Buell 1125R review — Sportsbikes — Motorcycles — Visordown

13 Май 2015 | Author: | Комментарии к записи Buell 1125R review — Sportsbikes — Motorcycles — Visordown отключены

Buell 1125R

Turn six is the hander before the Corkscrew. You need to go to the paint on the entry, it around three-quarters of the track then bring it back so you can get the Corkscrew right. Don’t about the Corkscrew itself: enjoy it.

Your stomach leap into your too much, but if it does this may be a problem given the sheer of yours.

It’s nice to get good advice on a track never seen before, if it is a tad insulting. But TWO’s columnist Edwards has had a couple of good around Laguna, home of the of the new Buell 1125R, so I thought be the right person to ask. is, despite it being my first the advice is lost on me as the bike is out. A trip back to the reveals a flat battery.

someone had left the ignition on It’s not a good start, for Buell this is a Very Bike. By Buell I mean Buell the company and Buell the

Ask the affable Erik why he built the new and he says: This is the bike always wanted to build for the 20 years. We’ve been with air-cooled engines, but a liquid-cooled motor means we finally become a full-blown manufacturer. But truth be told, were a few problems with the

Over the two day test, one machine had a problem, on another machine a was melted by it’s position an exhaust pipe so it quit, a disc ‘warped’, all bikes had on the swingarms where boots rubbing the paint off and all of us had to do the Buell shuffle’ at one time or another, very hot air was vented onto right foot — ride this bike in And then there’s the suspension around the track, where the had to be set-up stiff as a board to But more of that later.

the Buell 1125R is both a new and an extension of what’s gone for the American marque. New as in we have a liquid-cooled motor and yet all the pleasant and foibles that make a curious joy to ride are there Fuel in frame: check, centralization:check, Zero Torsional front brake disc:

First impressions are good, to that new motor, which was jointly between Rotax and Erik has long been a fan of thanks to their flexibility and this that hits on your first ride of the There’s a beautifully broad of power from the 72-degree and around an unfamiliar track Laguna it cossets you, as gear selection needn’t be

Buell claims 146bhp @ at the crank, but I reckon the 1125R be pushing out more like 115 on the The bike is so tractable and flexible from top gear and 2,500 it’ll lurch, and maybe a little, but still pull you up towards the redline. The motor well out on the road or on the track.

it’s not silky smooth it’ll vibrate, cough and a little at 4,000rpm — but you can and leave it in one gear if you like, riding that wave of urge.

This is both and bad: good as it’s for when you’re in a lazy bad because then you don’t how good the gearbox is.

If you’re to Japanese, Italian or even gearboxes then it’s a little heavy, but this change is a world away Buells of yore. The brakes are too. The new eight-pot caliper less weight than a dual-disc system and it works well, hauling the whole 170 machine up very nicely

The only black mark we find was when some of warping to the 375mm front led to judder and brake fade at the on one of the bikes.

Suspension is where things get a murky for me. Now, I do a few trackdays a I consider myself ‘vaguely rather than ‘really but the way the Very Important Bike is in the sessions at Laguna is puzzling me. In my ‘proper’ session after in with a duff battery, on the ‘big-boys’ set-up Buell, as my largesse, and all is well.

But come two I’m on one set-up for a lighter and it’s making a big difference. The is porpoising from front to on the brakes and on the power and it’s not sure-footed in Laguna’s demanding Normally on most sportsbikes I can get on with standard settings and be as I rarely fiddle with settings, apart from a bit of but around Laguna it seems the 1125R needs to be pretty suspended.

So much so that other riders were my bike, resulting in most of us the Buell technicians to set up the remaining in a similar style.

In the morning were saying that machines were pre-production but then it came to light they may well make changes as they feel they’ve had a bad batch of fork I can forgive the bike this, so as the production bikes have that behaves as well as it did of the time, you’re onto a But it does rather ask the question, launch a bike and give pre-production machines?’ That’s stupid.

Out on the road and with some Californian roads the bike to be a real hit. The motor is a out on the Tarmac, allowing you to leave it in any you like, knowing that willingly pull if the bend up on you. With modern getting smaller and more the Buell is a real breath of air. Sure it’s but there’s plenty of comfort to be had the ergonomics and that bulbous does a good job of protecting you the elements.

Buell XBRR

One thing that was a pain was the blast of very hot which seems to be pumped the radiators down to your foot at low rpm. It must be before this bike the shops as it can be agony in trainers.

On the Buell 1125R is a fine but with a few serious issues. pokey, flickable and different and the do grow on you, even if the top looks like a Ducati that some daft has measured out in inches rather millimetres. It’s a huge for Buell from existing and should do well in introducing new customers to the Buell marque.

After all, this is a different proposition to, say, a although that’s both and bad news. While the 1125R is a alternative to run-of-the-mill UJMs, GSX-R is £500 cheaper, as on the road, better on the track and a more rewarding engine. And going to be the Buell’s biggest at least in the UK.

Why should I buy it?

Try to suspend belief that all this doesn’t work and go and test one of these. The 1125R is both and defined. Let’s just they’ll have ironed out the not bugs before they hit the later this year, the new Buell will stay it was in the Californian sunshine when I saw it: shining bright from angles, like a flawed


Buell say they a ‘Trilogy of Tech’ which is centralization, chassis rigidity and low weight.

The American firm has the 1125R’s specs firmly on mantras, using the ‘innovations’ the air-cooled XB series, such as in the frame, rim-mounted brake and under-belly exhaust, . which the are now copying with their we were the first, way back in says Erik himself. One missing from the older bikes is oil in the swingarm, that’s now in the dry sump.

Much of the 1125R comes the XBRR Formula Extreme bike, the top fairing comes the same ‘virtual’ wind-tunnel, as the eight-pot rim-mounted brakes.

the motor that’s the biggest though, being liquid-cooled. The Helicon motor is a 72-degree with dual overhead and a narrow 14-degree valve for improved downdraft intake. The also has a hydraulic vacuum slipper clutch and a ram-air

To keep things smooth on the the Rotax-developed motor has three shafts, while to keep smooth on the outside, 61mm bodies ensure a linear curve. Suspension is Showa and rear, with 47mm forks and a piggy-back reservoir and both units are fully Wheels are six-spoke lightweight aluminium items.


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