Erik Buell Racing 1190RS Exclusive First Ride- EBR 1190RS Review

26 Май 2015 | Author: | Комментарии к записи Erik Buell Racing 1190RS Exclusive First Ride- EBR 1190RS Review отключены
Buell 1190RR

Erik Buell Racing – Exclusive First Ride EBR 1190RS superbike from Buell Racing.

It’s an old story: A tall, one-eyed man into a bar…well, actually, a great hall…in any case, a where much beer is He strides toward the tree the was built around, pulls a from under his cloak and it deeply into the trunk. sword, he says—now that he has attention—is like no other, but the man who deserves it will be able to it free.

No one can, of course, the hero arrives and pulls the as if from its scabbard. It turns out to be of cleaving an anvil in half, and his son, the most famous in Scandinavian mythology, uses it to an equally famous dragon. yes, that wasn’t any half-blind tree-sticker: It was Odin, of the gods.

There’s a theme in tale: Warriors have dreamed and told stories magical weapons—swords that other swords, guns shoot farther and straighter, planes that are invisible to opponents and outmaneuver them. The thing that has changed is that we no longer just stories about such we very actively pursue to make such things.

Which brings us to a new bit of magical Erik Buell’s EBR 1190RS. riding it for about 50 laps at America, during a test that had originally been for EBR racer Geoff May alone, I was speechless. But May, who was trying the machine for the first time, “This thing is too good to be a he said as he pulled his helmet off his first laps on an EBR 1190 a headlight, turnsignals and taillight. faster than my 1125RR.”

The fiber ducts, similar to used on NASCAR racers, drop pad temperatures more 200 degrees Fahrenheit. But for the rider, the big is that brake feel is light, powerful and controllable, the possibility of dialing in a very amount of braking when the is leaned over.

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

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

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

It certainly showed on the long America front straight. out of the last corner and starting up the the torquey V-Twin had a hard keeping its front wheel on the requiring me to feather the throttle to a loop. Even as it crested the in fourth gear at 140 mph, while I pulled hard up the airbox cover to move weight forward, the front elevated 6 inches before down.

Top speed at the end of the front was pushing 170 mph, and I was braking

But what was truly amazing was the of the power. The 1190cc engine was in East Troy by boring a 1125cc powerplant 3mm. The CP pistons are machined from billets in California and, a thick base gasket the cylinders, yield a 13.6:1 ratio. The rods are forged and overall reciprocating weight is as is the crankshaft mass.

The camshafts are identical to the 1125cc cams but timed for less so the bike can pass emissions A Swiss Suter Racing clutch is fitted, along a compensated output sprocket for the 520 drive. The engine breathes a much-expanded airbox and larger system.

Despite its state of this Superbike hot-rod just like any other even if the race muffler is It settles into an easy and pulls smoothly from above 3000 rpm in top gear.

On the the operating range is amazingly with plentiful torque for corners from below rpm, followed by a top-end pulls harder and harder 11,000 on the way to an 11,500-rpm redline. an engine that is almost the of V-Twin: tractable, torquey, a lazy compared to the frenetic of a Four but with none of the of classic V-Twins.

Buell 1190RR

Braking from the back straight tight Turn 5, I could click down four and between the slipper clutch and the ECU extra air through the Idle-Air-Control system, there was no need to about matching revs or about rear-wheel hop. May that the Suter is the best clutch he has ever used, and one of the big advantages of the 1125RR is that it can deeper into corners the Jordan Suzuki he rode in

The other advantage May mentions is his 1125RR to a 600—something that flyweight Open-Class machine has in You can put it anywhere on the track, then lines with a subtle of the handlebars. It makes a Ducati 848 like a truck.

Yet it’s and fun through the fast, fast at Kettle Bottoms and is composed at the end of the even as the 170-mph wind at you. Similarly, there’s not a of stand-up under braking, steering geometry burying old Buell bugaboo.

The suspension is literally the best money can with the Öhlins fork not with its usual “road and damper cartridges but the 30mm racing cartridges that May in his 1125RR—and that Eric ran last season in the Cycle Attack Performance Yoshimura SuperBike. You can tell because the can handle big compressive loads a wheelie landing with aplomb. The rear shock is an TTX, also the top choice for racing.

Perhaps the biggest improvement previous Buell offerings, is the front brake. Every in the front brake system has changed, and May has run a race-length test it on an 1190RR Superbike at Road toughest circuit of the AMA series on The still singular, still brake worked as well at the end as at the something that wasn’t the with Buell Motorcycle ZTL systems, as Danny Eslick can

The new finned rotor sheds quicker and is more dimensionally with pad-wiping slots of holes and a “glove-cooling” system through the caliper. The carbon ducts, similar to those on NASCAR racers, helps pad temperatures more than 200 Fahrenheit. But for the rider, the big advantage is brake feel is superb, powerful and controllable, with the of dialing in a very precise of braking when the bike is over.

And it’s light: The front wheel, disc, hardware and caliper weigh 14.9 pounds, compared to pounds for the lightest dual-disc on a competitive open-class bike.

You might think of the 1190RS as technology, or perhaps simply as a homologation bike for racing. But the EBR is more than a machine for homologation needs. It is not the basis for a it is a Superbike, more like a than anything that has before, including the Ducati (Geoff May’s new racers are with retimed cams and base gaskets, and few other As such, it’s a near-perfect bike for anyone who can bear the price tag (an estimated $40,000). also Erik Buell’s statement of what he can achieve his hands bound by corporate

I can’t wait for the next.

Buell 1190RR
Buell 1190RR
Buell 1190RR
Buell 1190RR


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