Bimota Forum

[motokosta]

I found this article by chance. It’s a really good written interview with Giuseppe Morri talking about Bimota. It’s in Italian quite long and I’m sure you lose a lot of the subtleties with an on line translation but a good read none the less. It would be awesome if somebody could a good English translation.

http://www.motogames.it/tag/bimota/
_________________
Bimota kitted Z1, KB2tt, HB2, HB3, HB4, DB1, DB3, YB4ei, YB5x2, YB6ei, YB7, YB8, YB9sri ex works racer, YB10, YB11, Tesi 1D 904

[2bims]

Here goes nothing, I use "Bing" translator, as it copes with puntuation marks etc and still translates the words before and after them, google trips up each time with them. I love the way it translates "interaction with Tamburini...."

With our project we want to tell the emotions that the world of two wheels can give. These emotions, as well as the exploits of pilots, can come even from moto, because there are bikes that just watching them provoke emotions, in particular the motorcycle Bimota brand succeed in such an elitist enterprise. Bimota is our namesake, a heritage to be safeguarded, preserve and remember. We had the great pleasure to revisit the story interviewing one of the three founders of Bimota, which stands for BIanchi, MOrri, TAmburini and Guiseppe Morri's replies are fascinated and is even more increased the feeling of gratitude towards this man innovator.

Giuseppe Morri com came up with the idea, the project and the company Bimota?

Bimota was initially formed as a society as a matter of fact, having as its object the construction of Thermo-technical systems (hydraulic), which was given the title by the acronym BIMOTA. After a few years, released by White scene, the company continued to "two", keeping the titration. Was Massimo Tamburini to advocate the first hypothesis for the start of the project "moto", along with the primary activity. A decision that for Max was dictated by passion, while for me it was more a decision of belly, a "chance" as they say in Romagna; terra di motori ... but also great players. My partner had already drawn up, purely for pleasure, a Guzzi and MV Agusta 600 (a masterpiece), but for the first "official" bike was used Honda 750 engine of maximum, recoverable single piece of his vehicle after a crash at Misano, where he went to shoot for fun. In just over three years the motorcycle became the main activity and by 80 sqm soon passed to initial a stable 10 times larger.

What were the first fix and then first successes?

Embark on a new business without having a specific preparation and not having adequate economic resources, involved risks and suffering. The history of the company, leaving the technical events, was marked by exciting moments and other very hard. The first contacts to entrepreneurs with the "new" sector were characterized by setbacks, particularly remember the flop in the 200 Miglia di Imola in ' 73 and ' 74, the lack of qualifications of Misano in 2° 1974 race, defeated but not released on the determination to pursue in implementing the project. Many difficulties also to organize work and to start the training of employees. After the first few races marked by bitter disappointments, the sports results conquered by Giuseppe elements (Kocis), then the first bike built in small series, the triumphs with the SB1/HDB1 and the first important contract SAID to the SB2, then burned by the Minister Ossola which imposed a quota system for Japanese products, ruling that led to a radical change of program exposing to many risks for the company. A growth that had become a reality the dream of building a building around ours. Great was the excitement (1981) of the transfer in the new plant, built with a design in keeping with our mentality. Although difficulties were many had built the foundations to point to the consolidation of the internal organisation and markets. Unfortunately not imagined by us near an event unimaginable: the separation of the partners.

The separation with Tamburini, who had intercourse with the man and artist?
Massimo Tamburini is a person to whom nature has made many gifts: intelligence, the charisma, the ability to build with common accuracy levels just a few genes. My personal relationship has been, since the first meetings, always excellent and professional one characterized by high esteem and respect, without turning into a great friendship. The initial phase, the difficult years, we had to do a lot with little (money), a stress that may have influenced decisions that could jeopardise the future of the company. The separation, which was consumed in the spring of 1983 was caused by unforeseen and sudden human events, and I think it cost much to both. Assuming all responsibility, personal and formal, I had to take a very painful decision, but that hasn't cracked the mutual respect, even if they have become the casual acquaintances. It was an episode that marked me for life but I took the responsibility and consequences of suspending cooperation. Replacing Tamburini quickly became the bet to be won! I had to reassure our people and all the commercial apparatus on which we counted together, keep up the belief that the company would not have been distorted, which retained its capabilities. It was not an easy task and the company began a two-year period in any dramatically, especially since my ex-partner had opened a laboratory a few hundred meters from the headquarters of our company. Help me was the meeting with Federico Martini, a technician from Ducati, with which scommisi that we passed the stage full of uncertainty that we were facing. If Tamburini had created the project delivery "moto" Martini was passionate and putative father, although he left then the creature. In any case, relations with Tamburini and Martini, which I shared important events of my life, I keep keepsakes.

