Buell 1125R
Buell's power tool stands out from the crowdDuring its 25th anniversary year, Buell released the new 1125R. Founder Erik Buell's dream since day one has been to build a real American sportsbike. Has he hit the mark?
WHAT'S IT ALL ABOUT?
Buells always look different – this one too. Overall, its styling works for me. The broad but shallow fairing nose and screen styling took a while – but I'm getting with the program. The bits I'm still digesting are those side pods, which feed air to the side-mounted radiators. The new 72-degree, 146hp 'Helicon' engine sits in a new frame between two deep aluminium frame spars that hold the fuel in the Buell manner. This time, though, the swingarm doesn't have to double as an oil tank. Although it's a dry-sump engine, the tank is contained within the engine cases.
Another novel feature is the unique-to-Buell, vacuum-assisted slipper clutch. And there's a very trick "cush drive". Very trick because it's actually two compensators in one and it's fitted to the front sprocket, not in the rear hub. The familiar rim-mounted, single front brake rotor is clamped by a new eight-piston caliper.
The new 47mm inverted forks are designed for reduced stiction. Numerous other details are new to the 1125R, though its bare bones are readily recognisable.
Once, however, you move towards the top-end, you're into territory that's indisputably owned by four-valve engines. It's new territory, too, on a Buell – almost 50hp up on its predecessors. Induction noise, a little reminiscent of the haunting cry of a big SV Suzuki, comes on sweet and strong as the tacho needle swings upwards.
Vibration-wise it's well controlled with three balancer shafts. Clever engineering, though, still feeds enough pleasure buzz to the rider to make it feel like an authentic V-twin experience. Fuelling is lovely when you're on the throttle, right across its broad rev range (redline is 10,500rpm). When you're just feeding it a whiff of throttle in the 2500-3500rpm range – classic city traffic stuff – it surges and hunts, as do many injected singles or twins.
It's up to you whether you call this behaviour 'character' or see it as an irritant requiring further finessing by the factory. It's certainly milder here than with the fuel-injected two-valve Buells. The gearbox is quite a sweet shifter. When you're really getting into it, clutchless upshifts are as smooth as a maiden's caress. A couple of times my test mount blocked downshifts from third to second. Maybe it was punishing me for being a bit tentative on those occasions.
The new slipper clutch makes for cleaner entry to tight corners. Its action isn't as strong as some slipper clutches I've used – I had the back wheel start to step out a couple of times on downshifts into second – but the mechanism intervened to put a cap on the degree of movement. A consequence of this softer slipper action is that it transmits a reasonable amount of engine braking. That's a bonus everywhere except on a dedicated race bike.
Like earlier Buells, the 1125R isn't a happy trail-braker. It's inclined to stand up under brakes, but less so than before. When you're driving hard out of a bend high in third gear, and then you strike ripples or you crest a rise high in fourth and float the front wheel, all that feeds back is a non-alarming quiver from the front end. It never threatens to develop into a proper wobble. Despite its short wheelbase and sharp steering geometry, this Buell is inherently very stable. And that's without a steering damper.
In slow, feet-up u-turns, the 1125R demonstrated its improved steering lock, gained by moving the forks further forward from the frame spars.
The brakes really suited me. The eight pistons gave heaps of progressive power and feel, without the vicious initial bite that some like – but I don't.
THE VERDICT
The 1125R is a real goer that struts its stuff in a very rider-friendly way. Power delivery is strong, relentless and so linear. You never fear it's going to bite you when you're heeled over and driving hard out of a second or third-gear bend. It's a bit down on top speed compared with the 170-plus-hp, four-cylinder litre-class sports bikes, but that doesn't count for much on the road or around a track, for that matter.
The finish and fit on my bike was excellent. I wonder, however, about the durability of the 'stick-on' vinyl 'tank' badges. The 1125R is the sportsbike that fulfils Erik Buell's dream – and it's a competitively priced one. If you're left behind in very fast company, it won't be due to any shortcoming on the part of this Buell...
- Awesome, linear torque output
- Rider-friendly ergonomics
DOWNERS
- Low-throttle/low-speed surging
- Radiator pod styling
- 'Stick-on' badges
SPECS
ENGINE
Type: Liquid-cooled, eight-valve, DOHC 72-degree Helicon V-twin
Displacement: 1125cc
Bore and Stroke: 103 x 67.5mm
Compression ratio: 12.3:1
Fuel system: EFI with 61mm throttle bodies
TRANSMISSION
Type: Six-speed, constant-mesh
Final drive: Aramid belt
CHASSIS AND RUNNING GEAR
Frame type: Alloy beam frame, fuel held in frame
Front suspension: 47mm Showa forks, fully adjustable
Rear suspension: Showa monoshock, fully adjustable
Front brakes: ZTL single 375mm disc with eight-piston caliper
Rear brake: Single 240mm disc with twin-piston caliper
DIMENSIONS & CAPACITIES
Dry weight: 170kg
Seat height: 775mm
Fuel capacity: 20.1 litres
PERFORMANCE
Max power: 148hp at 9800rpm
Max torque: 11.3kg-m at 8000rpm
OTHER STUFF
Colours: Midnight Black with Diamond Blue frame
Test bike supplied by: Buell Motorcycles
Warranty: 24 months, unlimited kilometres
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