tset
Sunday, February 17, 2008
2008 Buell 1125R
The Buell Motorcycle Company is set to break the convention in the superbike category with the Buell 1125R, an all-new, liter-class motorcycle that delivers an artful balance of street and track performance. Rooted in the core design principles and character that have defined Buell motorcycles for 25 years, the 1125R offers power, handling and agility that will take its owner to a new level of riding experience.
The Buell 1125R riding experience derives not just from its power, but from a carefully considered combination of engine performance, precise-and-agile handling, advanced aerodynamics, and superior rider environment and control, all packaged with distinctive styling that leaves many of the motorcycle's mechanical components exposed.
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
New V-Twin Muscle
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of a collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The Helicon engine was designed to Buell specifications and is exclusive to Buell. It will be manufactured in Austria by BRP-Rotax. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
The engine is cradled in a new Buell Intuitive Response Chassis (IRC) with massive, rigid aluminum spars that double as the fuel reservoir. The new 1125R sticks to the three tenets of the Buell Trilogy of Technology – chassis rigidity, low unsprung weight and mass centralization – to deliver race-inspired agility and handling. The all-new front fairing and radiator cowling was developed using the latest computational fluid dynamics (CFD) models to provide superior aerodynamics, rider comfort, and efficient air flow to longitudinal radiators and a ram-air intake system.
The front wheel is supported by 47 mm inverted forks. A new Buell ZTL2 front brake features an eight-piston caliper based on the brake developed for the Buell XBRR racing motorcycle. A smooth-shifting six-speed transmission is mated to a new HVA (Hydraulic Vacuum Assist) Slipper Action clutch that uses engine vacuum to boost clutch-lever action and to provide a "slipper" effect when the engine is down-shifted at speed. A new underslung muffler has dual brushed stainless steel outlets.
The Buell 1125R offers an athletic riding position. Quiet Zone aerodynamics are achieved by managing air flow around the rider for enhanced performance and comfort. The toe levers on both the brake and shift foot controls are adjustable to match rider foot size. The instrument cluster features a large analog tachometer and a digital speedometer, plus an Onboard Diagnostic Information System (O.D.I.S.) screen and other interactive features. The fairing shape is inspired by the Buell XBRR and features six-bulb headlamps. LED turn signals are integrated into the mirror housings.
The Buell 1125R is available with Midnight Black bodywork, Diamond Blue wheels, Diamond Blue frame and swingarm, and Fusion Bronze engine trim.
FEATURES:
Trilogy of Technology: The Gospel According to Erik
The three legs of the Trilogy of Technology underpin every aspect of design at Buell Motorcycle Company: Mass Centralization, Low Unsprung Weight and Chassis Rigidity. The goal is always to create a motorcycle that handles intuitively, and that predictably and accurately responds to input so that the bike behaves as an extension of the rider. Here are some examples of the Trilogy of Tech as applied to the new Buell 1125R:
Mass Centralization and achieving the optimal center of gravity makes quick direction changes seem effortless.
Compact 72-degree DOHC V-Twin engine places more engine mass along the centerline of the motorcycle, and allows the engine to be located further forward in the frame.
Massive aluminum frame spars double as a 5.6-gallon fuel reservoir, to carry fuel lower on the chassis.
Radiators are mounted longitudinally between the front wheel and the frame. This radiator location also allows the engine to be positioned further forward in the frame.
The muffler is located below the engine, rather than high and behind the rider.
Chassis Rigidity allows the motorcycle to hold a precise line when it is subjected to side-loads in corners.
A new-generation Intuitive Response Chassis (IRC) is optimized for torsional stiffness.
The engine is solid-mounted to the frame and acts as a structural member.
The swingarm pivot point is located in the engine case structure, creating a more-rigid connection between the front and rear wheels.
First OEM spec 47 mm inverted front forks with reduced friction seals are secured in rigid triple clamps.
Low Unsprung Weight enhances traction, maneuverability and stability.
New Buell ZTL2 front brake system, utilizing a single disc and new cast caliper assembly with four pads, is approximately six pounds lighter than twin disc brakes.
The New Buell ZTL2 front brake transmits forces from the rotor directly to the rim, so torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel hub and spoke configuration that reduces steering inertia.
The rear brake caliper is mounted directly to the swing arm eliminating the typical brake carrier and an additional 1.5 pounds of unsprung weight.
A reinforced Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds.
The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.
Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.
Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.
The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.
A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.
The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration – generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.
The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting.
The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.
Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.
Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.
Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.
Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.
Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.
Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.
Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.
Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.
The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.
Chassis and Suspension Features
An all-new Buell IRC (Intuitive Response Chassis) is made in the USA and is the stiffest chassis ever offered by Buell. Its rigidity is aided by the engine, which is a rigid stressed member of the chassis. The inner frame incorporates air-flow channels that create a low-pressure area behind the engine to draw hot air out the rear of the motorcycle. Utilizing patented Buell Fuel in the Frame technology, the aluminum frame spars double as a 5.6-gallon fuel reservoir.
The stiffness of a new cast-aluminum swing arm has been tuned for the 1125R. The pivot point of the cast-aluminum swing arm is located in the engine cases to create a more rigid connection between the rear wheel, the frame, and the front wheel. By placing the swing arm pivot point forward in the engine cases, the anti-squat properties and suspension control of the 1125R were optimized. The rigid connection to the engine was used to optimize the stiffness of the swing arm in relation to the overall chassis.
A fully-adjustable Showa rear shock/spring unit features an external piggyback reservoir for good heat dissipation. To reduce weight, the shock is mounted directly between the frame and the swingarm without linkage, and its off-center placement optimizes airflow through the motorcycle.
Fully-adjustable Showa 47mm inverted front forks and new triple clamps stiffen the torsional response of the front end and improve steering response. A new fixed bushing slides against the hard-chrome surface of the fork tube, reducing friction. Compression adjustment can be made with a simple hex-key tool.
Wheelbase is 54.5 inches, rake is 21 degrees and trail is 3.3 inches.
Brake System Features
New Buell ZTL2 (Zero Torsional Load) front brake utilizes an eight-piston caliper based on a design developed for the Buell XBRR production racing motorcycle. The eight-piston design offers a larger pad surface, optimizes heat-dissipation capability and allows even pressure distribution over each of the four pads in the caliper.
The caliper casting was optimized for clamping stiffness, yielding a more progressive and connected braking feel to the rider. A single 375 mm stainless steel rotor is mounted directly to the wheel rim. This design produces outstanding stopping power and weighs less than a dual-disc system. And because braking forces are transmitted directly from the rotor to the rim, torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel that also helps reduce steering inertia.
The rear brake utilizes a 240 mm stainless steel rotor gripped by a two-piston caliper. The caliper is mounted directly to the inner surface of the swing arm, so it is hidden from view and also weighs 1.5 pound less than a typical rear-brake design.
Front and rear brakes are fitted with braided steel brake lines for optimal feel and braking performance.
The front brake hand control is adjustable for reach. The rear brake foot control is adjustable for reach, and the toe piece is adjustable to match rider foot size.
Clutch and Transmission Features
HVA (Hydraulic Vacuum Assist) Slipper Action clutch features hydraulic actuation from the hand control with assistance from engine vacuum for lighter clutch effort. The vacuum assist also produces the same effect as a "slipper" clutch for more controlled engine braking during high-speed downshifts.
A six-speed, close-ratio transmission is an oblique stacked configuration that is tilted to minimize overall powertrain length and allows the engine to be optimally placed within the chassis. Gear ratios were selected to allow the engine to remain within its optimal power band at typical operating speeds.
A Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds. The belt system is clean, quiet and extremely strong.
Aerodynamics
Quiet Zone cockpit aerodynamics were developed using computational fluid dynamics (CFD) models and experience gained in development of the Buell XBRR production racing motorcycle. The shape of the fairing and windshield optimize air flow over and around the rider for reduced drag and enhanced rider comfort.
Computational fluid dynamics (CFD) models were also used to design the efficient, aerodynamic shapes of the radiator cowlings, which direct radiator heat away from the rider.
The fairing incorporates a six-bulb headlight system for brilliant road illumination at night. Two bulbs are illuminated in daylight running mode for enhanced visibility in traffic.
LED turn signals are incorporated in the aerodynamic mirror housings where their placement and brilliance are more visible to other drivers.
Rider Interface
The Buell 1125R offers an athletic rider position with a foot peg location that provides 50-degree lean clearance in cornering situations.
Quiet Zone cockpit aerodynamics optimizes air flow around the rider.
Brake and clutch hand controls are adjustable for reach.
Foot controls (brake and shifter) feature toe pegs that adjust to rider foot size.
Wiring harness is pre-wired for accessory heated hand grips.
Instrument cluster features:
Large analog tachometer
Digital speedometer on an LED screen visible within a 50-degree angle of view
ODIS (Onboard Diagnostic Information System) displays service codes
Four-digit security code system immobilizes the ignition
Lap timer and splits
Ambient air temperature
Coolant temperature
Two trip odometers
Instantaneous miles per gallon
Average miles per gallon
Low fuel indication with trip count
SPECIFICATIONS:
Dimensions
Overall Length6 78.60 in. (1996 mm)
Overall Width8 28.20 in. (716 mm)
Seat Height7 30.50 in. (775 mm)
Ground Clearance6 4.50 in. (114 mm)
Rake7 (steering head) 21°
Fork Angle7 21°
Lean Angle9:
Soft Contact, Right - 48°
Soft Contact, Left - 48°
Hard Contact, Right - 50°
Hard Contact, Left - 50°
Trail7 3.30 in. (84 mm)
Wheelbase6 54.60 in. (1387 mm)
Tires4 (Corsa III):
Front - 120/70 ZR-17
Rear - 180/55 ZR-17
Fuel Capacity 5.6 gal. (21.20 L)
Reserve Fuel Capacity 0.8 gal. (3.0 L)
Weight:
Dry Weight 375 lbs. (170 kg)
Gross Vehicle Weight Rating 850 lbs. (386 kg)
Load Capacity 395 lbs. (179 kg)
Engine
Engine Liquid-cooled, 4-stroke, 72° V-Twin
Valve Train Dual OHC, 4 valves per cylinder, finger follower
design & shimming
Bore x Stroke 4.055 in. x 2.658 in. (103 mm x 67.50 mm)
Displacement 68.70 cu. in. (1125 cc)
Compression Ratio 12.3:1
Fuel Delivery Dual 61 mm down draft throttle bodies, DDFI III
fuel injection
Intake Zero-resistance airbox, Pressurized RAM air intake
Exhaust Tuned, tri-pass resonance chamber with intergal
helmholtz tuning and mass centralized mounting
Torque
(North America per SAE J607)
82 ft. lbs. (111 NM @ 8000 rpm)
Horsepower
(North America per SAE J607)
146 hp @ 9800 rpm
Lubrication Dry-sump with integrated oil reservoir
in lower crankcase
Oil Capacity 4 qts. (3.8 L)
Oil Filtration Disposable cartridge
Drivetrain
Primary Drive Helical Gear, 0.554:1 36/65 ratio
Final Drive3 Constant path, 14 mm pitch aramid-reinforced
Goodyear® Hibrex® belt with Flexten® Plus
technology, 2.593:1 (70/27) ratio
Clutch Wet, multi-plate, Hydraulic Vacuum Assist (HVA)
slipper-action clutch, hydraulic clutch lever effort
Transmission 6-speed, straight cut gears
Gear Ratios:
1st 2.462
2nd 1.750
3rd 1.381
4th 1.174
5th 1.042
6th 1.000
Chassis4
Frame Aluminum frame, fuel in frame
Front Fork 47 mm Showa® inverted forks with adjustable
compression damping, rebound damping and
spring preload
Rear Shock Showa® coil-over monoschock with external
piggyback reservoir and adjustable compression
damping, rebound damping and spring preload
Wheels: Diamond Blue
Front 6-spoke, ZTL2 cast aluminum,
3.50 in. x 17 in.
(89 mm x 432 mm)
Rear 6-spoke, ZTL2 cast aluminum,
5.50 in. x 17 in.
(140 mm x 432 mm)
Brakes:
Front ZTL²-type brake, 8-piston, 4 pads, fixed caliper,
375 mm single-sided, inside out,
stainless steel, floating rotor
Rear Two-piston, direct mount caliper; 240 mm,
stainless steel, fixed rotor
Suspension Travel:
Front Wheel - 4.72 in. (120 mm)
Rear Wheel - 5 in. (127 mm)
Electric
Battery (per Battery Council International Rating)
Sealed lead acid, maintenance-free, 12V,
12-amp/hour, 200 cca
Charging 32-amp, permanent magnet, three-phase, solidstate
regulator (432W @ 7000 rpm, 432W peak)
Starting 900W electric with one way clutch
Lights (as per country regulation):
Headlamp (six-bulb headlamp system with daylight running mode, 35-watt [H8])
Tail / Stop Lights - 70-watt low beam (two bulbs,35-watt each), 140-watt high beam (70-watt low beam with two additional bulbs,35-watt each)
Turn Signal Lights- 5W/21W LED manual canceling
License Plate Light - 5W
Instruments
Instrument cluster with ODIS (Onboard Diagnostic Information
System) featuring analog tachometer with integrated shift light,
digital speedometer on LED display, odometer, ODIS service code
display, 4-digit security system with ignition immobilizer, lap timer
(records up to 99 lap times) and splits, ambient air temperature, coolant
temperature, average and instantaneous fuel consumption, miles
to next service display, low fuel (plus miles traveled on reserve);
high beam, neutral, turn signals; clock
Colors5
Midnight Black; Diamond Blue Frame
Warranty
Warranty 24 months (unlimited mileage)
1 Specifications for non-U.S. markets might differ. Buell reserves the right to discontinue
models or change specifications at any time without incurring any obligations. Vehicle
specifications may vary from country to country depending on local laws. Some models
are not available in certain countries.
2 Based on tests conducted under lab conditions per U.S. E.P.A. test procedures.
Mileage will vary depending on personal riding habits, weather conditions, trip length
and vehicle condition.
3 Hibrex® and Flexten® are registered trademarks of the Goodyear Tire & Rubber Company.
4 Showa®, Dunlop®, Pirelli® and BRP-Rotax® are registered trademarks of their respective owners.
5 Availability may vary from dealer to dealer, and is subject to change without notice.
6 Unladen, wet configuration (no rider, all fluids).
7 Laden, wet configuration (design rider, all fluids).
8 Without mirrors.
9 Bottomed-out configuration (100% suspension compression).
For fuel economy information, please visit www.buell.com.
2008 specifications1 1125R
Media Press Release:
BUELL 1125R FEATURES AND TECHNOLOGY DETAILS
How Buell has Redefined the Sportbike Riding Experience
EAST TROY, Wis. (July 8, 2007) – The Buell 1125R represents an all-new platform from the Buell Motorcycle Company that is changed in almost every respect from previous Buell models, but stays true to Buell's design and engineering philosophies. Although some of these ideas go against the conventional wisdom of the category, their steadfast application results in a motorcycle that delivers outstanding power, handling, comfort and convenience; a motorcycle that will deliver an exceptional rider experience.
The Buell 1125R joins the XB and Blast as a third and distinct Buell motorcycle platform. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
Trilogy of Technology: The Gospel According to Erik
The three legs of the Trilogy of Technology underpin every aspect of design at Buell Motorcycle Company: Mass Centralization, Low Unsprung Weight and Chassis Rigidity. The goal is always to create a motorcycle that handles intuitively, and that predictably and accurately responds to input so that the bike behaves as an extension of the rider. Here are some examples of the Trilogy of Tech as applied to the new Buell 1125R:
Mass Centralization and achieving the optimal center of gravity makes quick direction changes seem effortless.
Compact 72-degree DOHC V-Twin engine places more engine mass along the centerline of the motorcycle, and allows the engine to be located further forward in the frame.
Massive aluminum frame spars double as a 5.6-gallon fuel reservoir, to carry fuel lower on the chassis.
Radiators are mounted longitudinally between the front wheel and the frame. This radiator location also allows the engine to be positioned further forward in the frame.
The muffler is located below the engine, rather than high and behind the rider.
Chassis Rigidity allows the motorcycle to hold a precise line when it is subjected to side-loads in corners.
A new-generation Intuitive Response Chassis (IRC) is optimized for torsional stiffness.
The engine is solid-mounted to the frame and acts as a structural member.
The swingarm pivot point is located in the engine case structure, creating a more-rigid connection between the front and rear wheels.
First OEM spec 47 mm inverted front forks with reduced friction seals are secured in rigid triple clamps.
Low Unsprung Weight enhances traction, maneuverability and stability.
New Buell ZTL2 front brake system, utilizing a single disc and new cast caliper assembly with four pads, is approximately six pounds lighter than twin disc brakes.
The New Buell ZTL2 front brake transmits forces from the rotor directly to the rim, so torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel hub and spoke configuration that reduces steering inertia.
The rear brake caliper is mounted directly to the swing arm eliminating the typical brake carrier and an additional 1.5 pounds of unsprung weight.
A reinforced Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds.
The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.
Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.
Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.
The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.
A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.
The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration – generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.
The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting.
The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.
Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.
Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.
Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.
Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.
Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.
Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.
Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.
Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.
The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.
Chassis and Suspension Features
An all-new Buell IRC (Intuitive Response Chassis) is made in the USA and is the stiffest chassis ever offered by Buell. Its rigidity is aided by the engine, which is a rigid stressed member of the chassis. The inner frame incorporates air-flow channels that create a low-pressure area behind the engine to draw hot air out the rear of the motorcycle. Utilizing patented Buell Fuel in the Frame technology, the aluminum frame spars double as a 5.6-gallon fuel reservoir.
