Genesis 1000cc
Chassis: Bimota handmade beam frame
Electronics: Yamaha
Special Modifications: Bimota fiberglass in perfect condition

Price (USD): $12000

Mileage: 11000
Stock # 73
Type: Street


Add a comment:

All comments are subject to our Terms and Conditions.

All Comments