Exclusive material that often did not find adequate supplies feedback have precluded a development and growth and immediate success, but arrived with the DB1 that perhaps represented the turning point in the company. Which is believed to have been the distinctive element and success?
Bimota has operated in a time that marked the rebirth of the bike, when they were still a few the availability of advanced technologies, significant development is recorded from the mid 80 's. The use of fiberglass materials, which was followed composite materials; chromium-molybdenum steel, considered ideal for frames and forks; the suspension, by switching to mono-shock (we were among the first to do so), produced by the French De Carbon for cars, everything from perfecting; the small components or other details requiring the use of equipment compatible with little depreciation plans that a small company could bear (fanalerie, equipment, etc.). Some interventions were carried out, especially the handlebars and adjustable footpegs or circles, first in magnesium in aluminium, printed in two parts and composites on the hub (an ordeal ...). It would be along the path that led to the development of technologies to develop the electric ignition (also in this case we were precursors), initially we use, upgrading of the Magneti Marelli material produced for the Fiat Croma. In any case the corporate size influenced the development of ideas, many of which are not verified, other projects were in development. Very important was the study of the forms, through the styles of models produced over the years can identify well-defined periods, finding inspiration in the products of big production. Consider the DB1 as the most beautiful motorcycle model among all those that the company has realized; the YB4 I think has been the most balanced for style and functionality. of course, the Thesis was the most advanced study that the company has cultivated. In any case it never lacked the ability to anticipate and to differentiate the Bimota bikes by "current" products, both Japanese. The attention to detail, which in time became a qualifying value, afterwards and only partly researched and highlighted also by large companies. A process carried out with considerable suffering, because often we penalize budgets, allocating high percentages of revenue to research. Not least is always weighing the dependency for the supply of engines, many hundreds of motorcycles were produced even by purchasing complete motorcycles from which withdraw their engines. Obtained by Ministry authorisation for the marketing of production bikes cycling "caniballizzate". Other "extraordinary" was to produce and sell cycling Bimota, having obtained authorisation for the issuance of documentation for the type-approval of vehicles ... equipped with engines of customers. But at the base there was primarily the search! Choice at the end of the years ' 80 was also highlighted by an important official certificate awarded by Confindustria and the magazine "Il Mondo", deserved because, analyzing budgets of Italian companies, it was found that our was the highest index of resources allocated to research, in comparison with the revenue.

And the experience of Grand Prix?

Since the first steps the decision was made to use the competitions to achieve some goals considered important to the type of product that you want to allocate to commercialization. Test products and highlight the peculiarities through the best sports performance, was the ideal choice. Managed races, followed and lived always with great participation, national or World Championships they were. Many of the improvements that the travels suggested, independently from different directions, techniques in order: Tamburini, Martini and Pier Luigi Marconi. We started testing at Imola "inguidabile" HB1, became a highly enjoyable bike, until arriving to the models Thesis brought on just for putting naked all criticality. Con moto completed by Bimota, cycling in my period ended in early years management ' 90, raced several hundred pilots. Thanks to the many victories (about 300) and many podiums conquered, contributed to the affirmation of trademark (before) and consolidation (then) than you (liberally?) is also referred to as a myth.

Who ran the pilots and I remember it this time?
Remember to be always present in every decision concerning the definition of the programs about what run where running and for the selection of the drivers to the media. Only the designations of Luigi rings, by Giuseppe brothers and Scattolari Elements, the first pilots hired, were decisive proposals for Drummers; Subsequently it fell to me to make the choices, though has never missed the consultation with the technical direction instructs. For the large number of riders met ripened very curious choices, funny sometimes, other even painful. In particular, I recall the project completed in the 1980 season, triumphant after failing the year before the conquest of the world title in classe350Gp with Patrick Fernandez because of a trivial technical injury happened at Silverstone, ceded the hull side supports. Ezio Pirazzini wrote that I had seen crying at the wall box due to a fault caused by a piece whose value was a few lire; It wasn't true, but little missed. It was the season that we had seen engaging Mamola, passed on the farm as a meteor. In 1980 were provided, to agree conditions (special prices), the cycling of exhaust pipes and YB3 cylinders arranged for Yamaha engines to Johnny Cecotto, Jon Ekerold, Patrik Fernandez and Carlos Lavado. free Eric Saul who, after the race at Misano disappeared carrying an engine with accessories to go racing with a Chevalier … motorcycles which were from first place. At the end of the season conquistammo the title with Ekerold, protagonist of an extraordinary final race on the old Nurburgring. A dream had come true, our name in the palmares of the FIM was reported after that of the legendary MV Agusta. Even the engagement of Virginio Ferrari in 1987 he wanted me, that was not an easy season for the milanese feared not to enjoy the same treatment meted out to Davide Tardozzi and hadn't "tied" with Martini. In the final stage, after the renunciation of race of Ulster and the flop of Sugo (Japan), to gain a result called into question I had to recall all the order and decide to sit on the lid of the pot boiling, referring to the end of the season, the scoperchiamento, mission accomplished, but it wasn't necessary. We could win the first world F1 title suffering less. The worst happened the following year when we neglected the conquest of the first Superbike title, many negative connections entering and tying to burn a dream that was within our grasp until the final round. To coincide with the exhibition in Cologne I gave up to Australia and New Zealand trip ….

First podium elements, then Villa's victories are not recognized.