The stiffness of a new cast-aluminum swing arm has been tuned for the 1125R. The pivot point of the cast-aluminum swing arm is located in the engine cases to create a more rigid connection between the rear wheel, the frame, and the front wheel. By placing the swing arm pivot point forward in the engine cases, the anti-squat properties and suspension control of the 1125R were optimized. The rigid connection to the engine was used to optimize the stiffness of the swing arm in relation to the overall chassis.
A fully-adjustable Showa rear shock/spring unit features an external piggyback reservoir for good heat dissipation. To reduce weight, the shock is mounted directly between the frame and the swingarm without linkage, and its off-center placement optimizes airflow through the motorcycle.
Fully-adjustable Showa 47mm inverted front forks and new triple clamps stiffen the torsional response of the front end and improve steering response. A new fixed bushing slides against the hard-chrome surface of the fork tube, reducing friction. Compression adjustment can be made with a simple hex-key tool.
Wheelbase is 54.5 inches, rake is 21 degrees and trail is 3.3 inches.
Brake System Features
New Buell ZTL2 (Zero Torsional Load) front brake utilizes an eight-piston caliper based on a design developed for the Buell XBRR production racing motorcycle. The eight-piston design offers a larger pad surface, optimizes heat-dissipation capability and allows even pressure distribution over each of the four pads in the caliper.
The caliper casting was optimized for clamping stiffness, yielding a more progressive and connected braking feel to the rider. A single 375 mm stainless steel rotor is mounted directly to the wheel rim. This design produces outstanding stopping power and weighs less than a dual-disc system. And because braking forces are transmitted directly from the rotor to the rim, torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel that also helps reduce steering inertia.
The rear brake utilizes a 240 mm stainless steel rotor gripped by a two-piston caliper. The caliper is mounted directly to the inner surface of the swing arm, so it is hidden from view and also weighs 1.5 pound less than a typical rear-brake design.
Front and rear brakes are fitted with braided steel brake lines for optimal feel and braking performance.
The front brake hand control is adjustable for reach. The rear brake foot control is adjustable for reach, and the toe piece is adjustable to match rider foot size.
Clutch and Transmission Features
HVA (Hydraulic Vacuum Assist) Slipper Action clutch features hydraulic actuation from the hand control with assistance from engine vacuum for lighter clutch effort. The vacuum assist also produces the same effect as a "slipper" clutch for more controlled engine braking during high-speed downshifts.
A six-speed, close-ratio transmission is an oblique stacked configuration that is tilted to minimize overall powertrain length and allows the engine to be optimally placed within the chassis. Gear ratios were selected to allow the engine to remain within its optimal power band at typical operating speeds.
A Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds. The belt system is clean, quiet and extremely strong.
Aerodynamics
Quiet Zone cockpit aerodynamics were developed using computational fluid dynamics (CFD) models and experience gained in development of the Buell XBRR production racing motorcycle. The shape of the fairing and windshield optimize air flow over and around the rider for reduced drag and enhanced rider comfort.
Computational fluid dynamics (CFD) models were also used to design the efficient, aerodynamic shapes of the radiator cowlings, which direct radiator heat away from the rider.
The fairing incorporates a six-bulb headlight system for brilliant road illumination at night. Two bulbs are illuminated in daylight running mode for enhanced visibility in traffic.
LED turn signals are incorporated in the aerodynamic mirror housings where their placement and brilliance are more visible to other drivers.
Rider Interface
The Buell 1125R offers an athletic rider position with a foot peg location that provides 50-degree lean clearance in cornering situations.
Quiet Zone cockpit aerodynamics optimizes air flow around the rider.
Brake and clutch hand controls are adjustable for reach.
Foot controls (brake and shifter) feature toe pegs that adjust to rider foot size.
Wiring harness is pre-wired for accessory heated hand grips.
Instrument cluster features:
Large analog tachometer
Digital speedometer on an LED screen visible within a 50-degree angle of view
ODIS (Onboard Diagnostic Information System) displays service codes
Four-digit security code system immobilizes the ignition
Lap timer and splits
Ambient air temperature
Coolant temperature
Two trip odometers
Instantaneous miles per gallon
Average miles per gallon
Low fuel indication with trip count
Buell 1125R Colors
Bodywork: Midnight Black
Wheels: Diamond Blue
Frame and Swingarm: Diamond Blue
Engine Trim: Fusion Bronze
Media Release #2
NEW BUELL 1125R REDEFINES THE SPORTBIKE RIDING EXPERIENCE
Liquid-Cooled V-Twin Wraps 146-hp in Patented Buell Technology
EAST TROY, Wis. (July 8, 2007) – The Buell Motorcycle Company is set to break the convention of the superbike category with the Buell 1125R, an all-new, liter-class motorcycle that delivers an artful balance of street and track performance. Rooted in the core design principles and character that have defined Buell motorcycles for 25 years, the 1125R offers power, handling and agility that will take its owner to a new level of riding experience. The Buell 1125R joins the XB and Blast as a third and distinct Buell motorcycle platform. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
"We designed the 1125R from the rider down," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "The 1125R takes Buell to a new level of performance, while continuing to embrace the fundamental Buell principals of motorcycle design and offering a great motorcycle riding experience."
The Buell 1125R riding experience derives not just from its power, but from a carefully considered combination of engine performance, precise-and-agile handling, advanced aerodynamics, and superior rider environment and control, all packaged with distinctive styling that leaves many of the motorcycle's mechanical components exposed.
New V-Twin Muscle
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of a collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The Helicon engine was designed to Buell specifications and is exclusive to Buell. It will be manufactured in Austria by BRP-Rotax. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
The engine is cradled in a new Buell Intuitive Response Chassis (IRC) with massive, rigid aluminum spars that double as the fuel reservoir. The new 1125R sticks to the three tenets of the Buell Trilogy of Technology – chassis rigidity, low unsprung weight and mass centralization – to deliver race-inspired agility and handling. The all-new front fairing and radiator cowling was developed using the latest computational fluid dynamics (CFD) models to provide superior aerodynamics, rider comfort, and efficient air flow to longitudinal radiators and a ram-air intake system.
The front wheel is supported by 47 mm inverted forks. A new Buell ZTL2 front brake features an eight-piston caliper based on the brake developed for the Buell XBRR racing motorcycle. A smooth-shifting six-speed transmission is mated to a new HVA (Hydraulic Vacuum Assist) Slipper Action clutch that uses engine vacuum to boost clutch-lever action and to provide a "slipper" effect when the engine is down-shifted at speed. A new underslung muffler has dual brushed stainless steel outlets.
The Buell 1125R offers an athletic riding position. Quiet Zone aerodynamics are achieved by managing air flow around the rider for enhanced performance and comfort. The toe levers on both the brake and shift foot controls are adjustable to match rider foot size. The instrument cluster features a large analog tachometer and a digital speedometer, plus an Onboard Diagnostic Information System (O.D.I.S.) screen and other interactive features. The fairing shape is inspired by the Buell XBRR and features six-bulb headlamps. LED turn signals are integrated into the mirror housings.
The Buell 1125R is available with Midnight Black bodywork, Diamond Blue wheels, Diamond Blue frame and swingarm, and Fusion Bronze engine trim.
Media Release #3
2008 BUELL LINE FEATURES NEW LIQUID-COOLED 1125R SPORTBIKE
Company Marks 25 Years of Building American Sport Motorcycles
EAST TROY, Wis. (July 8, 2007) – Two major milestones will mark the 2008 model year for the Buell Motorcycle Company. As Buell celebrates its 25th year of building innovative American sport motorcycles, it also makes a significant move into a new category with the introduction of the Buell 1125R, an all-new high-performance sportbike powered by an 1125cc liquid-cooled V-Twin engine.
The Buell 1125R is the first model on an all-new Buell platform, and is one of nine models in a 2008 Buell line-up that also includes five bikes in the Lightning streetfighter series, the original sportfighter XB12R Firebolt, the XB12X Ulysses adventure-sportbike, and the single-cylinder Buell Blast.
"In 1983, I set out to build a world-class American racing motorcycle," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "That project turned out to be the first step on a journey of many exciting twists and turns for the Company and our riders. It's really perfect timing to be able to celebrate a significant anniversary in a year when we launch the Buell 1125R, a motorcycle that applies all of the lessons we've learned over a quarter-century, and rolls out new ideas and innovation. I think the Buell 1125R delivers a combination of performance, intuitive handling and athleticism that will redefine the superbike riding experience."
Buell Highlights for 2008 (see separate releases for more detail on each topic)
25 Years of American Sport Motorcycles
To note the 25th anniversary of Erik Buell's founding of the Buell Motorcycle Company in 1983, all 2008 Buell models except the Blast will carry a commemorative badge featuring Erik's signature.
Introducing the Buell 1125R
An all-new model set to break the convention of the superbike category, the Buell 1125R is powered by the Buell 1125R Helicon engine, an 1125cc DOHC liquid-cooled V-Twin cradled in a Buell Intuitive Response Chassis. The Helicon was specified by Buell and designed in partnership with BRP-Rotax, one of the premier recreational engine manufacturers in the world. Utilizing the Buell Trilogy of Tech principles and computer-modeled aerodynamics, the 1125R is designed to deliver the precise handling that has defined Buell for 25 years with a new level of engine performance. Buell developed this powertrain to meet a customer experience specification. It delivers the power of a superbike with the abundant torque characteristics of a V-Twin for outstanding overall performance and tractability. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
Thunderstorm V-Twin Updates
Buell advances the performance of its air/oil/fan-cooled Thunderstorm V-Twin engine series with a larger crank pin, an improved oiling system, and a new electronic timing system and ECM that controls an all new DDFI 3 fuel injection system. Combined, these changes improve drivability and performance, and reduce service maintenance costs. The Thunderstorm V-Twin engine powers all models in the Buell XB platform.
New Front End on XB12X Ulysses
The XB12X Ulysses adventure sportbike has new off-set 47 mm inverted front forks and robust off-set triple clamps that reduce fork flex under hard braking. Steering sweep is increased from 54 to 74 degrees for improved low-speed off-road maneuverability, and the Ulysses now comes with standard heated hand grips.
http://www.totalmotorcycle.com/photos/2008models/2008models-Buell-1125R.htm
The Buell 1125R riding experience derives not just from its power, but from a carefully considered combination of engine performance, precise-and-agile handling, advanced aerodynamics, and superior rider environment and control, all packaged with distinctive styling that leaves many of the motorcycle's mechanical components exposed.
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
New V-Twin Muscle
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of a collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The Helicon engine was designed to Buell specifications and is exclusive to Buell. It will be manufactured in Austria by BRP-Rotax. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
The engine is cradled in a new Buell Intuitive Response Chassis (IRC) with massive, rigid aluminum spars that double as the fuel reservoir. The new 1125R sticks to the three tenets of the Buell Trilogy of Technology – chassis rigidity, low unsprung weight and mass centralization – to deliver race-inspired agility and handling. The all-new front fairing and radiator cowling was developed using the latest computational fluid dynamics (CFD) models to provide superior aerodynamics, rider comfort, and efficient air flow to longitudinal radiators and a ram-air intake system.
The front wheel is supported by 47 mm inverted forks. A new Buell ZTL2 front brake features an eight-piston caliper based on the brake developed for the Buell XBRR racing motorcycle. A smooth-shifting six-speed transmission is mated to a new HVA (Hydraulic Vacuum Assist) Slipper Action clutch that uses engine vacuum to boost clutch-lever action and to provide a "slipper" effect when the engine is down-shifted at speed. A new underslung muffler has dual brushed stainless steel outlets.
The Buell 1125R offers an athletic riding position. Quiet Zone aerodynamics are achieved by managing air flow around the rider for enhanced performance and comfort. The toe levers on both the brake and shift foot controls are adjustable to match rider foot size. The instrument cluster features a large analog tachometer and a digital speedometer, plus an Onboard Diagnostic Information System (O.D.I.S.) screen and other interactive features. The fairing shape is inspired by the Buell XBRR and features six-bulb headlamps. LED turn signals are integrated into the mirror housings.
The Buell 1125R is available with Midnight Black bodywork, Diamond Blue wheels, Diamond Blue frame and swingarm, and Fusion Bronze engine trim.
FEATURES:
Trilogy of Technology: The Gospel According to Erik
The three legs of the Trilogy of Technology underpin every aspect of design at Buell Motorcycle Company: Mass Centralization, Low Unsprung Weight and Chassis Rigidity. The goal is always to create a motorcycle that handles intuitively, and that predictably and accurately responds to input so that the bike behaves as an extension of the rider. Here are some examples of the Trilogy of Tech as applied to the new Buell 1125R:
Mass Centralization and achieving the optimal center of gravity makes quick direction changes seem effortless.
Compact 72-degree DOHC V-Twin engine places more engine mass along the centerline of the motorcycle, and allows the engine to be located further forward in the frame.
Massive aluminum frame spars double as a 5.6-gallon fuel reservoir, to carry fuel lower on the chassis.
Radiators are mounted longitudinally between the front wheel and the frame. This radiator location also allows the engine to be positioned further forward in the frame.
The muffler is located below the engine, rather than high and behind the rider.
Chassis Rigidity allows the motorcycle to hold a precise line when it is subjected to side-loads in corners.
A new-generation Intuitive Response Chassis (IRC) is optimized for torsional stiffness.
The engine is solid-mounted to the frame and acts as a structural member.
The swingarm pivot point is located in the engine case structure, creating a more-rigid connection between the front and rear wheels.
First OEM spec 47 mm inverted front forks with reduced friction seals are secured in rigid triple clamps.
Low Unsprung Weight enhances traction, maneuverability and stability.
New Buell ZTL2 front brake system, utilizing a single disc and new cast caliper assembly with four pads, is approximately six pounds lighter than twin disc brakes.
The New Buell ZTL2 front brake transmits forces from the rotor directly to the rim, so torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel hub and spoke configuration that reduces steering inertia.
The rear brake caliper is mounted directly to the swing arm eliminating the typical brake carrier and an additional 1.5 pounds of unsprung weight.
A reinforced Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds.
The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.
Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.
Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.
The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.
A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.
The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration – generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.
The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting.
The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.
Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.
Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.
Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.
Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.
Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.
Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.
Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.
Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.
The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.
Chassis and Suspension Features
An all-new Buell IRC (Intuitive Response Chassis) is made in the USA and is the stiffest chassis ever offered by Buell. Its rigidity is aided by the engine, which is a rigid stressed member of the chassis. The inner frame incorporates air-flow channels that create a low-pressure area behind the engine to draw hot air out the rear of the motorcycle. Utilizing patented Buell Fuel in the Frame technology, the aluminum frame spars double as a 5.6-gallon fuel reservoir.
The stiffness of a new cast-aluminum swing arm has been tuned for the 1125R. The pivot point of the cast-aluminum swing arm is located in the engine cases to create a more rigid connection between the rear wheel, the frame, and the front wheel. By placing the swing arm pivot point forward in the engine cases, the anti-squat properties and suspension control of the 1125R were optimized. The rigid connection to the engine was used to optimize the stiffness of the swing arm in relation to the overall chassis.
A fully-adjustable Showa rear shock/spring unit features an external piggyback reservoir for good heat dissipation. To reduce weight, the shock is mounted directly between the frame and the swingarm without linkage, and its off-center placement optimizes airflow through the motorcycle.
Fully-adjustable Showa 47mm inverted front forks and new triple clamps stiffen the torsional response of the front end and improve steering response. A new fixed bushing slides against the hard-chrome surface of the fork tube, reducing friction. Compression adjustment can be made with a simple hex-key tool.
Wheelbase is 54.5 inches, rake is 21 degrees and trail is 3.3 inches.
Brake System Features
New Buell ZTL2 (Zero Torsional Load) front brake utilizes an eight-piston caliper based on a design developed for the Buell XBRR production racing motorcycle. The eight-piston design offers a larger pad surface, optimizes heat-dissipation capability and allows even pressure distribution over each of the four pads in the caliper.
The caliper casting was optimized for clamping stiffness, yielding a more progressive and connected braking feel to the rider. A single 375 mm stainless steel rotor is mounted directly to the wheel rim. This design produces outstanding stopping power and weighs less than a dual-disc system. And because braking forces are transmitted directly from the rotor to the rim, torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel that also helps reduce steering inertia.
The rear brake utilizes a 240 mm stainless steel rotor gripped by a two-piston caliper. The caliper is mounted directly to the inner surface of the swing arm, so it is hidden from view and also weighs 1.5 pound less than a typical rear-brake design.
Front and rear brakes are fitted with braided steel brake lines for optimal feel and braking performance.
The front brake hand control is adjustable for reach. The rear brake foot control is adjustable for reach, and the toe piece is adjustable to match rider foot size.
Clutch and Transmission Features
HVA (Hydraulic Vacuum Assist) Slipper Action clutch features hydraulic actuation from the hand control with assistance from engine vacuum for lighter clutch effort. The vacuum assist also produces the same effect as a "slipper" clutch for more controlled engine braking during high-speed downshifts.
A six-speed, close-ratio transmission is an oblique stacked configuration that is tilted to minimize overall powertrain length and allows the engine to be optimally placed within the chassis. Gear ratios were selected to allow the engine to remain within its optimal power band at typical operating speeds.
A Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds. The belt system is clean, quiet and extremely strong.
Aerodynamics
Quiet Zone cockpit aerodynamics were developed using computational fluid dynamics (CFD) models and experience gained in development of the Buell XBRR production racing motorcycle. The shape of the fairing and windshield optimize air flow over and around the rider for reduced drag and enhanced rider comfort.
Computational fluid dynamics (CFD) models were also used to design the efficient, aerodynamic shapes of the radiator cowlings, which direct radiator heat away from the rider.
The fairing incorporates a six-bulb headlight system for brilliant road illumination at night. Two bulbs are illuminated in daylight running mode for enhanced visibility in traffic.
