Concept: Bimota TB-2 675 by Oberdan Bezzi

06/06/2011 @ 9:04 am, by Jensen Beeler3 COMMENTS

Last week Oberdan Bezzi inked his concept for a Triumph-powered Bimota, dubbed the Bimota TB-1. That fully-faired alternative to the MV Agusta F3 naturally needs a naked streetfighter variant, and accordingly Bezzi has penned today’s latest concept sketch, which he calls the Bimota TB-2 675. Featuring the Triumph 675cc three-cylinder motor, the Bimota TB-2 675 competes against its donor the Triumph Street Triple, and goes head-to-head with the heavily anticipated MV Agusta Brutale 675 B3.

While we don’t expect Bimota to start using Triumph motors anytime soon, the triple is a potent motor that we enjoyed considerably while riding on it in the stop-and-go traffic of San Francisco. With the buzz around the new Brutale 675 stirring some interest in the pergatory between inline-fours and v-twins, now seems like the time for manufacturers to starting thinking about three-cylinder power plants, as they are an intriguing way to distinguish their product. A fact that MV Agusta has astutely picked up on…now we’ll just have to see if they ever get their F3 and B3’s out the door, but that’s an entirely different topic all together.

Source: Oberdan Bezzi (blog)

  • Anvil

    If too many manufacturers make three-cylinder bikes, they won’t be very distinct at all.

    Currently, Triumph owns that space and will probably continue to do so since they’ve made the biggest impact and commitment there with a strongly stated intent and several excellent products. Benelli could have made a foothold there, too, but that brand and company is perpetually underwhelming and poorly managed.

    If Suzuki introduced a production triple, there’s a good chance it would be viewed as simply a knock-off, no matter how good it is. Kawasaki might have the best shot, as it has a strong heritage in triples, albeit many years removed.

    Honda has been in love with the V-4 for decades and will plant its flag in that space.

    Yamaha would most likely stay with inline fours and maybe introduce the crossplane variant to more models, although, the crossplane is probably only beneficial for larger-displacement, high-output bikes.

  • MikeD


    The CrossPlane is a compromise (ain’t everything in life anyways ? LOL)…but for ANY displacement STREET DRIVEN I-4 it will be always an improvement over the 180* flat crank I-4 (is just the way it works and runs).

    If u wan’t MAX TOP END u CAN’T BEAT the 180*FLAT Crank’s visceral delivery…not even I-3s can scream as hard as the I-fours given the same state of tune.

  • Anvil

    Mike, just passing on what Yamaha’s engineers have said. For example, when asked if there would be a crossplane R6, they said it wasn’t likely. The 600s don’t make enough power for there to be any real benefit and the crossplane would sap some of it.

    Granted, the current R6 is super-peaky; it’s tuned for sky-high revs and max power, so you could argue that for street use, the crossplane might be of some benefit, but it’s really intended to improve the connection/feel between the rider and the rear wheel on big-power bikes, where traction and feel on corner exits is at a premium. Yamaha, at least, doesn’t see that the same issue exists with the middleweight bikes.