DREAM GARAGE: Erik Buell Racing’s 1190RS Essential Style for Men.

20 Jan 2015 | Author: | Comments Off on DREAM GARAGE: Erik Buell Racing’s 1190RS Essential Style for Men.
Buell 1190RS

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DREAM GARAGE: Erik Buell Racing’s 1190RS

EBR 1190RS image from http://www.erikbuellracing.com/motorcycles/1190rs/.

If someone were to ask you where the best superbikes in the world come from, what country would come to mind?

Would it be Japan?  Would it be England?  What about Italy?

What if we told you one of the best superbikes are made in the United States ?  Would you believe us?

Only the most avid motorcycle enthusiasts are familiar with Erik Buell and Erik Buell Racing.  Not only did Erik Buell race motorcycles, but he was also “a pioneer of modern race motorcycle technology” and the founder of Buell Motorcycles and Erik Buell Racing.

EBR 1190RS image from http://www.erikbuellracing.com/motorcycles/1190rs/.

Here’s a little more about Erik Buell’s racing history from his Wiki page :

After his moped, Buell jumped right up to a 74ci basket-case Harley-Davidson. To quote: “To be exact, it was a ’57 Panhead in a ’52 frame with KHK front end. Red metal flake paint and those crazy two-piece ape hanger handlebars, which would come loose and swing back and forth.

I’d shove wads of steel wool into the mufflers to quiet it down for the cops, but when I was really hauling, it would shoot these glowing balls of flame out the back. Man, that’s cool stuff when you’re a kid!”

Buell raced motocross before becoming interested in road racing in his early 20s. He became an avid part-time road racer and did his racing astride a Ducati in the AMA ‘Superbike’ class and a Yamaha TZ750 in ‘Formula One’, despite the aging race program at Yamaha.

During this period, Buell was employed as a motorcycle mechanic during the day and engineering student taking night classes at the University of Pittsburgh.

After receiving his degree in engineering in 1979, Buell landed a job at Harley-Davidson after he flew himself to Milwaukee, WI to get an interview and “beat my way in the door,” as Buell put it. While at Harley, he was involved with concept motorcycles, Porsche-designed “Nova” V-four program, and was responsible for considerable stability and refinements to the chassis design of the FXR series of cruisers, noted for their rubber-mounted engines.

While working for Harley-Davidson, Buell’s road racing hobby was slowed. Additionally, as Harley-Davidson went through some hard times in the early 1980s, he didn’t feel right racing a Japanese or Italian motorcycle.

But Buell is more well-known for his engineering work and relenting passion to develop the best:

He created his first motorcycle (the RW750) through the development and re-engineering of a Barton engine

In 1984 he started selling his first RW750′s under the Buell Motor Company

He then developed sportbikes using Harley Davidson motors starting with the RR1000, the RR1200 and then with the RS1200

In 1990 he renamed his company the “Buell Motorcycle Company” and Harley Davidson invested 51 percent interest until they eventualls stopped selling Buell motorcycles on October 30, 2009

Which brings us to the near present, when Erik Buell started Erik Buell Racing in November 2009 and introduced the sportbike world to the 1190RS.

EBR 1190RS image from http://www.erikbuellracing.com/motorcycles/1190rs/.

They only plan to make 100 of these 389 lb. 175hp beasts and it looks like the motorcycle world is impressed.  Here’s an excerpt from an article about the 1190RS on CycleWorld.com :

Which brings us to a new bit of magical technology: Erik Buell’s EBR 1190RS. After riding it for about 50 laps at Road America, during a test session that had originally been intended for EBR racer Geoff May alone, I was almost speechless. But May, who was trying the street machine for the first time, wasn’t: “This thing is too good to be a streetbike,” he said as he pulled his helmet off after his first laps on an EBR 1190 with a headlight, turnsignals and taillight. “It’s faster than my 1125RR.”