LED turn signals are incorporated in the aerodynamic mirror housings where their placement and brilliance are more visible to other drivers.
Rider Interface
The Buell 1125R offers an athletic rider position with a foot peg location that provides 50-degree lean clearance in cornering situations.
Quiet Zone cockpit aerodynamics optimizes air flow around the rider.
Brake and clutch hand controls are adjustable for reach.
Foot controls (brake and shifter) feature toe pegs that adjust to rider foot size.
Wiring harness is pre-wired for accessory heated hand grips.
Instrument cluster features:
Large analog tachometer
Digital speedometer on an LED screen visible within a 50-degree angle of view
ODIS (Onboard Diagnostic Information System) displays service codes
Four-digit security code system immobilizes the ignition
Lap timer and splits
Ambient air temperature
Coolant temperature
Two trip odometers
Instantaneous miles per gallon
Average miles per gallon
Low fuel indication with trip count
SPECIFICATIONS:
Dimensions
Overall Length6 78.60 in. (1996 mm)
Overall Width8 28.20 in. (716 mm)
Seat Height7 30.50 in. (775 mm)
Ground Clearance6 4.50 in. (114 mm)
Rake7 (steering head) 21°
Fork Angle7 21°
Lean Angle9:
Soft Contact, Right - 48°
Soft Contact, Left - 48°
Hard Contact, Right - 50°
Hard Contact, Left - 50°
Trail7 3.30 in. (84 mm)
Wheelbase6 54.60 in. (1387 mm)
Tires4 (Corsa III):
Front - 120/70 ZR-17
Rear - 180/55 ZR-17
Fuel Capacity 5.6 gal. (21.20 L)
Reserve Fuel Capacity 0.8 gal. (3.0 L)
Weight:
Dry Weight 375 lbs. (170 kg)
Gross Vehicle Weight Rating 850 lbs. (386 kg)
Load Capacity 395 lbs. (179 kg)
Engine
Engine Liquid-cooled, 4-stroke, 72° V-Twin
Valve Train Dual OHC, 4 valves per cylinder, finger follower
design & shimming
Bore x Stroke 4.055 in. x 2.658 in. (103 mm x 67.50 mm)
Displacement 68.70 cu. in. (1125 cc)
Compression Ratio 12.3:1
Fuel Delivery Dual 61 mm down draft throttle bodies, DDFI III
fuel injection
Intake Zero-resistance airbox, Pressurized RAM air intake
Exhaust Tuned, tri-pass resonance chamber with intergal
helmholtz tuning and mass centralized mounting
Torque
(North America per SAE J607)
82 ft. lbs. (111 NM @ 8000 rpm)
Horsepower
(North America per SAE J607)
146 hp @ 9800 rpm
Lubrication Dry-sump with integrated oil reservoir
in lower crankcase
Oil Capacity 4 qts. (3.8 L)
Oil Filtration Disposable cartridge
Drivetrain
Primary Drive Helical Gear, 0.554:1 36/65 ratio
Final Drive3 Constant path, 14 mm pitch aramid-reinforced
Goodyear® Hibrex® belt with Flexten® Plus
technology, 2.593:1 (70/27) ratio
Clutch Wet, multi-plate, Hydraulic Vacuum Assist (HVA)
slipper-action clutch, hydraulic clutch lever effort
Transmission 6-speed, straight cut gears
Gear Ratios:
1st 2.462
2nd 1.750
3rd 1.381
4th 1.174
5th 1.042
6th 1.000
Chassis4
Frame Aluminum frame, fuel in frame
Front Fork 47 mm Showa® inverted forks with adjustable
compression damping, rebound damping and
spring preload
Rear Shock Showa® coil-over monoschock with external
piggyback reservoir and adjustable compression
damping, rebound damping and spring preload
Wheels: Diamond Blue
Front 6-spoke, ZTL2 cast aluminum,
3.50 in. x 17 in.
(89 mm x 432 mm)
Rear 6-spoke, ZTL2 cast aluminum,
5.50 in. x 17 in.
(140 mm x 432 mm)
Brakes:
Front ZTL²-type brake, 8-piston, 4 pads, fixed caliper,
375 mm single-sided, inside out,
stainless steel, floating rotor
Rear Two-piston, direct mount caliper; 240 mm,
stainless steel, fixed rotor
Suspension Travel:
Front Wheel - 4.72 in. (120 mm)
Rear Wheel - 5 in. (127 mm)
Electric
Battery (per Battery Council International Rating)
Sealed lead acid, maintenance-free, 12V,
12-amp/hour, 200 cca
Charging 32-amp, permanent magnet, three-phase, solidstate
regulator (432W @ 7000 rpm, 432W peak)
Starting 900W electric with one way clutch
Lights (as per country regulation):
Headlamp (six-bulb headlamp system with daylight running mode, 35-watt [H8])
Tail / Stop Lights - 70-watt low beam (two bulbs,35-watt each), 140-watt high beam (70-watt low beam with two additional bulbs,35-watt each)
Turn Signal Lights- 5W/21W LED manual canceling
License Plate Light - 5W
Instruments
Instrument cluster with ODIS (Onboard Diagnostic Information
System) featuring analog tachometer with integrated shift light,
digital speedometer on LED display, odometer, ODIS service code
display, 4-digit security system with ignition immobilizer, lap timer
(records up to 99 lap times) and splits, ambient air temperature, coolant
temperature, average and instantaneous fuel consumption, miles
to next service display, low fuel (plus miles traveled on reserve);
high beam, neutral, turn signals; clock
Colors5
Midnight Black; Diamond Blue Frame
Warranty
Warranty 24 months (unlimited mileage)
1 Specifications for non-U.S. markets might differ. Buell reserves the right to discontinue
models or change specifications at any time without incurring any obligations. Vehicle
specifications may vary from country to country depending on local laws. Some models
are not available in certain countries.
2 Based on tests conducted under lab conditions per U.S. E.P.A. test procedures.
Mileage will vary depending on personal riding habits, weather conditions, trip length
and vehicle condition.
3 Hibrex® and Flexten® are registered trademarks of the Goodyear Tire & Rubber Company.
4 Showa®, Dunlop®, Pirelli® and BRP-Rotax® are registered trademarks of their respective owners.
5 Availability may vary from dealer to dealer, and is subject to change without notice.
6 Unladen, wet configuration (no rider, all fluids).
7 Laden, wet configuration (design rider, all fluids).
8 Without mirrors.
9 Bottomed-out configuration (100% suspension compression).
For fuel economy information, please visit www.buell.com.
2008 specifications1 1125R
Media Press Release:
BUELL 1125R FEATURES AND TECHNOLOGY DETAILS
How Buell has Redefined the Sportbike Riding Experience
EAST TROY, Wis. (July 8, 2007) – The Buell 1125R represents an all-new platform from the Buell Motorcycle Company that is changed in almost every respect from previous Buell models, but stays true to Buell's design and engineering philosophies. Although some of these ideas go against the conventional wisdom of the category, their steadfast application results in a motorcycle that delivers outstanding power, handling, comfort and convenience; a motorcycle that will deliver an exceptional rider experience.
The Buell 1125R joins the XB and Blast as a third and distinct Buell motorcycle platform. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
Trilogy of Technology: The Gospel According to Erik
The three legs of the Trilogy of Technology underpin every aspect of design at Buell Motorcycle Company: Mass Centralization, Low Unsprung Weight and Chassis Rigidity. The goal is always to create a motorcycle that handles intuitively, and that predictably and accurately responds to input so that the bike behaves as an extension of the rider. Here are some examples of the Trilogy of Tech as applied to the new Buell 1125R:
Mass Centralization and achieving the optimal center of gravity makes quick direction changes seem effortless.
Compact 72-degree DOHC V-Twin engine places more engine mass along the centerline of the motorcycle, and allows the engine to be located further forward in the frame.
Massive aluminum frame spars double as a 5.6-gallon fuel reservoir, to carry fuel lower on the chassis.
Radiators are mounted longitudinally between the front wheel and the frame. This radiator location also allows the engine to be positioned further forward in the frame.
The muffler is located below the engine, rather than high and behind the rider.
Chassis Rigidity allows the motorcycle to hold a precise line when it is subjected to side-loads in corners.
A new-generation Intuitive Response Chassis (IRC) is optimized for torsional stiffness.
The engine is solid-mounted to the frame and acts as a structural member.
The swingarm pivot point is located in the engine case structure, creating a more-rigid connection between the front and rear wheels.
First OEM spec 47 mm inverted front forks with reduced friction seals are secured in rigid triple clamps.
Low Unsprung Weight enhances traction, maneuverability and stability.
New Buell ZTL2 front brake system, utilizing a single disc and new cast caliper assembly with four pads, is approximately six pounds lighter than twin disc brakes.
The New Buell ZTL2 front brake transmits forces from the rotor directly to the rim, so torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel hub and spoke configuration that reduces steering inertia.
The rear brake caliper is mounted directly to the swing arm eliminating the typical brake carrier and an additional 1.5 pounds of unsprung weight.
A reinforced Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds.
The Helicon Engine
The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including the compensating front sprocket, transmission layout, the shift mechanism, engine cases, pistons, intake, exhaust, and new DDFI 3 EFI system. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience.
Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience.
Helicon engine features:
72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire.
The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system.
A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple.
The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration – generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response.
The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting.
The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity.
Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight.
Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology.
Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight.
Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.
Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact.
Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment.
Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service.
Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort.
The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet.
Chassis and Suspension Features
An all-new Buell IRC (Intuitive Response Chassis) is made in the USA and is the stiffest chassis ever offered by Buell. Its rigidity is aided by the engine, which is a rigid stressed member of the chassis. The inner frame incorporates air-flow channels that create a low-pressure area behind the engine to draw hot air out the rear of the motorcycle. Utilizing patented Buell Fuel in the Frame technology, the aluminum frame spars double as a 5.6-gallon fuel reservoir.
The stiffness of a new cast-aluminum swing arm has been tuned for the 1125R. The pivot point of the cast-aluminum swing arm is located in the engine cases to create a more rigid connection between the rear wheel, the frame, and the front wheel. By placing the swing arm pivot point forward in the engine cases, the anti-squat properties and suspension control of the 1125R were optimized. The rigid connection to the engine was used to optimize the stiffness of the swing arm in relation to the overall chassis.
A fully-adjustable Showa rear shock/spring unit features an external piggyback reservoir for good heat dissipation. To reduce weight, the shock is mounted directly between the frame and the swingarm without linkage, and its off-center placement optimizes airflow through the motorcycle.
Fully-adjustable Showa 47mm inverted front forks and new triple clamps stiffen the torsional response of the front end and improve steering response. A new fixed bushing slides against the hard-chrome surface of the fork tube, reducing friction. Compression adjustment can be made with a simple hex-key tool.
Wheelbase is 54.5 inches, rake is 21 degrees and trail is 3.3 inches.
Brake System Features
New Buell ZTL2 (Zero Torsional Load) front brake utilizes an eight-piston caliper based on a design developed for the Buell XBRR production racing motorcycle. The eight-piston design offers a larger pad surface, optimizes heat-dissipation capability and allows even pressure distribution over each of the four pads in the caliper.
The caliper casting was optimized for clamping stiffness, yielding a more progressive and connected braking feel to the rider. A single 375 mm stainless steel rotor is mounted directly to the wheel rim. This design produces outstanding stopping power and weighs less than a dual-disc system. And because braking forces are transmitted directly from the rotor to the rim, torsional load acting on the rest of the wheel is virtually eliminated. This permits the use of a very lightweight front wheel that also helps reduce steering inertia.
The rear brake utilizes a 240 mm stainless steel rotor gripped by a two-piston caliper. The caliper is mounted directly to the inner surface of the swing arm, so it is hidden from view and also weighs 1.5 pound less than a typical rear-brake design.
Front and rear brakes are fitted with braided steel brake lines for optimal feel and braking performance.
The front brake hand control is adjustable for reach. The rear brake foot control is adjustable for reach, and the toe piece is adjustable to match rider foot size.
Clutch and Transmission Features
HVA (Hydraulic Vacuum Assist) Slipper Action clutch features hydraulic actuation from the hand control with assistance from engine vacuum for lighter clutch effort. The vacuum assist also produces the same effect as a "slipper" clutch for more controlled engine braking during high-speed downshifts.
A six-speed, close-ratio transmission is an oblique stacked configuration that is tilted to minimize overall powertrain length and allows the engine to be optimally placed within the chassis. Gear ratios were selected to allow the engine to remain within its optimal power band at typical operating speeds.
A Goodyear Hibrex final drive belt with Flexten Plus technology weighs just 1.06 pounds, compared to drive chains that weigh four to five pounds. The belt system is clean, quiet and extremely strong.
Aerodynamics
Quiet Zone cockpit aerodynamics were developed using computational fluid dynamics (CFD) models and experience gained in development of the Buell XBRR production racing motorcycle. The shape of the fairing and windshield optimize air flow over and around the rider for reduced drag and enhanced rider comfort.
Computational fluid dynamics (CFD) models were also used to design the efficient, aerodynamic shapes of the radiator cowlings, which direct radiator heat away from the rider.
The fairing incorporates a six-bulb headlight system for brilliant road illumination at night. Two bulbs are illuminated in daylight running mode for enhanced visibility in traffic.
LED turn signals are incorporated in the aerodynamic mirror housings where their placement and brilliance are more visible to other drivers.
Rider Interface
The Buell 1125R offers an athletic rider position with a foot peg location that provides 50-degree lean clearance in cornering situations.
Quiet Zone cockpit aerodynamics optimizes air flow around the rider.
Brake and clutch hand controls are adjustable for reach.
Foot controls (brake and shifter) feature toe pegs that adjust to rider foot size.
Wiring harness is pre-wired for accessory heated hand grips.
Instrument cluster features:
Large analog tachometer
Digital speedometer on an LED screen visible within a 50-degree angle of view
ODIS (Onboard Diagnostic Information System) displays service codes
Four-digit security code system immobilizes the ignition
Lap timer and splits
Ambient air temperature
Coolant temperature
Two trip odometers
Instantaneous miles per gallon
Average miles per gallon
Low fuel indication with trip count
Buell 1125R Colors
Bodywork: Midnight Black
Wheels: Diamond Blue
Frame and Swingarm: Diamond Blue
Engine Trim: Fusion Bronze
Media Release #2
NEW BUELL 1125R REDEFINES THE SPORTBIKE RIDING EXPERIENCE
Liquid-Cooled V-Twin Wraps 146-hp in Patented Buell Technology
EAST TROY, Wis. (July 8, 2007) – The Buell Motorcycle Company is set to break the convention of the superbike category with the Buell 1125R, an all-new, liter-class motorcycle that delivers an artful balance of street and track performance. Rooted in the core design principles and character that have defined Buell motorcycles for 25 years, the 1125R offers power, handling and agility that will take its owner to a new level of riding experience. The Buell 1125R joins the XB and Blast as a third and distinct Buell motorcycle platform. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
"We designed the 1125R from the rider down," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "The 1125R takes Buell to a new level of performance, while continuing to embrace the fundamental Buell principals of motorcycle design and offering a great motorcycle riding experience."
The Buell 1125R riding experience derives not just from its power, but from a carefully considered combination of engine performance, precise-and-agile handling, advanced aerodynamics, and superior rider environment and control, all packaged with distinctive styling that leaves many of the motorcycle's mechanical components exposed.
New V-Twin Muscle
The Buell 1125R Helicon engine is a new 1125cc DOHC V-Twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact, 72-degree engine is the result of a collaboration between Buell and BRP-Rotax, a leader in the development and manufacture of advanced engines for recreational products. The Helicon engine was designed to Buell specifications and is exclusive to Buell. It will be manufactured in Austria by BRP-Rotax. The most-powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 crankshaft horsepower, and is designed to deliver optimized usable power, with a broad powerband across its 10500 rpm range. Its V-Twin design retains the styling and character that has always defined the Buell riding experience.
The engine is cradled in a new Buell Intuitive Response Chassis (IRC) with massive, rigid aluminum spars that double as the fuel reservoir. The new 1125R sticks to the three tenets of the Buell Trilogy of Technology – chassis rigidity, low unsprung weight and mass centralization – to deliver race-inspired agility and handling. The all-new front fairing and radiator cowling was developed using the latest computational fluid dynamics (CFD) models to provide superior aerodynamics, rider comfort, and efficient air flow to longitudinal radiators and a ram-air intake system.
The front wheel is supported by 47 mm inverted forks. A new Buell ZTL2 front brake features an eight-piston caliper based on the brake developed for the Buell XBRR racing motorcycle. A smooth-shifting six-speed transmission is mated to a new HVA (Hydraulic Vacuum Assist) Slipper Action clutch that uses engine vacuum to boost clutch-lever action and to provide a "slipper" effect when the engine is down-shifted at speed. A new underslung muffler has dual brushed stainless steel outlets.
The Buell 1125R offers an athletic riding position. Quiet Zone aerodynamics are achieved by managing air flow around the rider for enhanced performance and comfort. The toe levers on both the brake and shift foot controls are adjustable to match rider foot size. The instrument cluster features a large analog tachometer and a digital speedometer, plus an Onboard Diagnostic Information System (O.D.I.S.) screen and other interactive features. The fairing shape is inspired by the Buell XBRR and features six-bulb headlamps. LED turn signals are integrated into the mirror housings.
The Buell 1125R is available with Midnight Black bodywork, Diamond Blue wheels, Diamond Blue frame and swingarm, and Fusion Bronze engine trim.
Media Release #3
2008 BUELL LINE FEATURES NEW LIQUID-COOLED 1125R SPORTBIKE
Company Marks 25 Years of Building American Sport Motorcycles
EAST TROY, Wis. (July 8, 2007) – Two major milestones will mark the 2008 model year for the Buell Motorcycle Company. As Buell celebrates its 25th year of building innovative American sport motorcycles, it also makes a significant move into a new category with the introduction of the Buell 1125R, an all-new high-performance sportbike powered by an 1125cc liquid-cooled V-Twin engine.
