Buell 1125R Daytona Sportbike Racer: MD Ride Report …

19 Апр 2015 | Author: | Комментарии к записи Buell 1125R Daytona Sportbike Racer: MD Ride Report … отключены
Buell 1125R Sport Bike

Buell 1125R Daytona Racer: MD Ride Report

month we posted our comparison between three bikes in Daytona Sportbike, a new class by the new AMA Pro Racing that pits a of middleweight – and bigger – sportbikes one another. Our conclusions? That the were still the most component of these bikes; our lap showed the three stock were pretty evenly

What happens when you a full factory race kit at one of When you ride the machine in Sportbike factory trim? I was to Elkhart Lake, WI, home of the 14-turn Road America where Buell Motorcycles had a of 2009 models ready to run on the

But the big treat was getting a ride on one of the Morris Racing (RSR)/Bruce Racing/GEICO Powersports1125R racebikes.

the bike is a lot more wieldy its name. Hopping aboard the for my three laps, I note the is higher and there are lots of little differences – controls, rearsets – but the bike still familiar, as I’ve been 1125Rs and 1125CRs all day. The is also equipped with a reversed shift pattern and a something to get used to in addition to a engine, suspension, brakes and

At least it has an electric starter; no to toss it, as the rules allow the to add weight to the bike to keep it for the class limit of 380 pounds for Twins.

The engine barks through the race exhaust as I fire it up for the time (yes, I stalled it toe it up into first and head out pit towards turn one. impression: smooth motor, to redline quicker that with a throaty (but roar from the plain-looking muffler. Turn 1 comes up and the bike tips in faster the stock bike.

I spend the lap carefully getting used to the extra power, brakes and capability. There’s also a more drivetrain lash, a of the chain-drive conversion.

After I the start/finish, I start to get a little aggressive. I’m very impressed by the easy operation of the DynoJet Just a slight prod with the left boot and the gear slides into no need to roll off the throttle. Why every sportbike have one of

A momentary brain fade me to downshift into first at a clip rolling into the 11 chicane, but the slipper clutch me from a highside as the engine and bounces off the rev limiter. I try to use the brakes the next turn, instead of the motor to slow me, and I find better feel and bite the kit pads, rotor and brake

The motor feels strong and no question it’s faster a stock bike, but power is progressive and vibration was the same as the motor. It feels like it has 10-15 extra horses. The rules don’t allow for a lot of mods (pistons, rods, and many other parts be stock and unmodded), so it’s not the Rotax mill feels a carefully built and lightly stocker.

By the third lap I can pretend I’m a pro, with my knee the pavement and the bike disappearing me. I’ve ridden a few professionally racebikes, and the ones I like feel like very well-developed streetbikes. This has smooth fuelling, makes everywhere, suspension that up bumps but doesn’t wallow, is as as the street version yet is well to racetrack work.

Back in the David McGrath, Buell’s R-D leader, debriefs me and I ask him about in the race kit. It has a lot of the stuff expect, like race (in glass or carbon-fiber), race cartridge and shock, lightweight and fairing stay, and of course the exhaust system and programmable There are other bits as like an abbreviated wiring and GP-style shifter.

Sounds big money, especially that conversion, which features end pieces to accommodate chain It’s a good kit, by Buell engineers and based on parts, and it all works well Must be expensive.

But it’s not. “Around says David, and I remark sounds inexpensive for such a list of parts. “Including the bike,” he adds, and I’m flabbergasted. For a race team – or privateer – can a bike that’s capable of AMA roadraces? A visit the next day to the race shop confirms as Erik and his raceshop crew display the race parts on a for us.

They’re available to licensed and to help pay for them, there’s a million bucks of contingency for national and regional roadracers out remarkable for a small-volume manufacturer, but not given Erik Buell’s roots and parent company’s longing to win races. You can visit Racing Support page for info.

MD Readers Respond:

MD Claudio wrote: “The reason given is that close racing, but under reasoning one could conlude because the Buell is the most of the twins, it needs the most The purpose of racing is to make a better and in the process showcase it. The 600′s have a considerable start compared to the Buell.”

is making the mistake of defining in sport bikes as horsepower per cc of There are many other Handling, weight, engine gyroscopic effect, effect on dynamics, engine braking, efficiency (i.e, how much a has to carry for a race), tire and power band.

Buell is building a street that they happen to The Japanese manufacturers are building bikes that they to sell for street use. has long recognized that riders need a broad band, lots of torque, and That’s what they get the V-twin configuration.

They get a narrower engine. As a street I like not having to row through the when I come around a and find myself behind a vehicle. I like being to pass by just rolling on the

I like riding at highway with an engine turning a relaxed RPM (under 4K rpm gets you to 80 mph on an Buell sport bike).

else that people consider is how much air an engine A 1200cc engine spinning RPM is moving the exact same of air as a 600cc engine spinning at RPM. Assuming equal (friction and cylinder filling/emptying), should make the same of horsepower.

When you go into dealer to buy a sport bike for the do you want the one that works the or the one that has the highest redline? I to work on a 1200cc Buell and even had a bit of fun with a guy on an R6 who had to shift as we worked our way through traffic. I get black-flagged, disqualified, or subject to a inspection tear-down when I at the office. Fred

I heard the interview with Edmondson this past and the first big question was about or superbike spec rules. article dealt with the and its performance with a closing how economically feasible it is. There was one omitted, but it wasn’t necessarily the of the article, the technological deficit other comparable race For most of the history of World Racing, the rules have twins a displacement advantage.

The I think is that the rules are now specific in AMA, Ducati Aprilia 1000, and Buell The official reason given is offers close racing, but similar reasoning one could that because the Buell is the inferior of the twins, it needs the advantage. The purpose of racing is to a product better and in the process it. The Japanese 600′s have a head start compared to the

If Ducati (which is a much company than Harley) (I see to Harley like Lincoln to different name and models but to the parent company) can build a (also not a twin) capable of in MotoGP, then Buell can a real supersport or superbike can win on an even playing field.

About 10 years ago, I my first new motorcycle. I was interested in a and my budget was $11,000. That almost any bike that a Ducati.

So I researched the big four’s bikes and found out about The idea of an American bike was however I found out it meant a engine and less HP. I bought a TL1000R.

The step towards engines for both Harley and was a step in the right direction. If is to compete with 600 sportbikes, might have to switch to a 2 to 4 model cycle. I don’t this is the best economic right now for that direction, so they could get a headstart their electric and/or powered sportbikes. Claudio


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