2009 Buell 1125CR First Ride — Motorcycle USA

2 Май 2015 | Author: | Комментарии к записи 2009 Buell 1125CR First Ride — Motorcycle USA отключены
Buell 1125 CR

2009 Buell 1125CR Ride

The 2009 Buell is powered by an 1125cc Helicon with a claimed 146 hp @ 9000

Quirky, odd, unusual, These are some of the words uttered by motorcyclists who have a Buell Motorcycle. In fact, even muttered those after a ride on one of its sometimes and often peculiar motorcycles.

after riding the all-new those terms are about as as Richard Nixon’s interpretation of the Scandal.

That’s right, the sole big-time producer of sport motorcycles, has released a new streetfighter, destined to become the new of the Block. Part street part apex carver, the is Buell’s contemporary vision of a racer.

Don’t be fooled by four numbers before the C and the R represent its engine nomenclature. it shares the same liquid-cooled Helicon engine that’s in the sportbike, this is in fact a new With a rigid aluminum high-end, 3-way adjustable suspension on both ends, and a 8-piston front brake this is a sport motorcycle for the rider that doesn’t to have to choose between the and racetrack; because it can, and do both.

Without a doubt, the factor that’s going to riders to this machine is its styling. Buell terms it and wicked, but to me, it’s exactly I’ve imagined my motorbike to like if I was riding through the gates in my after-life.

Air scoops on side look like were copied off a MiG engineer’s while at any angle the bike’s appears as intense as your friend who’s as likely to a head-… as he is to shake someone’s Looking at the bike up close Buell’s level of fit and finish has significantly improved upon and is now to other motorcycles within its

The Helicon 1125cc engine is compact and benefits from internal counter-balancers that vibes down.

Putting the in motion is an 1125cc V-Twin by renowned Austrian engine Rotax to Buell specifications), sports all the features a high-performance requires; liquid-cooling and 8-valve, architecture utilizing a Formula finger follower valve system claimed to reduce and allow for faster valve time.

Internally the two pistons are by a narrow angle of 72-degrees and within a 103 x 67.50mm bore/…. feeds two 61mm throttle and the gas/air mixture is pummeled to a 12.3:1 ratio inside the Three internal counter-balancers mitigate vibration generated by inertia, while a dry sump oil lubrication system helps mechanical losses to a minimum.

is transferred to the rear wheel via a transmission that employs a Vacuum Assist (HVA) clutch. A completely maintenance-free final drive complements the At first, a non-chain final seems quirky, but benefits its absence of greasy-messiness and the fact it never requires maintenance or quickly become apparent.

plus is due to the constant tension on the drive belt. There’s any kind of slack in the drivetrain, in turn provides a smooth, acceleration response.

Harnessing all 146 is a thick aluminum frame uses the engine as a stressed An equally beefy cast-aluminum mounts to a pivot point the engine case. A 3-way (spring preload, compression, and Showa monoshock connects the and a forward pivot point on the case, while an equally inverted Showa 47mm handles front suspension

Buell’s proprietary ZTL2 brake system works on the track, but on the streets it feels

Complementing the sturdy chassis is an heavy-duty 375mm front rotor and large 8-piston The rotor itself mounts to the wheel, while the caliper four-individual brake pads. terms its setup, ZTL2 Torsion Load) technology, and designed to disperse energy more efficiently and is claimed to be than conventional dual applications.

Out back a 240mm rear braking disc is down by a double-piston caliper integrated into the inner of the swingarm, thus eliminating the weight of an external caliper piece.

To experience the 1125CR in its we were fortunate enough to all the way to Berlin, Germany where we got a to ride America’s newest on the racetrack, as well as the not-so-mean-anymore of the former Eastern Bloc.

your leg over the new 1125CR, and be surprised by how small it feels your legs. Pick it up off the stand and you notice that its claimed dry weight feels low and Reach forward to the thick handlebars, and your torso is forward, close to the front An equally aggressive set of high-mounted push your knees the carved recess of the matte-black and pseudo fuel tank. not though.

If you’re not feeling the racer vibe, Buell an upright handlebar accessory which takes a good of pressure off your wrists and transform’s the 1125CR’s cockpit that of a true streetfighter, extended time in the saddle far comfortable.

Despite its appearance and the gas cap atop its pseudo fuel that Buell-logo emblazed isn’t actually for fuel. the 1125CR utilizes Buell’s in the frame system, while the fuel tank actually a ram-air equipped 12-liter airbox.

Beull took to Spreewaldring Motodrom for some fun aboard its newest track

Turn the key, thumb the button and the big V-Twin comes to without hesitation. At idle, no mistaking this bike anything coming out of Japan. is still a fair amount of vibration, but unlike other Buell motorcycles, you don’t like it’s going to itself apart.