The Buell 1125R is the first model on an all-new Buell platform, and is one of nine models in a 2008 Buell line-up that also includes five bikes in the Lightning streetfighter series, the original sportfighter XB12R Firebolt, the XB12X Ulysses adventure-sportbike, and the single-cylinder Buell Blast.
"In 1983, I set out to build a world-class American racing motorcycle," said Erik Buell, chairman and chief technical officer at Buell Motorcycle Company. "That project turned out to be the first step on a journey of many exciting twists and turns for the Company and our riders. It's really perfect timing to be able to celebrate a significant anniversary in a year when we launch the Buell 1125R, a motorcycle that applies all of the lessons we've learned over a quarter-century, and rolls out new ideas and innovation. I think the Buell 1125R delivers a combination of performance, intuitive handling and athleticism that will redefine the superbike riding experience."
Buell Highlights for 2008 (see separate releases for more detail on each topic)
25 Years of American Sport Motorcycles
To note the 25th anniversary of Erik Buell's founding of the Buell Motorcycle Company in 1983, all 2008 Buell models except the Blast will carry a commemorative badge featuring Erik's signature.
Introducing the Buell 1125R
An all-new model set to break the convention of the superbike category, the Buell 1125R is powered by the Buell 1125R Helicon engine, an 1125cc DOHC liquid-cooled V-Twin cradled in a Buell Intuitive Response Chassis. The Helicon was specified by Buell and designed in partnership with BRP-Rotax, one of the premier recreational engine manufacturers in the world. Utilizing the Buell Trilogy of Tech principles and computer-modeled aerodynamics, the 1125R is designed to deliver the precise handling that has defined Buell for 25 years with a new level of engine performance. Buell developed this powertrain to meet a customer experience specification. It delivers the power of a superbike with the abundant torque characteristics of a V-Twin for outstanding overall performance and tractability. The Buell 1125R is expected to arrive in Buell dealerships in late 2007.
Thunderstorm V-Twin Updates
Buell advances the performance of its air/oil/fan-cooled Thunderstorm V-Twin engine series with a larger crank pin, an improved oiling system, and a new electronic timing system and ECM that controls an all new DDFI 3 fuel injection system. Combined, these changes improve drivability and performance, and reduce service maintenance costs. The Thunderstorm V-Twin engine powers all models in the Buell XB platform.
New Front End on XB12X Ulysses
The XB12X Ulysses adventure sportbike has new off-set 47 mm inverted front forks and robust off-set triple clamps that reduce fork flex under hard braking. Steering sweep is increased from 54 to 74 degrees for improved low-speed off-road maneuverability, and the Ulysses now comes with standard heated hand grips.
http://www.totalmotorcycle.com/photos/2008models/2008models-Buell-1125R.htm
A premium sportfighter motorcycle, the Firebolt XB12R utilizes a compact wheelbase and race-inspired chassis geometry for nimble, intuitive handling. The 1203cc Buell Thunderstorm V-Twin engine makes 103 peak horsepower at 6800 rpm, and 84 ft. lbs. of peak torque at 6000 rpm, with 75 percent of peak torque available at 3500 rpm. The Buell InterActive Exhaust system utilizes a valve in the dual-chamber muffler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. The Firebolt features clip-on handlebars for optimal control, an aerodynamic quarter-fairing with dual projector-beam headlamps, and a sleek, covered passenger pillion. The suggested retail price of the Firebolt XB12R has been reduced by $500, to $9,995.
In a convergence of American V-Twin muscle and track-inspired chassis dynamics, the 2008 Buell Firebolt XB12R offers sportbike riders an unrivaled riding experience. Powerful, well-balanced, reliable and also easy to own, the Buell Firebolt is a sport motorcycle designed to take its rider to a new level of performance, whether as a track-day champ or as an exhilarating canyon carving tool. A winner of multiple pro and amateur roadracing championships around the world, the Firebolt was also presented with the coveted "Best Cornering Motorcycle of All Time" award by Britain's Bike magazine.
The Firebolt XB12R is powered by the air/oil/fan-cooled 1203cc Thunderstorm V-Twin engine tuned to deliver immediate, usable power over a broad rpm range and launch the Firebolt out of corners and down the road. The Buell Trilogy of Technology principles – frame rigidity, low unsprung weight and mass centralization – are employed to give the Firebolt uncanny, intuitively responsive handling. Styled to reveal its pure, mechanical beauty, the Buell Firebolt looks and performs like no other motorcycle on the road.
What's New on the Firebolt XB12R for 2008
Modifications enhance the performance of the Thunderstorm 1203 V-Twin powertrain, reduce maintenance costs, and allow a redline of 7100 rpm (see separate Thunderstorm release for details)
The Firebolt is pre-wired for installation of accessory heated hand grips, with 18 watts per side and High and Low heat settings.
The instrument panel styling is refreshed and the tachometer reflects the new 7100-rpm redline.
A commemorative Buell 25th Anniversary graphic with Erik Buell's signature is placed on the upper triple clamp.
Cosmetic frame protectors help reduce damage to the frame in case of a tip-over incident.
A new color choice: Arctic White body panels, Hero Blue Translucid wheels and windscreen, and a Graphite Grey frame.
FEATURES:
Buell Thunderstorm 1203 V-Twin engine
103 peak hp @ 6800 rpm (per SAE J607)
84 ft. lbs. peak torque @ 6000 rpm (per SAE J607)
Buell InterActive Exhaust
New DDFI 3 Electronic Fuel Injection ECM
New eight-row oil cooler with Jiffy-tite fittings
Dry Weight: 395 pounds
Wheelbase: 52 inches
Fully adjustable 43 mm Showa inverted fork
Fully adjustable Showa rear shock absorber
Buell ZTL front brake
Goodyear Hibrex drive belt with Flexten Plus technology
New Cosmetic Frame Protectors
New Pre-Wired for Available Heated Grips
New Instrument Panel Graphics
Pirelli Diablo T tires
New Arctic White/Hero Blue Translucent colors
Commemorative Buell 25th Anniversary badge
SPECIFICATIONS:
Dimensions
Overall Length6 76.20 in. (1935.48 mm)
Overall Width8 28.20 in. (716.28 mm)
Seat Height7 30.50 in. (774.70 mm)
Ground Clearance6 4.35 in. (110.49 mm)
Rake7 (steering head) 21°
Fork Angle7 21°
Lean Angle9:
Soft Contact, Right - 47°
Soft Contact, Left - 47°
Hard Contact, Right - 50°
Hard Contact, Left - 48°
Trail7 3.30 in. (83.82 mm)
Wheelbase6 52 in. (1320.80 mm)
Tires4 (Diablo T):
Front - 120/70 ZR-17
Rear - 180/55 ZR-17
Fuel Capacity 3.82 gal. (14.46 L)
Reserve Fuel Capacity 0.75 gal. (2.84 L)
Fuel Economy2
(EPA urban/highway test)
48/65 mpg (4.90/3.62 L/100 km)
Weight:
Dry Weight 395 lbs. (179.17 kg)
Gross Vehicle Weight Rating 850 lbs. (385.55 kg)
Load Capacity 391 lbs. (177.35 kg)
Engine
Engine Air/oil/fan-cooled, 4-stroke, 45° V-Twin
Valve Train OHV, two valves per cylinder, self-adjusting
Bore x Stroke 3.50 in. x 3.81 in. (88.90 mm x 96.82 mm)
Displacement 73.40 cu. in. (1202.81 cc)
Compression Ratio 10.0:1
Fuel Delivery 49 mm down draft DDFI III fuel injection
Intake (Air Cleaner for Blast®) Zero-resistance airbox
Exhaust Tuned, tri-pass resonance chamber with
InterActive valve and mass-centralized mounting
Torque (North America per SAE J607) 84 ft. lbs. @ 6000 rpm (113.9 NM @ 6000 rpm)
Horsepower (North America per SAE J607) 103 hp @ 6800 rpm
Lubrication Dry-sump
Oil Capacity 2.50 qts. (2.37 L)
Oil Filtration Screw-on disposable element
Drivetrain
Primary Drive Chain, 1.500:1 (57/38) ratio
Final Drive3 Constant path, 14 mm pitch aramid-reinforced
Goodyear Hibrex® belt with Flexten® Plus technology,
2.407:1 (65/27) ratio
Clutch Wet, multi-plate, compensated, reduced
lever effort
Transmission 5-speed, helical gear
Gear Ratios:
1st 2.648
2nd 1.892
3rd 1.407
4th 1.166
5th 1.000
Chassis4
Frame Aluminum frame with Uniplanar™ powertrain vibration isolation system, fuel in frame
Front Fork 43 mm Showa® inverted forks with adjustable compression damping, rebound damping, and spring preload
Rear Shock Showa® coil-over monoshock with remote, under-seat reservoir and adjustable compression damping, rebound damping, and spring preload
Wheels: Cherry Bomb Translucent or Hero Blue Translucent (new)
Front 6-spoke, ZTL™ cast aluminum,
3.50 in. x 17 in.
(88.90 mm x 431.80 mm)
Rear 6-spoke, cast aluminum,
5.50 in. x 17 in.
(139.70 mm x 431.80 mm)
Brakes:
Front ZTL™-type brake, 6-piston, fixed caliper, 375 mm single-sided, inside-out, stainless steel, floating rotor
Rear Single-piston, floating caliper; 240 mm stainless steel, fixed rotor
Suspension Travel:
Front Wheel = 4.72 in. (1119.89 mm)
Rear Wheel = 5.06 in. (128.52 mm)
Electric
Battery (per Battery Council International Rating) Sealed lead acid, maintenance-free, 12V,
12 amp/hour, 200 cca (per Battery Council International Rating)
Charging 30-amp, permanent magnet, single-phase alternator with solid-state regulator
Starting 1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation):
Headlamp (twin projector beam [H3]) - 55-watt low beam, 55-watt high beam
Tail / Stop Lights - 5W/21W
Turn Signal Lights - 10W manual canceling
Instruments
Electronic speedometer, tachometer, odometer; dual tripmeter; high beam,
neutral, oil, low fuel (plus, odometer shows miles traveled on reserve), turn signal and
engine diagnostic indicator lamps; clock
Colors5
Midnight Black, Arctic White (new)
Warranty
Warranty 24 months (unlimited mileage)
1 Specifications for non-U.S. markets might differ. Buell reserves the right to discontinue
models or change specifications at any time without incurring any obligations. Vehicle
specifications may vary from country to country depending on local laws. Some models are
not available in certain countries.
2 Based on tests conducted under lab conditions per U.S. E.P.A. test procedures. Mileage willvary depending on personal riding habits, weather conditions, trip length and vehicle condition.
3 Hibrex® and Flexten® are registered trademarks of the Goodyear Tire & Rubber Company.
4 Showa®, Dunlop® and Pirelli® are registered trademarks of their respective owners.
5 Availability may vary from dealer to dealer, and subject to change without notice.
6 Unladen, wet configuration (no rider, all fluids).
7 Laden, wet configuration (design rider, all fluids).
8 Without mirrors.
9 Bottomed-out configuration (100% suspension compression).
2008 specifications1 FIREBOLT ® xb12r
Media Press Release:
BUELL FIREBOLT BLENDS TRACK AND STREET PERFORMANCE
Engine Upgrades Enhance Performance and Durability of 2008 XB12R
EAST TROY, Wis. (July 8, 2007) – In a convergence of American V-Twin muscle and track-inspired chassis dynamics, the 2008 Buell Firebolt XB12R offers sportbike riders an unrivaled riding experience. Powerful, well-balanced, reliable and also easy to own, the Buell Firebolt is a sport motorcycle designed to take its rider to a new level of performance, whether as a track-day champ or as an exhilarating canyon carving tool. A winner of multiple pro and amateur roadracing championships around the world, the Firebolt was also presented with the coveted "Best Cornering Motorcycle of All Time" award by Britain's Bike magazine.
The Firebolt XB12R is powered by the air/oil/fan-cooled 1203cc Thunderstorm V-Twin engine tuned to deliver immediate, usable power over a broad rpm range and launch the Firebolt out of corners and down the road. The Buell Trilogy of Technology principles – frame rigidity, low unsprung weight and mass centralization – are employed to give the Firebolt uncanny, intuitively responsive handling. Styled to reveal its pure, mechanical beauty, the Buell Firebolt looks and performs like no other motorcycle on the road.
What's New on the Firebolt XB12R for 2008
Modifications enhance the performance of the Thunderstorm 1203 V-Twin powertrain, reduce maintenance costs, and allow a redline of 7100 rpm (see separate Thunderstorm release for details)
The Firebolt is pre-wired for installation of accessory heated hand grips, with 18 watts per side and High and Low heat settings.
The instrument panel styling is refreshed and the tachometer reflects the new 7100-rpm redline.
A commemorative Buell 25th Anniversary graphic with Erik Buell's signature is placed on the upper triple clamp.
Cosmetic frame protectors help reduce damage to the frame in case of a tip-over incident.
A new color choice: Arctic White body panels, Hero Blue Translucid wheels and windscreen, and a Graphite Grey frame.
Buell Firebolt XB12R
A premium sportfighter motorcycle, the Firebolt XB12R utilizes a compact wheelbase and race-inspired chassis geometry for nimble, intuitive handling. The 1203cc Buell Thunderstorm V-Twin engine makes 103 peak horsepower at 6800 rpm, and 84 ft. lbs. of peak torque at 6000 rpm, with 75 percent of peak torque available at 3500 rpm. The Buell InterActive Exhaust system utilizes a valve in the dual-chamber muffler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. The Firebolt features clip-on handlebars for optimal control, an aerodynamic quarter-fairing with dual projector-beam headlamps, and a sleek, covered passenger pillion. The suggested retail price of the Firebolt XB12R has been reduced by $500, to $9,995.
Buell Firebolt XB12R highlights:
Buell Thunderstorm 1203 V-Twin engine
103 peak hp @ 6800 rpm (per SAE J607)
84 ft. lbs. peak torque @ 6000 rpm (per SAE J607)
Buell InterActive Exhaust
New DDFI 3 Electronic Fuel Injection ECM
New eight-row oil cooler with Jiffy-tite fittings
Dry Weight: 395 pounds
Wheelbase: 52 inches
Fully adjustable 43 mm Showa inverted fork
Fully adjustable Showa rear shock absorber
Buell ZTL front brake
Goodyear Hibrex drive belt with Flexten Plus technology
New Cosmetic Frame Protectors
New Pre-Wired for Available Heated Grips
New Instrument Panel Graphics
Pirelli Diablo T tires
New Arctic White/Hero Blue Translucent colors
Commemorative Buell 25th Anniversary badge
Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces premium sport performance motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer and experience the aggressive attitude, style and performance only found on board a Buell. For the Buell dealer nearest you, pull into www.buell.com
http://www.totalmotorcycle.com/photos/2008models/2008models-Buell-FireboltXB12R.htm
In a convergence of American V-Twin muscle and track-inspired chassis dynamics, the 2008 Buell Firebolt XB12R offers sportbike riders an unrivaled riding experience. Powerful, well-balanced, reliable and also easy to own, the Buell Firebolt is a sport motorcycle designed to take its rider to a new level of performance, whether as a track-day champ or as an exhilarating canyon carving tool. A winner of multiple pro and amateur roadracing championships around the world, the Firebolt was also presented with the coveted "Best Cornering Motorcycle of All Time" award by Britain's Bike magazine.
The Firebolt XB12R is powered by the air/oil/fan-cooled 1203cc Thunderstorm V-Twin engine tuned to deliver immediate, usable power over a broad rpm range and launch the Firebolt out of corners and down the road. The Buell Trilogy of Technology principles – frame rigidity, low unsprung weight and mass centralization – are employed to give the Firebolt uncanny, intuitively responsive handling. Styled to reveal its pure, mechanical beauty, the Buell Firebolt looks and performs like no other motorcycle on the road.
What's New on the Firebolt XB12R for 2008
Modifications enhance the performance of the Thunderstorm 1203 V-Twin powertrain, reduce maintenance costs, and allow a redline of 7100 rpm (see separate Thunderstorm release for details)
The Firebolt is pre-wired for installation of accessory heated hand grips, with 18 watts per side and High and Low heat settings.
The instrument panel styling is refreshed and the tachometer reflects the new 7100-rpm redline.
A commemorative Buell 25th Anniversary graphic with Erik Buell's signature is placed on the upper triple clamp.
Cosmetic frame protectors help reduce damage to the frame in case of a tip-over incident.
A new color choice: Arctic White body panels, Hero Blue Translucid wheels and windscreen, and a Graphite Grey frame.
