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A Better Italian Twin? 2000 Bimota SB8R for Sale

Update 6.20.2019: We last saw this bike in March of 2018 and bidding ended just shy of $10k. It’s back on eBay with a buy-it-now of $17,875. Links updated. -dc

Ducati has come a long way in terms of service costs and reliability. The four-valve Bologna twins have always offered good power and a bulging midrange, sure. But you really had to pay for it in the era of the 916. These days, 15,000 mile intervals between major services help keep costs down and the bikes on the road instead of in the shop but, back in the late 1990s, if you wanted a sports v-twin you could ride every weekend, you were probably looking at something like the Suzuki TL1000R. The duck-billed styling may not have appealed to everyone, the bike was a bit porky, and handling was a bit variable, owing to the rotary damper, but the engine was powerful, flexible, and made the right thumpy big-twin noises with a set of aftermarket cans fitted. That fact wasn’t lost on Bimota when they went looking to build the SB8R their own v-twin superbike, although I’d bet it was more likely that Ducati wasn’t interested in selling them any 4V twins, since I doubt Bimota was really worried much about reliability and cost…

Of course, for a while there, it seemed like the liquid-cooled, four valve, 996cc Suzuki v-twin was the small-block Chevy of the era, since it was used by Suzuki, Cagiva, and Bimota, and probably even a few others I’ve forgotten, and got stuffed into everything from sportbikes to roadsters to sport-touring bikes. Backed by a six-speed gearbox, the 138hp engine was plenty powerful and very reliable, especially compared to the charismatic, but sometimes temperamental Ducati unit. The biggest issues with the TL1000S and TL1000R were their slight weight problem and the packaging problem “solved” by an innovative but underdeveloped rotary rear damper that had a tendency to overheat and stop damping, leading to the lethal reputation of the earlier TL-S.

Bimota solved both problems. Reducing weight was pretty simple, since that’s always been Bimota’s thing anyway. It helped that the rear subframe didn’t need to be engineered with a passenger in mind, and the bike was otherwise liberally sprinkled with lightweight materials. Of course, their other thing has always been frames, and this one is deserving of the Bimota name: it’s an exotic composite unit, assembled from aluminum beam and carbon fiber elements for maximum strength and minimum weight. That new frame allowed a traditional shock to sit alongside the engine, like a Panigale, and solved the packaging issues. Styling is… different. One of the trademarks of a sports v-twin is the overall narrowness of the package, a result of having only two pistons. Sure, one of them is usually thrashing away at 4,000 feet-per-minute, pointed at your crotch, but that’s a small price to pay for for torque, aerodynamics, and character. But somehow the SB8R is positively bulbous, although it does make much better use of the original Suzuki headlamp. It’s a good-looking bike, but those intake tubes that snake over the tank from their inlets at the top edge of the fairing completely block your view of the controls, so new riders may fumble around a bit and errantly honk, cancel turn-signals, or shut the bike off until they memorize their location.

From the original eBay listing: 2000 Bimota SB8R for Sale

Limited-production track ready motorcycle. #3 of around 150 produced total. Aluminum & carbon fiber frame. 1,000cc engine producing 135hp and 5 speed manual transmission. 3,245 miles shown, but the title is mileage exempt

“1,000cc engine producing 135hp and 5 speed manual transmission. Revs kinda high on the freeway, but it’s Italian!” Obviously, this is a dealer reselling the bike, but you think they could at least get the basics right… Anyway, aside from the fact that we’re apparently missing a gear in the gearbox, it’s mostly what you’d expect from a 3,245 mile bike, and includes a set of Arrow carbon cans, along with a few anodized accessories of dubious taste. The broken turn signals are a bit of a concern, since they appear mismatched, are non-standard, and could easily have been repaired before posting the bike up. It’s a minor issue, but it suggests that maybe this bike isn’t quite as carefully preserved as it appears. Bidding is up just north of $7,000 with another day left on the auction. Mid to late 90s Bimotas are currently at a low ebb in terms of value, so if you aren’t afraid to buy a bike that might need a bit of attention to turn it into something that really performs as it should have straight from the factory, or if you’re just looking for some very cool garage jewelry on the the [relatively] cheap, now is the time to buy.



  • Youd’a thought that they could have spent $50.00 and ordered a set of turn signals from cycle gear.
    Otherwise, sweet !

  • These were always my favorite. I remember seeing one brand new while I was getting my 748 serviced. It was sitting out front waiting to be picked up. The new owner dropped it before he got out of the parking lot. I felt so bad for the guy. But man if I ever get a Bimota this will be the model.

  • I have one and love it. She’s a little temperamental as I’ve found a couple leaks during the last attempt at a ride but in her defense, I let it sit too long and I hear there are problems with the fuel lines so it should be an easy fix. I realize this one has low miles but his price isn’t even close. I bought mine for less way less then half of their asking with not too many more miles, same exhaust etc. I do like those wheels though!! I love Bimota’s regardless of their flaws 🙂

  • nice write up tad

  • Drop this one and you are pretty much done. Most of the CF fairings are NA but there’s an outfit in Italy that appears to have bought Bimota NOS parts stock that may be of some help.

    Marchesini wheels do look here and Arrow exhaust is the bomb on this bike. These stock items were rather plain vanilla. This one also has the a/m “on the fly” fuel management system that is unobtanium.

    TL motors are susceptible to leaking. First thing to do on this bike is to swap out pastic clutch cover for a billet one.

    Tad, the love affair with Bimota continues…great job here.

  • Arsenio Hall agrees. The front right and left rear signal make you go…

    Maybe the owner was hoping (and still waiting) to find oem replacements rather than buy all 4 new using emgo abominations.

  • A lot of these Bimotas arse ends look out of proportion to me. Is it the seat sub frame that looks too long or is it the swingarm that looks too short.

  • Jasonu, IIRC there is no seat subframe on the SB8R. Still too much for an SB8R with needs

  • jasonu – I agree, the seat/subframe is too long. Look at the profile of this bike compared to the other modern bikes and the pipes/seat/fender extend further behind the rear wheel than others. The swingarm isn’t the issue. I think the front end of the bike suffers from a case of the uglies, caused by the use of the Suzuki TLR headlight, but to each their own.

    I also agree the price is way out of line, though I do like the aftermarket wheels and mufflers.

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