To give us Kocis was the first podium in 1974 in Imola, in the latest edition of the Coppa Shell, followed the first Silvio Grassetti victory at Zeltweg and Mario Lega in Misano. Were really many podiums on which rose riders riding motorcycle Bimota, in Europe, in North and South America and Asia. Many victories do not include arrival official orders because the rule which recognized the constructor of the chassis together with that of the engine was introduced in the late 70 's, nationally and internationally, have been the promoter and with the consent of Japanese houses and the attention of the President of the technical Commission FIM, Spanish Bultò. The hardest part was to induce the riders, organizers and journalists to respect it. Incredible strength of Harley-Aermacchi who tried in every way to not make disappear the Bimota name joined to their Villa on the bikes, Bonera and Hooks, we provided the cycling, then with their engines and the same cycling was produced small number of 250GP technical partner who dominated the Italian junior championships for several seasons.

Ferrari … intense emotions which is what is best tied?

I must say that every pilot rose riding a Bimota made me excited, obviously some particularly. Some Ferrari was an dude, stubborn to the far-fetched, but also a rider who took less submitted on the merits because of the stubborn character that not giving room for negotiations. Bimota's tender refused to renew the contract and ended up back in the uncertainty of previous seasons; together we lost a chance to win the first Superbike title, a victory that would have been remembered for 25 years, so was waiting for first victory by an Italian pilot.

And the pilot, who has sent more?
I can't do a single name, from all I have taken important ideas and information on the human and professional level. The pilot which I was more tied up is Michel Rougerie, with whom I shared a true friendship; until he is tragically disappeared following an accident happened just yards from my location on the Rijeka. For Kocis, Rimini, whose pilot was amputated a leg for a fall with the motion of a customer in the winter following the summer of 1974, I always had a lot of attention. I had great respect for Fernandez, an extraordinary person as it were Paolo Pileri or Peter Rubatto, gentlemen in a very competitive world and hasty. Happy memories I mention often Davide Tardozzi, Virginio Ferrari, Gianluca Galasso and Giancarlo Falappa. I valued and appreciated, for the little that I had in the squad, Mike Baldwin. I owe a lot to Ekerold, but the personal relationship has always been little more than formal; a thankful thought I owe even to Massimo Matteoni.

Considers that a similar experience today would be possible?

There are many contrasting elements to judge whether an experience similar to the one that has marked my life, can be implemented in these times. Meanwhile, the bike's world has grown much and improvement areas have shrunk to a glimmer. Even the world of racing has changed, leaving little room for imagination and at that time of improvisation that sometimes becomes the spice of life. Society has changed and take a motorcycle business today would be very problematic; It would be very difficult to survive. Yet with the adoption of new rules opened small spaces, those allowed formulas TT1 or F1 it was tied to large engines and free cycling productions. Maybe I'm dreaming with open eyes, but I am sure that the Moto2 Bike can be of great opportunities available for small businesses. Obviously for those who know glimpse, seizing the moment, and having of ideas … knowing you can accomplish.

It has changed the environment in these years?

It's changed a lot, as all of society, but I do not think that social growth of larger countries have substantially incised on the world of motorcycles. Emerging countries seems to be and maybe will stay away from motorcycles, in particular special products. Some are opening up to competition, frankly I do not think having seen great enthusiasm, on the other hand seem to be in sharp decline fans of "old" Europe. Many events organized in recent years, too many? Maybe the economic situation will select, mo not for sporting significance. The racing world has changed a lot, "vicious", the causes are varied, but the main thing are the costs grow dramatically: for the bike (sold or hired) also due to regulations do not always guessed; for additional activities for the development of the competitions; for the Gigantism of works whose costs are inevitably on the sector; for the intrusiveness of the sponsors that give a lot, but I think I take more … and now we can no longer do without.

How do you assess the current management?

I didn't do great experiences, but I think it's always hard to judge a love after so many years have passed since abandonment. Normally I always refer to a story which ended from 20 years ago, when I resigned having deemed to have spent the best ability and not be available to carry out projects that I didn't feel my best. I was no longer in tune with investors who had mission other than those that I had considered primary. From passionate (curious) without having much information I got the idea that the great fire of passion in the years ' 90 went in decline and in later years there have been difficulties in restarting the competitive fury (on track as company) that pushed us to launch great challenges. Challenges faced by that group of people very good, knew how to deal with and often win and even if failed, never gave the impression of being bent knees. For all the years that remained on the farm I meant that in the drawers there were always innovative projects or studies, maybe not everyone guessed, but unmistakable sign of vitality. Always open and able to communicate until the little Bimota a beacon bright that continued to shine for years.

The biggest thrill that lived? And what they would like to live?
The emotions that have characterized my almost 30 years at the helm of the Bimota were so many, I find it difficult to separate what has been the strongest. All have paved a long stretch of life during the years of greater vitality: when I got married and my were born four children. Excites me think back to that experience, I imagine it as a memoir with many facts, images and characters, to browse page by page, to return to episodes all deserving to be revived ... If it were possible.

Tags: Bimota, Mamola, Morri Joseph, MotoEmozione