FEATURES:
Buell Thunderstorm 1203 V-Twin engine
103 peak hp @ 6800 rpm (per SAE J607)
84 ft. lbs. peak torque @ 6000 rpm (per SAE J607)
Buell InterActive Exhaust
New DDFI 3 Electronic Fuel Injection ECM
New eight-row oil cooler with Jiffy-tite fittings
Dry Weight: 395 pounds
Wheelbase: 52 inches
Fully adjustable 43 mm Showa inverted fork
Fully adjustable Showa rear shock absorber
Buell ZTL front brake
Goodyear Hibrex drive belt with Flexten Plus technology
New Cosmetic Frame Protectors
New Pre-Wired for Available Heated Grips
New Instrument Panel Graphics
Pirelli Diablo T tires
New Arctic White/Hero Blue Translucent colors
Commemorative Buell 25th Anniversary badge
SPECIFICATIONS:
Dimensions
Overall Length6 76.20 in. (1935.48 mm)
Overall Width8 28.20 in. (716.28 mm)
Seat Height7 30.50 in. (774.70 mm)
Ground Clearance6 4.35 in. (110.49 mm)
Rake7 (steering head) 21°
Fork Angle7 21°
Lean Angle9:
Soft Contact, Right - 47°
Soft Contact, Left - 47°
Hard Contact, Right - 50°
Hard Contact, Left - 48°
Trail7 3.30 in. (83.82 mm)
Wheelbase6 52 in. (1320.80 mm)
Tires4 (Diablo T):
Front - 120/70 ZR-17
Rear - 180/55 ZR-17
Fuel Capacity 3.82 gal. (14.46 L)
Reserve Fuel Capacity 0.75 gal. (2.84 L)
Fuel Economy2
(EPA urban/highway test)
48/65 mpg (4.90/3.62 L/100 km)
Weight:
Dry Weight 395 lbs. (179.17 kg)
Gross Vehicle Weight Rating 850 lbs. (385.55 kg)
Load Capacity 391 lbs. (177.35 kg)
Engine
Engine Air/oil/fan-cooled, 4-stroke, 45° V-Twin
Valve Train OHV, two valves per cylinder, self-adjusting
Bore x Stroke 3.50 in. x 3.81 in. (88.90 mm x 96.82 mm)
Displacement 73.40 cu. in. (1202.81 cc)
Compression Ratio 10.0:1
Fuel Delivery 49 mm down draft DDFI III fuel injection
Intake (Air Cleaner for Blast®) Zero-resistance airbox
Exhaust Tuned, tri-pass resonance chamber with
InterActive valve and mass-centralized mounting
Torque (North America per SAE J607) 84 ft. lbs. @ 6000 rpm (113.9 NM @ 6000 rpm)
Horsepower (North America per SAE J607) 103 hp @ 6800 rpm
Lubrication Dry-sump
Oil Capacity 2.50 qts. (2.37 L)
Oil Filtration Screw-on disposable element
Drivetrain
Primary Drive Chain, 1.500:1 (57/38) ratio
Final Drive3 Constant path, 14 mm pitch aramid-reinforced
Goodyear Hibrex® belt with Flexten® Plus technology,
2.407:1 (65/27) ratio
Clutch Wet, multi-plate, compensated, reduced
lever effort
Transmission 5-speed, helical gear
Gear Ratios:
1st 2.648
2nd 1.892
3rd 1.407
4th 1.166
5th 1.000
Chassis4
Frame Aluminum frame with Uniplanar™ powertrain vibration isolation system, fuel in frame
Front Fork 43 mm Showa® inverted forks with adjustable compression damping, rebound damping, and spring preload
Rear Shock Showa® coil-over monoshock with remote, under-seat reservoir and adjustable compression damping, rebound damping, and spring preload
Wheels: Cherry Bomb Translucent or Hero Blue Translucent (new)
Front 6-spoke, ZTL™ cast aluminum,
3.50 in. x 17 in.
(88.90 mm x 431.80 mm)
Rear 6-spoke, cast aluminum,
5.50 in. x 17 in.
(139.70 mm x 431.80 mm)
Brakes:
Front ZTL™-type brake, 6-piston, fixed caliper, 375 mm single-sided, inside-out, stainless steel, floating rotor
Rear Single-piston, floating caliper; 240 mm stainless steel, fixed rotor
Suspension Travel:
Front Wheel = 4.72 in. (1119.89 mm)
Rear Wheel = 5.06 in. (128.52 mm)
Electric
Battery (per Battery Council International Rating) Sealed lead acid, maintenance-free, 12V,
12 amp/hour, 200 cca (per Battery Council International Rating)
Charging 30-amp, permanent magnet, single-phase alternator with solid-state regulator
Starting 1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation):
Headlamp (twin projector beam [H3]) - 55-watt low beam, 55-watt high beam
Tail / Stop Lights - 5W/21W
Turn Signal Lights - 10W manual canceling
Instruments
Electronic speedometer, tachometer, odometer; dual tripmeter; high beam,
neutral, oil, low fuel (plus, odometer shows miles traveled on reserve), turn signal and
engine diagnostic indicator lamps; clock
Colors5
Midnight Black, Arctic White (new)
Warranty
Warranty 24 months (unlimited mileage)
1 Specifications for non-U.S. markets might differ. Buell reserves the right to discontinue
models or change specifications at any time without incurring any obligations. Vehicle
specifications may vary from country to country depending on local laws. Some models are
not available in certain countries.
2 Based on tests conducted under lab conditions per U.S. E.P.A. test procedures. Mileage willvary depending on personal riding habits, weather conditions, trip length and vehicle condition.
3 Hibrex® and Flexten® are registered trademarks of the Goodyear Tire & Rubber Company.
4 Showa®, Dunlop® and Pirelli® are registered trademarks of their respective owners.
5 Availability may vary from dealer to dealer, and subject to change without notice.
6 Unladen, wet configuration (no rider, all fluids).
7 Laden, wet configuration (design rider, all fluids).
8 Without mirrors.
9 Bottomed-out configuration (100% suspension compression).
2008 specifications1 FIREBOLT ® xb12r
Media Press Release:
BUELL FIREBOLT BLENDS TRACK AND STREET PERFORMANCE
Engine Upgrades Enhance Performance and Durability of 2008 XB12R
EAST TROY, Wis. (July 8, 2007) – In a convergence of American V-Twin muscle and track-inspired chassis dynamics, the 2008 Buell Firebolt XB12R offers sportbike riders an unrivaled riding experience. Powerful, well-balanced, reliable and also easy to own, the Buell Firebolt is a sport motorcycle designed to take its rider to a new level of performance, whether as a track-day champ or as an exhilarating canyon carving tool. A winner of multiple pro and amateur roadracing championships around the world, the Firebolt was also presented with the coveted "Best Cornering Motorcycle of All Time" award by Britain's Bike magazine.
The Firebolt XB12R is powered by the air/oil/fan-cooled 1203cc Thunderstorm V-Twin engine tuned to deliver immediate, usable power over a broad rpm range and launch the Firebolt out of corners and down the road. The Buell Trilogy of Technology principles – frame rigidity, low unsprung weight and mass centralization – are employed to give the Firebolt uncanny, intuitively responsive handling. Styled to reveal its pure, mechanical beauty, the Buell Firebolt looks and performs like no other motorcycle on the road.
What's New on the Firebolt XB12R for 2008
Modifications enhance the performance of the Thunderstorm 1203 V-Twin powertrain, reduce maintenance costs, and allow a redline of 7100 rpm (see separate Thunderstorm release for details)
The Firebolt is pre-wired for installation of accessory heated hand grips, with 18 watts per side and High and Low heat settings.
The instrument panel styling is refreshed and the tachometer reflects the new 7100-rpm redline.
A commemorative Buell 25th Anniversary graphic with Erik Buell's signature is placed on the upper triple clamp.
Cosmetic frame protectors help reduce damage to the frame in case of a tip-over incident.
A new color choice: Arctic White body panels, Hero Blue Translucid wheels and windscreen, and a Graphite Grey frame.
Buell Firebolt XB12R
A premium sportfighter motorcycle, the Firebolt XB12R utilizes a compact wheelbase and race-inspired chassis geometry for nimble, intuitive handling. The 1203cc Buell Thunderstorm V-Twin engine makes 103 peak horsepower at 6800 rpm, and 84 ft. lbs. of peak torque at 6000 rpm, with 75 percent of peak torque available at 3500 rpm. The Buell InterActive Exhaust system utilizes a valve in the dual-chamber muffler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. The Firebolt features clip-on handlebars for optimal control, an aerodynamic quarter-fairing with dual projector-beam headlamps, and a sleek, covered passenger pillion. The suggested retail price of the Firebolt XB12R has been reduced by $500, to $9,995.
Buell Firebolt XB12R highlights:
Buell Thunderstorm 1203 V-Twin engine
103 peak hp @ 6800 rpm (per SAE J607)
84 ft. lbs. peak torque @ 6000 rpm (per SAE J607)
Buell InterActive Exhaust
New DDFI 3 Electronic Fuel Injection ECM
New eight-row oil cooler with Jiffy-tite fittings
Dry Weight: 395 pounds
Wheelbase: 52 inches
Fully adjustable 43 mm Showa inverted fork
Fully adjustable Showa rear shock absorber
Buell ZTL front brake
Goodyear Hibrex drive belt with Flexten Plus technology
New Cosmetic Frame Protectors
New Pre-Wired for Available Heated Grips
New Instrument Panel Graphics
Pirelli Diablo T tires
New Arctic White/Hero Blue Translucent colors
Commemorative Buell 25th Anniversary badge
Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces premium sport performance motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer and experience the aggressive attitude, style and performance only found on board a Buell. For the Buell dealer nearest you, pull into www.buell.com
http://www.totalmotorcycle.com/photos/2008models/2008models-Buell-FireboltXB12R.htm
2005 Ducati Superbike 999S
The Ducati 749 Testastretta and 999 Testastretta are the most advanced, highest performance, twin-cylinder motorcycles ever produced at our Bologna, Italy factory. They epitomize the racing history of Ducati and represent the evolution of a formula that has dominated Superbike racing for over a decade. This year’s Superbike family includes seven models: the 749 Dark, 749, 749S, 749R, 999, 999S and 999R.
Two years after the launch of the latest Superbike models, Ducati decided the time had come to incorporate in our production models the features of our race machines that make them unbeatable on tracks around the world.
In motion even when others are at rest. Quicker and sexier than ever, these are real race machines that epitomize the best of Ducati’s high performance tradition.
Features & Benefits
Built around the Testastretta engine, the 999S possesses the form of a pure sports bike: low, long, and narrow with exciting componentry and a technical look. Ducati’s experience gained over years of successful racing at the highest levels is evident in the design and technical characteristics of the 999S. The 999S combines incredible performance with a linear and tractable power delivery so you’re on the gas sooner and shift gears less. The motorcycle comes with a racing kit that includes a complete Termignoni exhaust system, an electronic control unit with race mapping and a carbon fibre silencer cover.
Our goal was to create a Ducati Superbike of stunning design that improves rider ergonomics, makes maintenance easier, reduces complexity of the motorcycle and offers performance second to none.
Hailed by the press as the best Twin ever produced, the new 999 has proved to its riders its power to win on tracks around the world. The innovative and cool design immediately draws attention to this dynamic machine. The Ducati 999 seems to be in motion even when at rest.
And a look under its fairing confirms the 999’s state-of-the art technology.
Engine/Drivetrain
Type L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled
Displacement 998 cc
BorexStroke 100 x 63.5 mm
Compression Ratio 11.4:1
Power 105.2 kw - 143 hp @ 9750 rpm
Torque 11.4 kgm @ 8000 rpm
Fuel injection Marelli electronic fuel injection, 54 mm throttle body
Exhaust Single steel muffler with catalytic converter
Emissions Euro2
TRASMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Primary drive Straight cut gears; ratio 1.84
Final drive Chain; Front sprocket 15; Rear sprocket 36
Clutch Dry multiplate with hydraulic control
Chassis/Suspension
Frame Tubular steel trellis
Wheelbase 1420 mm / 55.9 in
Rake 23.5° - 24.5°
Front suspension Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, for radial calipers
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, 4-piston 4-pad radial caliper
Front wheel Y-shaped 5-spoke light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Öhlins monoshock
Rear wheel travel 128 mm / 5 in
Rear brake 240 mm disc, 2-piston caliper
Rear wheel Y-shaped 5-spoke light alloy 5.50 x 17
Rear tyre 190/50 ZR 17
Fuel tank capacity 15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve)
Weight * 186 kg / 410 lbs
Seat height 780 mm / 30.7 in
Instruments Speedometer, rev counter, high beam indicator, turn signals, oil pressure warning light, low fuel warning light, neutral light, water temperature, immobilizer system
Warranty 2 years unlimited mileage
Tank Colours Red, glossy black (for two-seat only)
Frame and Wheel colours Red, black (for two-seat with yellow tank only)
Versions One or Two seats
* = The weight includes battery, lubricants and, where applicable, cooling liquid.
Additional Features
New for 2004 Two years after the "red-volution", all the models in Ducati's Superbike family, in both engine sizes, have been dramatically improved. Updates have involved not just restyling but a series of major improvements to chassis and engine aimed at bringing the 749 and 999 closer still to Ducati's ultimate sports motorcycle concept, making them meaner, faster and more competitive than ever. But even though Ducati's SBK range now looks almost identical to the bikes that dominate the world's championships, they are still just as comfortable as ever. Because comfort is not just something you need on long road rides. Comfort is also essential if you want to maintain high speeds for any length of time on the track. And stylistic improvements are only part of the story. Performance has got substantially better too. from which Supersport and Superbike machines are derived, Supersport motorcycles, represent a segment of the market that has exploded in recent years. All 999's and 749's (the basic models, the S and the R), have been substantially improved and to bring the specifications of these latest models closer to the bikes ridden by the official Ducati racing team.
Accessories
Customise your new Superbike with Ducati accessories. Working closely with R&D and the Corse race team, Ducati builds motorcycle accessories that let owners create their own Dream Bikes. With a passion for design innovation and new materials, Ducati itself has become the industry reference point for the finest, custom Ducati accessories available.
http://www.totalmotorcycle.com/photos/2005models/2005models-Ducati-Superbike-999S.htm
Two years after the launch of the latest Superbike models, Ducati decided the time had come to incorporate in our production models the features of our race machines that make them unbeatable on tracks around the world.
In motion even when others are at rest. Quicker and sexier than ever, these are real race machines that epitomize the best of Ducati’s high performance tradition.
Features & Benefits
Built around the Testastretta engine, the 999S possesses the form of a pure sports bike: low, long, and narrow with exciting componentry and a technical look. Ducati’s experience gained over years of successful racing at the highest levels is evident in the design and technical characteristics of the 999S. The 999S combines incredible performance with a linear and tractable power delivery so you’re on the gas sooner and shift gears less. The motorcycle comes with a racing kit that includes a complete Termignoni exhaust system, an electronic control unit with race mapping and a carbon fibre silencer cover.
Our goal was to create a Ducati Superbike of stunning design that improves rider ergonomics, makes maintenance easier, reduces complexity of the motorcycle and offers performance second to none.
Hailed by the press as the best Twin ever produced, the new 999 has proved to its riders its power to win on tracks around the world. The innovative and cool design immediately draws attention to this dynamic machine. The Ducati 999 seems to be in motion even when at rest.
And a look under its fairing confirms the 999’s state-of-the art technology.
Engine/Drivetrain
Type L-twin cylinder, 4 valves per cylinder Testastretta Desmodromic; liquid cooled
Displacement 998 cc
BorexStroke 100 x 63.5 mm
Compression Ratio 11.4:1
Power 105.2 kw - 143 hp @ 9750 rpm
Torque 11.4 kgm @ 8000 rpm
Fuel injection Marelli electronic fuel injection, 54 mm throttle body
Exhaust Single steel muffler with catalytic converter
Emissions Euro2
TRASMISSION
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Primary drive Straight cut gears; ratio 1.84
Final drive Chain; Front sprocket 15; Rear sprocket 36
Clutch Dry multiplate with hydraulic control
Chassis/Suspension
Frame Tubular steel trellis
Wheelbase 1420 mm / 55.9 in
Rake 23.5° - 24.5°
Front suspension Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, for radial calipers
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, 4-piston 4-pad radial caliper
Front wheel Y-shaped 5-spoke light alloy 3.50 x 17
Front tyre 120/70 ZR 17
Rear suspension Progressive linkage with fully adjustable Öhlins monoshock
Rear wheel travel 128 mm / 5 in
Rear brake 240 mm disc, 2-piston caliper
Rear wheel Y-shaped 5-spoke light alloy 5.50 x 17
Rear tyre 190/50 ZR 17
Fuel tank capacity 15.5 L / 4.1 US gal (includes 3 L / 0.8 US gal reserve)
Weight * 186 kg / 410 lbs
Seat height 780 mm / 30.7 in
Instruments Speedometer, rev counter, high beam indicator, turn signals, oil pressure warning light, low fuel warning light, neutral light, water temperature, immobilizer system
Warranty 2 years unlimited mileage
Tank Colours Red, glossy black (for two-seat only)
Frame and Wheel colours Red, black (for two-seat with yellow tank only)
Versions One or Two seats
* = The weight includes battery, lubricants and, where applicable, cooling liquid.
Additional Features
New for 2004 Two years after the "red-volution", all the models in Ducati's Superbike family, in both engine sizes, have been dramatically improved. Updates have involved not just restyling but a series of major improvements to chassis and engine aimed at bringing the 749 and 999 closer still to Ducati's ultimate sports motorcycle concept, making them meaner, faster and more competitive than ever. But even though Ducati's SBK range now looks almost identical to the bikes that dominate the world's championships, they are still just as comfortable as ever. Because comfort is not just something you need on long road rides. Comfort is also essential if you want to maintain high speeds for any length of time on the track. And stylistic improvements are only part of the story. Performance has got substantially better too. from which Supersport and Superbike machines are derived, Supersport motorcycles, represent a segment of the market that has exploded in recent years. All 999's and 749's (the basic models, the S and the R), have been substantially improved and to bring the specifications of these latest models closer to the bikes ridden by the official Ducati racing team.
Accessories
Customise your new Superbike with Ducati accessories. Working closely with R&D and the Corse race team, Ducati builds motorcycle accessories that let owners create their own Dream Bikes. With a passion for design innovation and new materials, Ducati itself has become the industry reference point for the finest, custom Ducati accessories available.
http://www.totalmotorcycle.com/photos/2005models/2005models-Ducati-Superbike-999S.htm
Honda Shadow ACE 750 - A High Quality Mid-Range Cruiser
Welcome back motorcycle enthusiasts! Here's another in my series of motorcycle reviews. Remember....if you're looking to buy your first bike, start with this Epinion on buying a motorcycle and then come back here to finish reading this review for the Honda Shadow ACE 750.