The sound out of the low-slung exhaust is just the amount to draw some attention, yet even at wide-open its tune doesn’t reach levels.

Accelerating from at the recently erected Spreewaldring reveals a generally well-mannered, engine. Below 4000 rpm the feels a bit snatchy, like running lean; but as soon as 4k threshold is surpassed, the engine online, building rpm’s akin to our favorite Italian Twin. Power wheelies in the two gears are pretty much and can even be mustered in third a bit of finesse.

This type of enjoyment is made possible by the torque spread throughout its rpm rev range. Winding out the engine to exposes a visceral acceleration that can become addictive. Yet the is also fit to be short-shifted through its mid-range.

And despite what senses lead you to believe, the track, the key to going fast is to grab another gear and the wave of asphalt-grabbing torque.

As mentioned, below 4000 rpm the seems to be a bit off, which low-speed throttle response, but get the zinging past that and jetting feels spot-on. In the combination of the well-sorted fuel and direct response from the final drive make feel almost instantaneous at

Hooligan fun on the 1125CR is best on one wheel.

Navigating Spreewaldring’s track puts a real on a motorcycle’s ability to change quickly. And similar to other motorcycles we’ve tested in the the 1125CR requires very input to get it pointed in the right Better yet, its cat-like doesn’t sacrifice its stability at even without a steering Even a top speed 156-mph (GPS confirmed) on Germany’s Autobahn barely did anything to the chassis.


Although the surface at our new German racetrack was about as as my neighborhood bowling alley, the chassis delivers loads of through the control surfaces. In there was so much feedback through Pirelli’s racetrack-spec III rubber that not only was it but highly desirable to spin-up the tire through one of Spreewaldring’s right-hand third gear

Another plus was the wide of adjustment available from the In the morning we began the day with a suspension setting, but as track increased and we started picking up the the bike began to move a bit too much. And while it was quite riding around in that it was also a bit sketchy. Regaining its however, was as simple as dialing in preload and compression.

It’s simple.

When it comes to scrub-off speed, the CR is up for the challenge. quite a bit of engine braking to slow things down and the slipper action clutch flawlessly, completely eliminating wheel chatter. When you touch the brake lever, isn’t a whole lot of braking or feel, but pull a little and soon you’re rewarded progressive amounts of rear in the air power and a surprising level of

On the street the brakes feel as you don’t have a lot of opportunity to the necessary amount of lever for to work. But on the track it’s a story. You can trail-brake really through corner apex the brake lever gently back and forth—feeding you information the delicate relationship between and asphalt.

Again, Buell’s wise OE choice really allows the to extort a high-level of performance this bike as it sits stock.

While its rigid lends itself well on a fast racetrack, on the often cobblestone-laden roadways the entire — especially the rear feels way too stiff.

Riding Germany’s beautiful autumn revealed perhaps the only flaw in the 1125CR’s relatively armor. While its rigid lends itself well on a fast racetrack, on the often cobblestone-laden roadways the entire the rear end feels way too stiff. removing most of the preload the rear shock did next to to reduce harshness.

On the contrary, the seat is one of the most comfortable ever sampled on a sportbike, but due to the riding rear suspension its are almost canceled out.

In of using a shorter final (compared to the 1125R), cruising the road at 62 mph reads only rpm in top gear. At or below that speed the cockpit gets a buzzy, but above that rpm mark things smooth out quick. Looking down at the Italian-made Magneti Marelli display provides you with an of data headlined by the easy-to-read analog tachometer.

Directly there’s a small multi-function LCD that includes a bevy of an integrated shift light, speedo, odometer, dual meters, lap timer (records up to 99 lap ambient air temperature, coolant gear indicator, average and fuel consumption, miles to service display, low fuel miles traveled on reserve), beam, neutral, turn and clock. Also standard is a pin enabled security system an integrated ignition immobilizer.

A bevy of Buell 1125CRs fueled and ready for all the abuse we muster.

Two buttons on the upper-right all of the functions, and toggling through is pretty much a no-brainer. For the part, the instruments are easy to at a glance, however, we wish the indicator, clock, and trip were larger as they as easy to read when in

You’d assume that the 1125CR lacks a traditional or windscreen that wind at speed would be bothersome, but couldn’t be farther from the On the racetrack, I didn’t even that it lacked a traditional Even when we did our top speed run, I was able to mold my to the bike and duck behind the fly-screen in such that a way I didn’t feel like was to get peeled off the bike.

So is the new 1125CR for me? you find one parked in my garage?

While there are still peculiar traits like the handlebar switchgear and the front that you have to mash on to get the feel your after, the 1125CR is a complete package faults are few and far between. The 1125CR is an example of a well-made American that can finally compete the best coming out of England, or even Japan.

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