He wasn’t kidding. The completely stock EBR 1190RS, serial number 11—the first production version—in the Carbon-Fiber Edition, weighed just 384 pounds at the curb, full of everything except fuel. With the optional race muffler and race ECU, the way it appeared at Road America, it weighed just 369 pounds with a dry tank, or 397 pounds with fuel brimming.

And it made as much or more power (175-plus horsepower) than the 1125cc bike May had been racing and placing in the top ten in AMA SuperBike, and with which he even briefly led the 2010 Barber SuperBike race. Meanwhile, the new skinny fairing offered a substantial aerodynamic improvement over more bulbous fairings from the Buell era. The equation was simple: similar power with more torque, similar weight as the pure racing bike and significantly better aerodynamics.

No wonder the 1190RS in Stage 1 trim (muffler, ECU) was literally faster than its pure racing predecessor.

Buell 1190RS

All-new “hubless” cast-magnesium wheels-the latest example of Buell’s  typically radical innovation-contribute to that remarkable weight loss. “During  FEA [finite element analysis] the hub is always dead; it never lights up,” Buell  explains. “The only reason the hub is there is for manufacturing ease. Our  wheels are extremely hard to cast, but they are the lightest in the world. The  front weighs just 5.5 lbs.” The latest-and much improved-version of Buell’s  rim-mounted Zero Torsional Load (ZTL) front brake further reduces unsprung  weight, saving almost 10 lbs. compared to the lightest dual-disc setup, Buell  says.

Suspension is from Ohlins, custom-built to EBR’s specifications at the Ohlins  USA race shop in Hendersonville, North Carolina. The fork uses the same fully  adjustable 30mm cartridges as May’s racebike, and the TTX shock is valved and  sprung specifically for the 1190RS. The constant-tension drive belt is gone,  replaced by a race-ready chain final drive that eases gearing changes.

A  compensated front sprocket eliminates the need for a cush drive on the rear  wheel, further reducing unsprung weight. Buell also junks the stock Rotax  vacuum-activated slipper clutch, replacing it with Suter Racing Technology’s  fantastic, Moto2-spec mechanical slipper.

The individual parts are the best money can buy, but the holistically designed  1190RS is even better than the sum of its parts. Exceptional mass  centralization, revised chassis geometry and radically reduced unsprung weight  let the bike handle unlike any motorcycle we’ve ridden before. Agile at any  speed, it’s remarkably responsive and dead-nuts neutral even under very  aggressive trail-braking-the exact opposite of the heavy-steering, slow-turning  1125R.

Blade-sharp reflexes mean you can always tighten your line, even in the  fastest corners, allowing the bike to carve through Road America’s Carousel and  Kettle Bottoms on unimaginable trajectories.

We could go on and keep finding positive reviews about the 1190RS, but you get our point.

You may be asking yourself – “How much for all this awesomeness on two wheels?”  If you guessed something within the Panigale range of $20-$25k, you would be wrong.  According to erikbuellracing.com. this bike comes in at a hefty price tag of $39,999.

Given the opportunity, we would get the all carbon-fiber upgrade for an additional $4k.

We would do the carbon fiber upgrade for sure. EBR 1190RS image from http://www.erikbuellracing.com/motorcycles/1190rs/.

But seriously, unless you were a trained AMA superbike racer, would you even be able to use even half of the capabilities of this bike if you owned it?

I know I wouldn’t.

It would probably just sit in my garage and I would tell stories about how there were only 100 of these in existence and it would kick the pants off of anything else out there.

For more information on Erik Buell Racing’s 1190RS, you can visit Erik Buell Racing’s official website at http://www.erikbuellracing.com/motorcycles/1190rs/ .

To create Essential Style for Men, mix 2 parts petrol, 1 part secret agent, 1 part rock and roll, 1 part hip-hop and a shot of tequila in a shaker with ice and vigorously shake for 20 seconds. Pour into a martini glass rimmed with explosives and have a supermodel serve for all your friends to enjoy.


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