First Impressions
The Shadow ACE 750 is one of the most stylish mid-range metric cruisers out there. With the dash-mounted speedometer and plenty of chrome to go around, this bike turns heads no matter where it goes.
Just about the only downside is that it's a bit cramped and still relies on a chain-driven drivetrain, which requires a bit more maintenance than the 1100-series of the ACE, which is shaft-driven.
So...Let's Talk About The ACE 750
A lot of people look at the Honda Shadow lineup out there and wonder why Honda keeps making so many different shapes and sizes of this bike. Over the last 10 years, Honda has released the ACE 750 the Spirit 750, the ACE 1100 the VLX 600 (standard and deluxe), the ACE 1100, the Sabre 1100, the Aero 1100, the Aero 750 and Spirit 1100 -- all of which are part of the Shadow lineup. Because of the high number of bikes in the Shadow lineup, some think that Honda has a bit of an identity crisis surrounding the Shadows and just can't figure out what kind of bike the Shadow should be.
Having ridden nearly all of the Shadow series bikes, I think Honda has figured out EXACTLY what the Shadow is suppose to be....a bike for every size and shape of person. They have figured out that making slight modifications to the styling and reusing similar engines makes for a broader customer base.
The ACE 750 falls right in the middle of Honda's Shadow lineup as a mid-range cruiser with classic styling. It's bigger and roomier than the Shadow VLX 600, but a bit more petite than the ACE, Sabre, and Spirit 1100s.
Weighing in at 500lbs. dry weight and offering 40hp stock, the ACE 750 provides average weight/average height riders with a strong, nimble ride with enough giddyup for long highway rides.
So...How Is The Power Offered By The ACE 750?
While 40hp may not sound like a lot when compared to the 100hp offered by the CBR lineup, no one buying a cruiser should be realistically expecting to do 150mph. So let's compare apples to apples when looking at horsepower. When compared to it's bigger brother, the ACE 1100 (which comes from the factory making 51hp), the numbers are pretty good. 40hp will have you comfortably cruising the highways at 65mph with no problem.
I do have to comment that above 65mph, I did find myself looking for another gear. The ACE 750 is geared for torque and so moving the speedometer up makes the motor sound a feel like it's revving high. It's something to get used to, but rest assured that the ACE 750 will do 70mph-80mph all day long.
The good news is that the ACE 750 also has room to grow when it comes to increasing the horsepower. Additions such as a high-flow air filter, new jet kit, and power commander module can nudge horsepower more toward the 50-55hp levels. Not too shabby for a 750cc V-Twin.
How's The Handling?
With a 63.6 inch wheel base, the ACE 750 is not a particulary long bike. This makes it very nimble and easy to handle. When combined with the 500lb dry weight, this means it's heavy enough to stand big gusts of wind on the highway, but light enough to be able to manuever around parking lots easily. The ACE's handlebars rest in a comfortable position that make turning the wider front tire relatively easy.
The only complaint I have with regard to the suspension is one that is common across the Shadows. The front fork springs are a bit on the mushy side, which results in a bit of a nose-diving when applying the front brake aggresively. While this is definitely not a show-stopper for the ACE 750, I'd suggest a set of aftermarket fork springs and heavier front fork oil to really bring the front suspension to its peak.
How About Maintenance?
Heck...it's a Honda. Maintenance on the ACE 750 is pretty straight forward. Change the oil and coolant fluid, check your tire tread and air pressure, oil the chain at the appropriate periods and you're good to go!
One other thing to note about the ACE 750 is that the rear brake is a drum brake, not a disk brake. While this doesn't really add any additional maintenance, when it comes time to change the rear brake out, it's a bit more involved that just snapping out the old pads and dropping in the new.
Other than that, the most intense maintenance you'll have on the ACE 750 is keepign all those spokes clean. While they offer that beautiful classic look, be prepared to scrub the road grime off them periodically to keep them looking great.
How About Fuel Mileage and Range?
The ACE 750 sports a 3.7 gallon tank and gets around gets anywhere from 40mpg to 45mpg, depending on how and where you are riding. This means that you're looking at 120-130 miles before having to stop for gas. In other words, it's more likely that your butt will be crying "uncle" before the ACE does.
How about comfort?
As I mentioned earlier, the ACE 750 is a bit on the cramped side for taller or larger riders. The footpegs are in somewhat of a forward position, but taller riders might consider investing in aftermarket forward controls or floorboards if they plan on taking longer trips.
Heavier riders or those looking for long road trip with plenty of riders might consider stepping up to the ACE 1100. In addition, the passenger setup for long trips leaves much to be desired in the way of comfort.
The only other bone of contention I have with the ACE's comfort is something that I have seen across the entire Shadow lineup....the seat. Honda installs very stiff seats on their cruisers, which makes for uncomfortable longer rides. The stiff seats last longer and hold up better, but after a couple hundred miles on a stock Honda seat, I find myself shifting to relieve the pressure on my tailbone. The ACE 750's seat is no different and I would suggest that any ACE owner look around at the Mustang or Corbin seats. They look expensive at first blush, but offer a totally different comfort level than the stocker does. Adding a more comfortable pillion pad will also make your passenger much happier for those long trips.
How About The Price?
I consider the ACE 750 to be one of the best priced cruisers in it's class. When compared to the V-Star 650, the Savage 650, and the Kawasaki Vulcan 800, the ACE 750 (at $5,999) comes in right in the middle:
Yamaha V-Star 650 - MSRP of $5,500
Kawasaki Vulcan 800 - MSRP of $6,200
Suzuki Savage 650 - MSRP of $4,300
While each of these are excellent mid-range cruisers, the ACE 750 offers better long distance riding than the Savage and better styling than the Vulcan 800. The closest competitor with the ACE 750 is the V-Star 650, which is a respectable choice as well for medium-build riders.
What about accessories?
There are plenty of chrome doodads out there for the ACE 750, as well as a few performance enhancers as well. Major aftermarket manufacturers like Cobra, K&N, Vance & Hines, and DynoJet all offer plenty of options to customize your ACE or hop it up a bit. Don't forget about the Hondaline accessories as well. While they're a bit pricier, fit and finish is top-notch and they are guaranteed to fit the ACE 750 perfectly.
So don't worry...there are plenty of accessories out there to continue draining your wallet after the initial purchase. The good news, however, is that the ACE 750 comes from the factory looking sharp and leaving it stock will still turn heads as you cruise down the road.
The Final Lowdown
I do like the ACE 750 as a midrange cruiser. For riders who are mid-sized (5'-5" - 6' and 150lbs - 180lbs), I think it's a great choice. Larger and taller riders will find the bike a bit cramped. For those who are looking at long road trips, the ACE 750 is a suitable bike, but you could find better comfort from one of the larger cruisers.
Overall, though, it's a great looking bike with a great price tag and low maintenance needs. This adds up to a low initial outlay and plenty of miles of smiles.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride Safe!
http://www.epinions.com/content_263005900420
First Impressions
The Shadow ACE 750 is one of the most stylish mid-range metric cruisers out there. With the dash-mounted speedometer and plenty of chrome to go around, this bike turns heads no matter where it goes.
Just about the only downside is that it's a bit cramped and still relies on a chain-driven drivetrain, which requires a bit more maintenance than the 1100-series of the ACE, which is shaft-driven.
So...Let's Talk About The ACE 750
A lot of people look at the Honda Shadow lineup out there and wonder why Honda keeps making so many different shapes and sizes of this bike. Over the last 10 years, Honda has released the ACE 750 the Spirit 750, the ACE 1100 the VLX 600 (standard and deluxe), the ACE 1100, the Sabre 1100, the Aero 1100, the Aero 750 and Spirit 1100 -- all of which are part of the Shadow lineup. Because of the high number of bikes in the Shadow lineup, some think that Honda has a bit of an identity crisis surrounding the Shadows and just can't figure out what kind of bike the Shadow should be.
Having ridden nearly all of the Shadow series bikes, I think Honda has figured out EXACTLY what the Shadow is suppose to be....a bike for every size and shape of person. They have figured out that making slight modifications to the styling and reusing similar engines makes for a broader customer base.
The ACE 750 falls right in the middle of Honda's Shadow lineup as a mid-range cruiser with classic styling. It's bigger and roomier than the Shadow VLX 600, but a bit more petite than the ACE, Sabre, and Spirit 1100s.
Weighing in at 500lbs. dry weight and offering 40hp stock, the ACE 750 provides average weight/average height riders with a strong, nimble ride with enough giddyup for long highway rides.
So...How Is The Power Offered By The ACE 750?
While 40hp may not sound like a lot when compared to the 100hp offered by the CBR lineup, no one buying a cruiser should be realistically expecting to do 150mph. So let's compare apples to apples when looking at horsepower. When compared to it's bigger brother, the ACE 1100 (which comes from the factory making 51hp), the numbers are pretty good. 40hp will have you comfortably cruising the highways at 65mph with no problem.
I do have to comment that above 65mph, I did find myself looking for another gear. The ACE 750 is geared for torque and so moving the speedometer up makes the motor sound a feel like it's revving high. It's something to get used to, but rest assured that the ACE 750 will do 70mph-80mph all day long.
The good news is that the ACE 750 also has room to grow when it comes to increasing the horsepower. Additions such as a high-flow air filter, new jet kit, and power commander module can nudge horsepower more toward the 50-55hp levels. Not too shabby for a 750cc V-Twin.
How's The Handling?
With a 63.6 inch wheel base, the ACE 750 is not a particulary long bike. This makes it very nimble and easy to handle. When combined with the 500lb dry weight, this means it's heavy enough to stand big gusts of wind on the highway, but light enough to be able to manuever around parking lots easily. The ACE's handlebars rest in a comfortable position that make turning the wider front tire relatively easy.
The only complaint I have with regard to the suspension is one that is common across the Shadows. The front fork springs are a bit on the mushy side, which results in a bit of a nose-diving when applying the front brake aggresively. While this is definitely not a show-stopper for the ACE 750, I'd suggest a set of aftermarket fork springs and heavier front fork oil to really bring the front suspension to its peak.
How About Maintenance?
Heck...it's a Honda. Maintenance on the ACE 750 is pretty straight forward. Change the oil and coolant fluid, check your tire tread and air pressure, oil the chain at the appropriate periods and you're good to go!
One other thing to note about the ACE 750 is that the rear brake is a drum brake, not a disk brake. While this doesn't really add any additional maintenance, when it comes time to change the rear brake out, it's a bit more involved that just snapping out the old pads and dropping in the new.
Other than that, the most intense maintenance you'll have on the ACE 750 is keepign all those spokes clean. While they offer that beautiful classic look, be prepared to scrub the road grime off them periodically to keep them looking great.
How About Fuel Mileage and Range?
The ACE 750 sports a 3.7 gallon tank and gets around gets anywhere from 40mpg to 45mpg, depending on how and where you are riding. This means that you're looking at 120-130 miles before having to stop for gas. In other words, it's more likely that your butt will be crying "uncle" before the ACE does.
How about comfort?
As I mentioned earlier, the ACE 750 is a bit on the cramped side for taller or larger riders. The footpegs are in somewhat of a forward position, but taller riders might consider investing in aftermarket forward controls or floorboards if they plan on taking longer trips.
Heavier riders or those looking for long road trip with plenty of riders might consider stepping up to the ACE 1100. In addition, the passenger setup for long trips leaves much to be desired in the way of comfort.
The only other bone of contention I have with the ACE's comfort is something that I have seen across the entire Shadow lineup....the seat. Honda installs very stiff seats on their cruisers, which makes for uncomfortable longer rides. The stiff seats last longer and hold up better, but after a couple hundred miles on a stock Honda seat, I find myself shifting to relieve the pressure on my tailbone. The ACE 750's seat is no different and I would suggest that any ACE owner look around at the Mustang or Corbin seats. They look expensive at first blush, but offer a totally different comfort level than the stocker does. Adding a more comfortable pillion pad will also make your passenger much happier for those long trips.
How About The Price?
I consider the ACE 750 to be one of the best priced cruisers in it's class. When compared to the V-Star 650, the Savage 650, and the Kawasaki Vulcan 800, the ACE 750 (at $5,999) comes in right in the middle:
Yamaha V-Star 650 - MSRP of $5,500
Kawasaki Vulcan 800 - MSRP of $6,200
Suzuki Savage 650 - MSRP of $4,300
While each of these are excellent mid-range cruisers, the ACE 750 offers better long distance riding than the Savage and better styling than the Vulcan 800. The closest competitor with the ACE 750 is the V-Star 650, which is a respectable choice as well for medium-build riders.
What about accessories?
There are plenty of chrome doodads out there for the ACE 750, as well as a few performance enhancers as well. Major aftermarket manufacturers like Cobra, K&N, Vance & Hines, and DynoJet all offer plenty of options to customize your ACE or hop it up a bit. Don't forget about the Hondaline accessories as well. While they're a bit pricier, fit and finish is top-notch and they are guaranteed to fit the ACE 750 perfectly.
So don't worry...there are plenty of accessories out there to continue draining your wallet after the initial purchase. The good news, however, is that the ACE 750 comes from the factory looking sharp and leaving it stock will still turn heads as you cruise down the road.
The Final Lowdown
I do like the ACE 750 as a midrange cruiser. For riders who are mid-sized (5'-5" - 6' and 150lbs - 180lbs), I think it's a great choice. Larger and taller riders will find the bike a bit cramped. For those who are looking at long road trips, the ACE 750 is a suitable bike, but you could find better comfort from one of the larger cruisers.
Overall, though, it's a great looking bike with a great price tag and low maintenance needs. This adds up to a low initial outlay and plenty of miles of smiles.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride Safe!
http://www.epinions.com/content_263005900420
2000 Yamaha Virago - A Great First Bike!
Before we start....if you're looking to buy your first bike, start with this Epinion on buying a motorcycle and then come back here to finish reading this review for the Yamaha Virago 535.
Okay...you're ready to buy your first bike, but you don't really know what to buy. You've looked at the monstrous cruisers, the seemingly-deadly crotch-rockets, and the "couch-on-wheels" Goldwings, but you still don't know what to get.
Let's see, you need something that looks cool, sounds cool, has plenty of power to get your around town, is light enough to control, and something that responds well as you learn how to ride, right?? Right. Oh, yeah...it can't cost $10,000. Sound about right?
First, let's knock out the crotch-rockets. A 1000cc engine on a bike that weighs 600lbs. To much power for a first bike. While nimble and responsive, these bikes have gotten many a first rider way too many tickets. Plus, insurance is pretty high compared to other bikes.
How about the big cruisers? Trust me, trying to learn how to ride on one of these heavyweights isn't the best idea either. It takes a while to learn balance and control of a bike and the cruisers are a lot of steel. Plus, the price tag is just too high for a first bike.
And the Goldwings? Forget it. You're too young.
So what's left? Street bikes. This scaled-down version of a cruiser will provide you with a smaller, lighter, more nimble version of the cruiser with half the price tag.
And what's one of your best bets when it comes to street bikes?
Definitely, the Yamaha Virago 535. This bike is low-slung, meaning it is very close to the ground, which is perfect for shorter riders. This lowered look, couple with the fact that it's dripping with chrome, gives it a very stylish image which other street bikes have failed to capture.
Secondly, the 535cc V-Twin engine has enough power to get you around without sounding like some whiney little scooter. In addition, its lightweight, low-centered design makes the Virago 535 very easy to control and ideal to learn on. Add on a throaty little growl that coming from the muffler and you've got quite a nice bike.
Finally, the price tag is definitely great at around $5,000 brand new.
So what are the downfalls to the Virago 535?
First, it's not a highway bike. While it is legal to ride it on the highway, the light frame is easily effected by the wind and you're really pushing a comfortable top-speed of around 90mph with the 535cc engine. What this means is at 75mph, you're pushing the engine pretty hard.
The only other downside is the range of the bike. The smaller gas tank doesn't allow you to go very far without re-fueling. This can get a little irritating to your fellow riders if you keep having to stop every 70 miles to fill up when they are looking at a range of 130 or more.
Essentially, the Virago 535 is the ideal bike for a beginning rider or for a rider who just loves to cruise around town. I wouldn't recommend this bike for a lot of road trips, but if you are looking for something to learn on that will be both comfortable and reliable, definitely check out the Virago 535.
Once you've picked up the bike of your dreams, be sure to also check out my review on how to maintain your bike.
Also, if you liked this review, be sure to check out some of my other motorcycle and motorcycle-related reviews:
Honda Rebel 250 - Good Starter Bike, But Easily Outgrown
Honda Shadow VLX 600 - A Great V-Twin Starter Bike
Shake, Rattle, and Roll - My Harley Sportster Experience
Suzuki Savage 650 - Excellent Starter Bike For Small Riders
VTR1000 Honda SuperHawk Is An Excellent V-Twin Sport Bike...For A Niche Market
http://www.epinions.com/auto-review-37A-9B32E91-39624DFF-prod4
Okay...you're ready to buy your first bike, but you don't really know what to buy. You've looked at the monstrous cruisers, the seemingly-deadly crotch-rockets, and the "couch-on-wheels" Goldwings, but you still don't know what to get.
Let's see, you need something that looks cool, sounds cool, has plenty of power to get your around town, is light enough to control, and something that responds well as you learn how to ride, right?? Right. Oh, yeah...it can't cost $10,000. Sound about right?
First, let's knock out the crotch-rockets. A 1000cc engine on a bike that weighs 600lbs. To much power for a first bike. While nimble and responsive, these bikes have gotten many a first rider way too many tickets. Plus, insurance is pretty high compared to other bikes.
How about the big cruisers? Trust me, trying to learn how to ride on one of these heavyweights isn't the best idea either. It takes a while to learn balance and control of a bike and the cruisers are a lot of steel. Plus, the price tag is just too high for a first bike.
And the Goldwings? Forget it. You're too young.
So what's left? Street bikes. This scaled-down version of a cruiser will provide you with a smaller, lighter, more nimble version of the cruiser with half the price tag.
And what's one of your best bets when it comes to street bikes?
Definitely, the Yamaha Virago 535. This bike is low-slung, meaning it is very close to the ground, which is perfect for shorter riders. This lowered look, couple with the fact that it's dripping with chrome, gives it a very stylish image which other street bikes have failed to capture.
Secondly, the 535cc V-Twin engine has enough power to get you around without sounding like some whiney little scooter. In addition, its lightweight, low-centered design makes the Virago 535 very easy to control and ideal to learn on. Add on a throaty little growl that coming from the muffler and you've got quite a nice bike.
Finally, the price tag is definitely great at around $5,000 brand new.
So what are the downfalls to the Virago 535?
First, it's not a highway bike. While it is legal to ride it on the highway, the light frame is easily effected by the wind and you're really pushing a comfortable top-speed of around 90mph with the 535cc engine. What this means is at 75mph, you're pushing the engine pretty hard.
The only other downside is the range of the bike. The smaller gas tank doesn't allow you to go very far without re-fueling. This can get a little irritating to your fellow riders if you keep having to stop every 70 miles to fill up when they are looking at a range of 130 or more.
Essentially, the Virago 535 is the ideal bike for a beginning rider or for a rider who just loves to cruise around town. I wouldn't recommend this bike for a lot of road trips, but if you are looking for something to learn on that will be both comfortable and reliable, definitely check out the Virago 535.
Once you've picked up the bike of your dreams, be sure to also check out my review on how to maintain your bike.
Also, if you liked this review, be sure to check out some of my other motorcycle and motorcycle-related reviews:
Honda Rebel 250 - Good Starter Bike, But Easily Outgrown
Honda Shadow VLX 600 - A Great V-Twin Starter Bike
Shake, Rattle, and Roll - My Harley Sportster Experience
Suzuki Savage 650 - Excellent Starter Bike For Small Riders
VTR1000 Honda SuperHawk Is An Excellent V-Twin Sport Bike...For A Niche Market
http://www.epinions.com/auto-review-37A-9B32E91-39624DFF-prod4
VTR1000 Honda SuperHawk Is An Excellent V-Twin Sport Bike...For A Niche Market
First off, let's clarify that I DO own a 2000 Superhawk and I ride mine as a daily commuter to and from work. My experiences with this bike are in heavy traffic and highway situations, not as a track bike. So if you're considering a SuperHawk and are interested in learning what it's like to ride it in the real world...read on.
First Impressions?
The looks of the SuperHawk are lean and clean. Not too much fairing to cover up the V-Twin powerplant, but just enough to shroud the twin radiators and provide some paintable surface. This is not a nekked sport bike, and it's not a fully-dressed model, just somewhere in between. Personally, I love the balance and about the only thing I would add from the factory would be a slightly larger (or at least color-matched) belly pan.
So How Does It Sound?
With regards to sound, this bike truly is a V-Twin. If you love the loping sound of the American muscle and want to replicate that in your sport bike, this is IT. If you're into loud bikes, slap on a set of D&D exhaust and you have a bike that will give any Harley a run for its money when it comes to sound. Trust me...I'm not kidding here.
Is It Fast?
When it comes to power, the SuperHawk is positioned in the middle of the pack. With just above 100hp stock, it certainly can't compete with any of the I-4s like the Hayabusa, GSX-R, or CBR. Where it does excel, however, is in the amount of torque the V-Twin produces. In fact, the touchiness of throttle is not only a big bonus with this bike, it can also be a slight downside since letting off the throttle means the bike decelerates VERY quickly and snapping the throttle can take the bike right out from underneath you.
Fast? Off the line, yes. In the long run, not as fast as some of the others.
How About Fuel Mileage?
With giant 48mm carburetors (the largest on any production motorcycle), fuel mileage isn't great. I generally get around 32mpg and I'm pretty light on the throttle. It beats the heck out of my SUV, so I can't complain too much. Are there better mileage bikes? Sure...but none that are this much fun.
How About The Suspension?
The suspension on the SuperHawk is a bit on the soft side. Since it's more aimed at the sport-tourer, street-riding crowd as opposed to the track riders, the suspension is a bit on the squishy side. I will be adding a new set of front springs to reduce a bit of the brake dive, but overall it wasn't enough to keep me from buying the bike.
How Is The Riding Position?
The riding position is aimed at riders who are around 5'8". I am 6'1", so one of the first modifications I made was to add a set of Heli-bars. This raised the bar height a bit and took pressure off my wrists. The position is a bit forward leaning, so the riders' crotch is usually against the back of the tank. For those that like a bit less agressive, Sargent does make a seat that slopes backward slightly.
What About The Motor?
It's a Honda. Take care of it, change the oil frequently and it will take care of you.
Okay...How About The Price?
I have read other reviews that state that the 2000 SuperHawk is overpriced. Personally, I don't think so because it is a bike focused on a niche market. Mainstream crotch-rocket riders aren't looking for a V-Twin, so that reduces the buyers market significantly. Since most track riders aren't looking for a soft-suspension, the buyers market just decreased again. Basically, this bike is aimed at those riders who want a sport bike, want a V-Twin sound, and love the torque produced by the V-Twin. For all that, I bought my 2000 SuperHawk in 2005 with only 10K miles on it for $4,500. Not a bad price in my opinion.
The Final Lowdown
Interested in buying a SuperHawk? Just be aware that you will be buying one of the more unique sport bikes on the market. Everyone and their dog has a Gixxer or a Busa, but very, very few own a SuperHawk and everywhere you go, the roar of the powerplant and the unique loping engine will turn heads.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_226132463236
First Impressions?
The looks of the SuperHawk are lean and clean. Not too much fairing to cover up the V-Twin powerplant, but just enough to shroud the twin radiators and provide some paintable surface. This is not a nekked sport bike, and it's not a fully-dressed model, just somewhere in between. Personally, I love the balance and about the only thing I would add from the factory would be a slightly larger (or at least color-matched) belly pan.
So How Does It Sound?
With regards to sound, this bike truly is a V-Twin. If you love the loping sound of the American muscle and want to replicate that in your sport bike, this is IT. If you're into loud bikes, slap on a set of D&D exhaust and you have a bike that will give any Harley a run for its money when it comes to sound. Trust me...I'm not kidding here.
Is It Fast?
When it comes to power, the SuperHawk is positioned in the middle of the pack. With just above 100hp stock, it certainly can't compete with any of the I-4s like the Hayabusa, GSX-R, or CBR. Where it does excel, however, is in the amount of torque the V-Twin produces. In fact, the touchiness of throttle is not only a big bonus with this bike, it can also be a slight downside since letting off the throttle means the bike decelerates VERY quickly and snapping the throttle can take the bike right out from underneath you.
Fast? Off the line, yes. In the long run, not as fast as some of the others.
How About Fuel Mileage?
With giant 48mm carburetors (the largest on any production motorcycle), fuel mileage isn't great. I generally get around 32mpg and I'm pretty light on the throttle. It beats the heck out of my SUV, so I can't complain too much. Are there better mileage bikes? Sure...but none that are this much fun.
How About The Suspension?
The suspension on the SuperHawk is a bit on the soft side. Since it's more aimed at the sport-tourer, street-riding crowd as opposed to the track riders, the suspension is a bit on the squishy side. I will be adding a new set of front springs to reduce a bit of the brake dive, but overall it wasn't enough to keep me from buying the bike.
How Is The Riding Position?
The riding position is aimed at riders who are around 5'8". I am 6'1", so one of the first modifications I made was to add a set of Heli-bars. This raised the bar height a bit and took pressure off my wrists. The position is a bit forward leaning, so the riders' crotch is usually against the back of the tank. For those that like a bit less agressive, Sargent does make a seat that slopes backward slightly.
What About The Motor?
It's a Honda. Take care of it, change the oil frequently and it will take care of you.
Okay...How About The Price?
I have read other reviews that state that the 2000 SuperHawk is overpriced. Personally, I don't think so because it is a bike focused on a niche market. Mainstream crotch-rocket riders aren't looking for a V-Twin, so that reduces the buyers market significantly. Since most track riders aren't looking for a soft-suspension, the buyers market just decreased again. Basically, this bike is aimed at those riders who want a sport bike, want a V-Twin sound, and love the torque produced by the V-Twin. For all that, I bought my 2000 SuperHawk in 2005 with only 10K miles on it for $4,500. Not a bad price in my opinion.
The Final Lowdown
Interested in buying a SuperHawk? Just be aware that you will be buying one of the more unique sport bikes on the market. Everyone and their dog has a Gixxer or a Busa, but very, very few own a SuperHawk and everywhere you go, the roar of the powerplant and the unique loping engine will turn heads.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_226132463236
Suzuki Savage 650 - Excellent Starter Bike For Small Riders
Back again, motorcycle fans...with a review of what I consider to be one of the best starter bikes on the market. Are you interested in learning how to ride a motorcycle? Don't know what to buy or which motorcycle is right for you?
Well start with this Epinion and then come back here to finish reading this review for the Suzuki Savage 650.
First Impressions?
When first looking at this bike, don't let the size fool you. It looks like a tiny, little bike around the same size as the Honda Rebel 250 or the Yamaha Virago 535, but this bike pack much more of a punch. The key here is to determine whether the Savage would fit you correctly. Me? I'm 6'1" so riding it makes me look like a grasshopper straddling a mini bike. But for my wife, who is 5'3" (please don't tell her I published that...she thinks she's 5'5"), it fits her nearly perfectly.
So What Makes This Bike So Unique?
First off, it's a 650cc motor packed into a lightweight frame that provides the bike with an overall weight of around 400 lbs. What does this mean? It means that this bike has plenty of power, yet is light enough to be quick and nimble. For new riders, that means that the bike is easy to handle and has plenty of pep to get you out of a bad situation where someone is moving into your lane without looking.
How about maintenance?
Another bonus for new riders. If you want a bike that requires very little maintenance, take a look at the fact that the Savage has a belt drive, as opposed to a chain, which means no messy oiling of the chain every 300 miles. Also, since the 650cc power plant is a single cylinder motor this means that there is only ever one carburetor to keep clean.
How About Fuel Mileage and Range?
This area carries one of the biggest pros and cons of the Savage. First, the mileage on this single cylinder "thumper" can go as high as 45mpg. Sounds great, right? It is.
However, the downside to that is that the fuel tank on the Savage is only around 2.5 gallons, which doesn't really seem that large. Is that a con? Well, it depends on how far you like to ride before filling up. My pack tends to ride around 100 miles before our butts start asking for a rest, so the Savage does just fine. Longer rides than that, however, and the Savage can hold up the rest of the group.
What about comfort?
Again, this goes back to whether the bike fits you. For me, it's not a very comfortable bike because I can sit on the rear passenger seat and still ride. For my wife, she loves the stance and leg position because it fits her inseam. One thing she didn't like, however, were the stock "buckhorn" bars. We quickly swapped the handle bars out for T-Bars that have the grips closer together and provided a much more relaxing wrist position for her. Other than that, however, we have only added a windscreen.
How's The Price Tag?
Well, ours was a steal, but overall the price on the Savage is fairly competitive. With an MSRP of about $4,300, they can actually be found brand new for around $3,700. Compare that to the following bikes and you'll see how nice that price tag is:
Yamaha V-Star 650 - MSRP of $5,500
Honda Shadow VLX 600 - MSRP of $5,400
Kawasaki Vulcan LTD 500 - MSRP of $4,900
So, as you can see, the Savage actually gives you more bang for your buck than the competitors.
What about accessories?
Accessories have been one of the more problematic aspects of the Savage. Since the bike is really deemed a starter bike, a lot of the accessory manufacturers don't produce accessories because they feel that people don't invest a lot of money into a starter bike. This makes it tough to find aftermarket parts for. We have found, however, that a lot of the universal parts work just fine with the Savage. The windscreen we put on the bike was a universal and it worked great. The risers were actually Harley Deuce risers and fit right in. The bars were a generic 1" T bar for Harley Sportsters and fit perfectly as well. So it takes a little more creativity that just buying an accessory off the shelf, but so far we have had plenty of luck.
Any Major Cons To Look Out For?
Although not a major con, I am not a particular fan of the placement of the speedometer in the top of the fuel tank. This location requires the rider to move their entire focus to the tank to check speed, as opposed to simply glancing at a speedometer that is mounted higher. For someone who is starting out, I think this can be a safety issue, but it's more personal preference than anything.
The Final Lowdown
If you are under 5'7" and are looking for a great bike to start out on that won't drain your wallet and require a lot of maintenance, definitely check out your local Suzuki dealership and sit on a Savage 650. They are easy to handle, low maintenance, and a lot of fun to ride.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_226745749124
Well start with this Epinion and then come back here to finish reading this review for the Suzuki Savage 650.
First Impressions?
When first looking at this bike, don't let the size fool you. It looks like a tiny, little bike around the same size as the Honda Rebel 250 or the Yamaha Virago 535, but this bike pack much more of a punch. The key here is to determine whether the Savage would fit you correctly. Me? I'm 6'1" so riding it makes me look like a grasshopper straddling a mini bike. But for my wife, who is 5'3" (please don't tell her I published that...she thinks she's 5'5"), it fits her nearly perfectly.
So What Makes This Bike So Unique?
First off, it's a 650cc motor packed into a lightweight frame that provides the bike with an overall weight of around 400 lbs. What does this mean? It means that this bike has plenty of power, yet is light enough to be quick and nimble. For new riders, that means that the bike is easy to handle and has plenty of pep to get you out of a bad situation where someone is moving into your lane without looking.
How about maintenance?
Another bonus for new riders. If you want a bike that requires very little maintenance, take a look at the fact that the Savage has a belt drive, as opposed to a chain, which means no messy oiling of the chain every 300 miles. Also, since the 650cc power plant is a single cylinder motor this means that there is only ever one carburetor to keep clean.
How About Fuel Mileage and Range?
This area carries one of the biggest pros and cons of the Savage. First, the mileage on this single cylinder "thumper" can go as high as 45mpg. Sounds great, right? It is.
However, the downside to that is that the fuel tank on the Savage is only around 2.5 gallons, which doesn't really seem that large. Is that a con? Well, it depends on how far you like to ride before filling up. My pack tends to ride around 100 miles before our butts start asking for a rest, so the Savage does just fine. Longer rides than that, however, and the Savage can hold up the rest of the group.
What about comfort?
Again, this goes back to whether the bike fits you. For me, it's not a very comfortable bike because I can sit on the rear passenger seat and still ride. For my wife, she loves the stance and leg position because it fits her inseam. One thing she didn't like, however, were the stock "buckhorn" bars. We quickly swapped the handle bars out for T-Bars that have the grips closer together and provided a much more relaxing wrist position for her. Other than that, however, we have only added a windscreen.
How's The Price Tag?
Well, ours was a steal, but overall the price on the Savage is fairly competitive. With an MSRP of about $4,300, they can actually be found brand new for around $3,700. Compare that to the following bikes and you'll see how nice that price tag is:
Yamaha V-Star 650 - MSRP of $5,500
Honda Shadow VLX 600 - MSRP of $5,400
Kawasaki Vulcan LTD 500 - MSRP of $4,900
So, as you can see, the Savage actually gives you more bang for your buck than the competitors.
What about accessories?
Accessories have been one of the more problematic aspects of the Savage. Since the bike is really deemed a starter bike, a lot of the accessory manufacturers don't produce accessories because they feel that people don't invest a lot of money into a starter bike. This makes it tough to find aftermarket parts for. We have found, however, that a lot of the universal parts work just fine with the Savage. The windscreen we put on the bike was a universal and it worked great. The risers were actually Harley Deuce risers and fit right in. The bars were a generic 1" T bar for Harley Sportsters and fit perfectly as well. So it takes a little more creativity that just buying an accessory off the shelf, but so far we have had plenty of luck.
Any Major Cons To Look Out For?
Although not a major con, I am not a particular fan of the placement of the speedometer in the top of the fuel tank. This location requires the rider to move their entire focus to the tank to check speed, as opposed to simply glancing at a speedometer that is mounted higher. For someone who is starting out, I think this can be a safety issue, but it's more personal preference than anything.
The Final Lowdown
If you are under 5'7" and are looking for a great bike to start out on that won't drain your wallet and require a lot of maintenance, definitely check out your local Suzuki dealership and sit on a Savage 650. They are easy to handle, low maintenance, and a lot of fun to ride.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_226745749124
Shake, Rattle, and Roll - My Harley Sportster Experience
Okay motorcycle fans, back again with yet another thrilling review from the world on 2 wheels. This time, I am opening up what can become a real nasty can of worms when it comes to reviews -- by giving a less-than-stellar review of a Harley-Davidson. You see, the following review points out some of the true pros and cons of the product and the cons are often perceived as brand-bashing by some readers who are blinded by their brand-loyalty.
So before you start spouting off comments like "anyone who doesn't love everything Harley must be anti-American" (yes...these comments occur ALL the time in motorcycle forums) just keep in mind, that I pretty much love anything on 2 wheels and the purpose of this site is give the good and the bad. So let's keep the comments constructive and keep the brand-bashing comments to yourselves.
Now...on with the review!
A Little Bit About My Sporty
I actually owned my Sporty for a very short time. Having owned a lot of metric bikes, it seemed like a good idea to try my hand at a Harley and see how I liked one. An opportunity came along when a relative, who owned the bike, wasn't able to ride it anymore and he passed it along to me for a steal. A Harley at a great price, can't pass that up..right?
First Impressions
First impressions were that this was just about the most top-heavy bike I had every ridden. Keep in mind that the Sportster was designed as a track bike originally, so it's quite a different style than the lower-slung Softails and Dynas. Instead, the Sportster is a very tall bike that you really have to sling your leg over the saddle to get on.
Being tall and top heavy has a distinct disadvantage if you live in an area that is windy. Not only does the added height expose you to more wind, but at stoplights, don't even think about taking your hands off the bars. A good gust can put you off balance and with the high center of gravity, can spell disaster if the bike starts to tip.
In addition, if you're considering a used Sportster, start hitting they gym and work those forearms. The Sportster has the stiffest clutch of any bike I have ridden and after an hour in stop and go traffic, I thought my wrist was going to fall off! OUCH!!
The 883 does make quite a bit of power, however, and was a lot of fun to ride once you get past the clutch. The clutch issue did make stop and go traffic a pain, but it was a much nicer ride on the highway.
So How About Maintenance?
I only had the Sporty for a summer, and maintenance was pretty typical of any bike. Change the oil, check the belt and adjust the wheel, and keep air in the tires.
I did find, however, that I spent an extra 20 minutes each week going over the bike and tightening down loose bolts. The worst were the mirrors. The vibrations from the solid-mounted V-Twin loosened the mirror bolts and nothing short of blue lock-tite would keep them in place. I'd be riding down the highway putting along and the next thing you know, my mirror is spinning around because the vibrations loosened the bolt again.
I was a bit wary that these vibrations could also be loosening something a bit more crucial than the mirror. Fortunately, I never had to find out.
Be aware, however, that owning a Sporty will require some extra caution on your part when going over your bike weekly and tightening down loose parts.
What About The Ride?
The ride was great! It takes a bit getting used to the geometry of the Sportster since it is top-heavy, but once you're off and running, the 883 has plenty of power and is actually a really nimble bike. It cornered nicely for a tall sport/cruiser and opening up the throttle really resulted in nice throttle response.
How About Fuel Mileage and Range?
Not some of the best features of the Sportster. I used my 883 as a commuter bike, riding about 35 miles each way to work. Unfortunately, I only got around 30 miles to the gallon, which is low for a motorcycle. Also, the small "peanut" tank limited my range and I found myself having to refuel every 90 miles. At only 3.5 gallons in the tank, it really isn't a long range bike.
What about comfort?
Well, I guess that depends on how you like vibrations. For me, the comfort factor just wasn't very good. The clutch issue made for sore arms, the vibrations made for a sore back, and the riding position isn't suitable for really long distance trips. Yeah, yeah....I know it sounds whiney, but let's be realistic. If you're looking for a comfortable bike, the Sporty aint it.
So Is It A Good Starter Bike?
No. Talk to anyone out there is a hard-core Sporty fan and they will tell you that it takes a unique set of skills to handle one of these beasts and they are not for beginner riders. Just because the Sportster is Harley's smallest bike, doesn't mean that it's suitable for someone who is just getting started. In fact, Harley recently recognized this when they finally decided to rubber-mount the motor (resulting in reduced vibrations), increase the size of the fuel tank, and change the geometry to lower the bike. They realize that people were treating the Sporty as an entry level bike and decided to modify the bike to be more suitable. If, however, you are looking at a used Sportster, be aware that they are not great for starter bikes. Pick up something that is easier to handle (not to mention easier to pick up) and then move up to the Sporty once you have some miles under your belt.
What About Accessories?
Accessories for the Sportster abound. Whether it's flames, skulls, or whatever your style, you can trick out your Sporty with accessories from all the major manufacturers.
What About The Resale Value
As I said, I got mine at a real steal of a price and I passed that steal along to the guy who bought it from me. However, if you're looking to buy a Sportster as an investment...especially an older model, think again. The new Sportsters are driving down the value of the solid-mounted Sporties, and while they keep their value better than metrics, they don't do as well as the bigger Harleys like the FatBoys and Springers.
The Final Lowdown
Having owned one, I will say that I wouldn't buy another. Also, I really don't recommend the Sporty to anyone but another biker who had significant miles under their belt and really understands the concept of a solid-mounted motor and the vibrations it creates and the maintenance that comes with it.
The bike was a lot of fun once you got past the points above, but if I had a spare chunk of change for another Harley, I think I'd rather spend the extra cash and look for a Softail or a Dyna.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_233460043396
So before you start spouting off comments like "anyone who doesn't love everything Harley must be anti-American" (yes...these comments occur ALL the time in motorcycle forums) just keep in mind, that I pretty much love anything on 2 wheels and the purpose of this site is give the good and the bad. So let's keep the comments constructive and keep the brand-bashing comments to yourselves.
Now...on with the review!
A Little Bit About My Sporty
I actually owned my Sporty for a very short time. Having owned a lot of metric bikes, it seemed like a good idea to try my hand at a Harley and see how I liked one. An opportunity came along when a relative, who owned the bike, wasn't able to ride it anymore and he passed it along to me for a steal. A Harley at a great price, can't pass that up..right?
First Impressions
First impressions were that this was just about the most top-heavy bike I had every ridden. Keep in mind that the Sportster was designed as a track bike originally, so it's quite a different style than the lower-slung Softails and Dynas. Instead, the Sportster is a very tall bike that you really have to sling your leg over the saddle to get on.
Being tall and top heavy has a distinct disadvantage if you live in an area that is windy. Not only does the added height expose you to more wind, but at stoplights, don't even think about taking your hands off the bars. A good gust can put you off balance and with the high center of gravity, can spell disaster if the bike starts to tip.
In addition, if you're considering a used Sportster, start hitting they gym and work those forearms. The Sportster has the stiffest clutch of any bike I have ridden and after an hour in stop and go traffic, I thought my wrist was going to fall off! OUCH!!
The 883 does make quite a bit of power, however, and was a lot of fun to ride once you get past the clutch. The clutch issue did make stop and go traffic a pain, but it was a much nicer ride on the highway.
So How About Maintenance?
I only had the Sporty for a summer, and maintenance was pretty typical of any bike. Change the oil, check the belt and adjust the wheel, and keep air in the tires.
I did find, however, that I spent an extra 20 minutes each week going over the bike and tightening down loose bolts. The worst were the mirrors. The vibrations from the solid-mounted V-Twin loosened the mirror bolts and nothing short of blue lock-tite would keep them in place. I'd be riding down the highway putting along and the next thing you know, my mirror is spinning around because the vibrations loosened the bolt again.
I was a bit wary that these vibrations could also be loosening something a bit more crucial than the mirror. Fortunately, I never had to find out.
Be aware, however, that owning a Sporty will require some extra caution on your part when going over your bike weekly and tightening down loose parts.
What About The Ride?
The ride was great! It takes a bit getting used to the geometry of the Sportster since it is top-heavy, but once you're off and running, the 883 has plenty of power and is actually a really nimble bike. It cornered nicely for a tall sport/cruiser and opening up the throttle really resulted in nice throttle response.
How About Fuel Mileage and Range?
Not some of the best features of the Sportster. I used my 883 as a commuter bike, riding about 35 miles each way to work. Unfortunately, I only got around 30 miles to the gallon, which is low for a motorcycle. Also, the small "peanut" tank limited my range and I found myself having to refuel every 90 miles. At only 3.5 gallons in the tank, it really isn't a long range bike.
What about comfort?
Well, I guess that depends on how you like vibrations. For me, the comfort factor just wasn't very good. The clutch issue made for sore arms, the vibrations made for a sore back, and the riding position isn't suitable for really long distance trips. Yeah, yeah....I know it sounds whiney, but let's be realistic. If you're looking for a comfortable bike, the Sporty aint it.
So Is It A Good Starter Bike?
No. Talk to anyone out there is a hard-core Sporty fan and they will tell you that it takes a unique set of skills to handle one of these beasts and they are not for beginner riders. Just because the Sportster is Harley's smallest bike, doesn't mean that it's suitable for someone who is just getting started. In fact, Harley recently recognized this when they finally decided to rubber-mount the motor (resulting in reduced vibrations), increase the size of the fuel tank, and change the geometry to lower the bike. They realize that people were treating the Sporty as an entry level bike and decided to modify the bike to be more suitable. If, however, you are looking at a used Sportster, be aware that they are not great for starter bikes. Pick up something that is easier to handle (not to mention easier to pick up) and then move up to the Sporty once you have some miles under your belt.
What About Accessories?
Accessories for the Sportster abound. Whether it's flames, skulls, or whatever your style, you can trick out your Sporty with accessories from all the major manufacturers.
What About The Resale Value
As I said, I got mine at a real steal of a price and I passed that steal along to the guy who bought it from me. However, if you're looking to buy a Sportster as an investment...especially an older model, think again. The new Sportsters are driving down the value of the solid-mounted Sporties, and while they keep their value better than metrics, they don't do as well as the bigger Harleys like the FatBoys and Springers.
The Final Lowdown
Having owned one, I will say that I wouldn't buy another. Also, I really don't recommend the Sporty to anyone but another biker who had significant miles under their belt and really understands the concept of a solid-mounted motor and the vibrations it creates and the maintenance that comes with it.
The bike was a lot of fun once you got past the points above, but if I had a spare chunk of change for another Harley, I think I'd rather spend the extra cash and look for a Softail or a Dyna.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride safe!
http://www.epinions.com/content_233460043396
Honda Rebel 250 - Good Starter Bike, But Easily Outgrown
Welcome back motorcycle enthusiasts! Here's another in my series of motorcycle reviews. Remember....if you're looking to buy your first bike, start with this Epinion on buying a motorcycle and then come back here to finish reading this review for the Honda Rebel 250.
First Impressions
One of the first bikes I ever owned was a Honda Rebel 250. I was young, inexperienced, and had only ever owned dirt bikes, so the thought of owning a boulevard cruiser was really appealing. I had the opportunity to pick up a Rebel for a pretty good price (I thought), so I took it for a ride, decided in 5 minutes that I wanted it, and took it home. Being young and impulsive, however, took a toll. What I ended up with was a bike that was too small, not powerful enough, and didn't fit my riding style.
As you can see, I'm not blaming the Rebel for all the woes I experienced. A large part of it was that I didn't select the right bike for me. The Rebel, however, is partly to blame, which we will look at throughout this review.
A Little Bit About The Rebel
The Rebel is the smallest cruiser that Honda offers and it's really targeted at beginning riders who have a small frame size. If you're shorter than 5'8" and weigh less than 150 lbs., then the Rebel would we a bike that you might look at for a first bike.
The Rebel has been in Honda's lineup for more than 20 years, having been introduced to the market in 1985. As a result, the design is pretty much bulletproof and you can count on the Rebel to last many, many happy miles.
What About Power?
At 250cc, the Rebel leaves something to be desired in the area of git-up-and-go. While it's certainly no moped, it's designed for a single rider who isn't on the heavy side. Because new riders aren't usually carrying around passengers and lots of camping equipment, the Rebel can certainly hold its own with a single rider.
Those looking to do more than ride around town would probably be better suited looking at the Rebel 450 or possibly one of the 600cc level bikes like the Honda Shadow VLX 600, Suzuki Savage 650, or Yamaha V-Star 650.
What About The Handling?
Being a smaller bike certainly has its advantages and handling is one of them. While no sport bike, the Rebel 250 is capable of making tight turns and, because if it's light weight, is very easy to manuever in a parking lot.
Easy handling makes it a very good bike for around town, but be aware that it's light weight doesn't really suit it for highway riding where high winds might be a factor. Small bikes like the Rebel 250 are easily blown about, which can get dangerous for novice riders.
How About Maintenance?
As I mentioned earlier, the Rebel has been around for a long time and the technology behind the motor and drive train are proven. Rebel owners can look forward to years of great riding if they do the standard maintenance of changing oil and fluids, oiling the chain, and maintaining tires.
How About Fuel Mileage and Range?
Another benefit of being small is fuel consumption. Rebel owners can look for 50 - 60 mpg. Yes...read that again....50 - 60 mpg. So all you Hummer and Escalade owners can justify the fuel consumption of your land yacht by offsetting that with a Honda Rebel. Keep in mind that the fuel tank is only 2.5 gallons, but that will get you 150 mile range, which beats a lot of the larger cruisers.
How about comfort?
Comfort on the Rebel leaves something to be desired if you are shorter than 5'8" and weigh more than 150lbs. The bike really is designed for smaller individuals, so I would highly recommend sitting on a Rebel and taking one for a test ride before you buy. There really isn't any way to make the Rebel 250 more comfortable for passengers, because the design of the bike is so small.
How About The Price?
Pricing on the Rebel 250 is good, when compared with some of the larger cruisers, but when comparing the bike to the 600 and 650 series bikes, it doesn't really make that much sense. MSRP on a Rebel 250 is around $3,000 but you can upgrade to the VLX or another comparable bike for around $4,500. For that reason, if you are looking for a starter bike that you can keep for a while and possibly ride two-up on, you might look at spending just a bit more and going with the larger 600 level bike.
What about accessories?
There are plenty of accessories for the Rebel, but most are for the 450 series. The 250 is seen as a starter bike by most accessory manufacturers, so they don't put a lot of design time into accessories for the 250. If you really look, though, you'll be able to find the chrome you're looking for.
The Final Lowdown
While the Rebel 250 is a great bike and can provide a great in-town riding experience, I wouldn't recommend the bike for larger riders or anyone who plans to ride with a passenger or on long trips. The bike is fine for smaller riders who are staying in-town, but the bike is quickly outgrown and the 600 level bikes are often small enough to provide a good experience for new riders, but big enough that they aren't outgrown as quickly.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride Safe!
http://www.epinions.com/content_252068793988
First Impressions
One of the first bikes I ever owned was a Honda Rebel 250. I was young, inexperienced, and had only ever owned dirt bikes, so the thought of owning a boulevard cruiser was really appealing. I had the opportunity to pick up a Rebel for a pretty good price (I thought), so I took it for a ride, decided in 5 minutes that I wanted it, and took it home. Being young and impulsive, however, took a toll. What I ended up with was a bike that was too small, not powerful enough, and didn't fit my riding style.
As you can see, I'm not blaming the Rebel for all the woes I experienced. A large part of it was that I didn't select the right bike for me. The Rebel, however, is partly to blame, which we will look at throughout this review.
A Little Bit About The Rebel
The Rebel is the smallest cruiser that Honda offers and it's really targeted at beginning riders who have a small frame size. If you're shorter than 5'8" and weigh less than 150 lbs., then the Rebel would we a bike that you might look at for a first bike.
The Rebel has been in Honda's lineup for more than 20 years, having been introduced to the market in 1985. As a result, the design is pretty much bulletproof and you can count on the Rebel to last many, many happy miles.
What About Power?
At 250cc, the Rebel leaves something to be desired in the area of git-up-and-go. While it's certainly no moped, it's designed for a single rider who isn't on the heavy side. Because new riders aren't usually carrying around passengers and lots of camping equipment, the Rebel can certainly hold its own with a single rider.
Those looking to do more than ride around town would probably be better suited looking at the Rebel 450 or possibly one of the 600cc level bikes like the Honda Shadow VLX 600, Suzuki Savage 650, or Yamaha V-Star 650.
What About The Handling?
Being a smaller bike certainly has its advantages and handling is one of them. While no sport bike, the Rebel 250 is capable of making tight turns and, because if it's light weight, is very easy to manuever in a parking lot.
Easy handling makes it a very good bike for around town, but be aware that it's light weight doesn't really suit it for highway riding where high winds might be a factor. Small bikes like the Rebel 250 are easily blown about, which can get dangerous for novice riders.
How About Maintenance?
As I mentioned earlier, the Rebel has been around for a long time and the technology behind the motor and drive train are proven. Rebel owners can look forward to years of great riding if they do the standard maintenance of changing oil and fluids, oiling the chain, and maintaining tires.
How About Fuel Mileage and Range?
Another benefit of being small is fuel consumption. Rebel owners can look for 50 - 60 mpg. Yes...read that again....50 - 60 mpg. So all you Hummer and Escalade owners can justify the fuel consumption of your land yacht by offsetting that with a Honda Rebel. Keep in mind that the fuel tank is only 2.5 gallons, but that will get you 150 mile range, which beats a lot of the larger cruisers.
How about comfort?
Comfort on the Rebel leaves something to be desired if you are shorter than 5'8" and weigh more than 150lbs. The bike really is designed for smaller individuals, so I would highly recommend sitting on a Rebel and taking one for a test ride before you buy. There really isn't any way to make the Rebel 250 more comfortable for passengers, because the design of the bike is so small.
How About The Price?
Pricing on the Rebel 250 is good, when compared with some of the larger cruisers, but when comparing the bike to the 600 and 650 series bikes, it doesn't really make that much sense. MSRP on a Rebel 250 is around $3,000 but you can upgrade to the VLX or another comparable bike for around $4,500. For that reason, if you are looking for a starter bike that you can keep for a while and possibly ride two-up on, you might look at spending just a bit more and going with the larger 600 level bike.
What about accessories?
There are plenty of accessories for the Rebel, but most are for the 450 series. The 250 is seen as a starter bike by most accessory manufacturers, so they don't put a lot of design time into accessories for the 250. If you really look, though, you'll be able to find the chrome you're looking for.
The Final Lowdown
While the Rebel 250 is a great bike and can provide a great in-town riding experience, I wouldn't recommend the bike for larger riders or anyone who plans to ride with a passenger or on long trips. The bike is fine for smaller riders who are staying in-town, but the bike is quickly outgrown and the 600 level bikes are often small enough to provide a good experience for new riders, but big enough that they aren't outgrown as quickly.
Once you have selected your new bike, be sure to check out check out my article on maintaining your motorcycle:
Keep Your Motor Running - Tips For Maintaining Your Motorcycle
Ride Safe!
http://www.epinions.com/content_252068793988
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