2009 BUELL 1125 CR, 132 ORIGINAL MILES, STUNNING CONDITION, RUNS PERFECT
2009 Buell Other
| Price: | US $3,901.00 |
| Item location: | Chicago, Illinois, United States |
| Make: | Buell |
| Model: | Other |
| Year: | 2009 |
| Mileage: | 132 |
| VIN: | 4MZYL04D493C01434 |
| Engine size: | 1,125 |
| Vehicle Title: | Clear |
| Contact seller: | Contact form |
Description
Specifications: Motorcycle Type: Sport Engine Displacement (cc): 1125 Engine Type: V Twin Cylinders: 2 Engine Stroke: 4-Stroke Valve Configuration: DOHC Carburetion Type: Fuel Injected Transmission Type: Manual Number of Speeds: 6 Primary Drive System: Belt Front Brakes: Hydraulic Disc Rear Brakes: Hydraulic Disc Front Tire(s): Pirelli® Diablo Corsa III 120/70 ZR-17 Rear Tire(s): Pirelli® Diablo Corsa III 180/55 ZR-17 SPECIFICATIONS Wheelbase (in / mm): 54.5 / 1385 Dry Weight (lbs / kg): 375 / 170 Fuel Capacity (gal / L): 5.3 / 20.1 Seat Height (in / mm): 30.5 / 775 Number of Seats: 2 Tachometer: Standard Digital Instrumentation: Standard
2009 Buell 1125CR First Ride by Adam Waheed | October 28, 008 Quirky, dd, nusual, illy. These are some of the words typically uttered by motorcyclists who have ridden a Buell Motorcycle. In fact, ’ve even muttered those adjectives after a ride on one of its sometimes eccentric and often peculiar motorcycles. Nevertheless, fter riding the all-new 1125CR, hose terms are about as accurate as Richard Nixon’s interpretation of the Watergate Scandal. That’s right, uell, he sole big-time producer of American-made sport motorcycles, as released a new mondo-power streetfighter, estined to become the new King of the Block. Part street brawler, art apex carver, he 1125CR is Buell’s contemporary vision of a cafe racer. Don’t be fooled by those four numbers before the C and the R that represent its engine nomenclature. Although it shares the same liquid-cooled 1125cc Helicon engine that’s in the 1125R sportbike, his is in fact a new machine. With a rigid aluminum chassis, igh-end, -way adjustable Showa suspension on both ends, nd a brick-sized 8-piston front brake caliper, his is a sport motorcycle designed for the rider that doesn’t want to have to choose between the street and racetrack; because it can, nd will, o both. Without a doubt, he single factor that’s going to draw riders to this machine is its wild styling. Buell terms it sinister and wicked, ut to me, t’s exactly what I’ve imagined my motorbike to look like if I was riding through the fiery gates in my after-life. Air scoops on either side look like they were copied off a MiG engineer’s notebook, hile at any angle the bike’s profile appears as intense as your cage-fighting friend who’s as likely to throw a head-butt as he is to shake someone’s hand. Looking at the bike up close proves Buell’s level of fit and finish has been significantly improved upon and is now comparable to other motorcycles within its class. Putting the bike in motion is an 1125cc V-Twin (built by renowned Austrian engine manufacturer Rotax to Buell specifications), hat sports all the features a high-performance engine requires; liquid-cooling and 8-valve, OHC architecture utilizing a Formula One-derived “finger follower” valve actuation system claimed to reduce friction and allow for faster valve open-and-closing time. Internally the two pistons are separated by a narrow angle of 72-degrees and slide within a 103 x 67.50mm bore/stroke. Fuel-injection feeds two 61mm throttle bodies and the gas/air mixture is pummeled to a respectable 12.3:1 ratio inside the engine. Three internal counter-balancers help mitigate vibration generated by reciprocating inertia, hile a dry sump engine oil lubrication system helps keep mechanical losses to a minimum. Power is transferred to the rear wheel via a six-speed transmission that employs a Hydraulic Vacuum Assist (HVA) Slipper-Action clutch. A completely maintenance-free belt final drive complements the set-up. At first, non-chain final drive seems quirky, ut benefits like its absence of greasy-messiness and the fact that it never requires maintenance or adjustment quickly become apparent. Another plus is due to the constant tension on the final drive belt. There’s never any kind of slack in the drivetrain, hich in turn provides a smooth, irect acceleration response. Harnessing all 146 horsepower is a thick aluminum frame that uses the engine as a stressed member. An equally beefy cast-aluminum swingarm mounts to a pivot point within the engine case. A 3-way adjustable (spring preload, ompression, nd rebound) Showa monoshock connects the swingarm and a forward pivot point on the engine case, hile an equally adjustable inverted Showa 47mm fork handles front suspension duties. Complementing the sturdy chassis is an equally heavy-duty 375mm front brake rotor and large 8-piston caliper. The rotor itself mounts directly to the wheel, hile the caliper uses four-individual brake pads. Buell terms its setup, TL2 (Zero Torsion Load) technology, nd it’s designed to disperse energy loads more efficiently and is claimed to be lighter than conventional dual rotor/caliper applications. Out back a 240mm conventional rear braking disc is clamped down by a double-piston caliper that’s integrated into the inner surface of the swingarm, hus eliminating the extra weight of an external caliper carrier piece. To experience the 1125CR in its element, e were fortunate enough to travel all the way to Berlin, ermany where we got a chance to ride America’s newest creation on the racetrack, s well as the not-so-mean-anymore streets of the former Eastern Bloc. Swing your leg over the new 1125CR, nd you’ll be surprised by how small it feels between your legs. Pick it up off the side stand and you notice that its 375-pound claimed dry weight feels low and centered. Reach forward to the thick clubman-style handlebars, nd your torso is pitched forward, lose to the front wheel. An equally aggressive set of high-mounted footpegs push your knees into the carved recess of the matte-black frame and pseudo fuel tank. Worry not though. If you’re not feeling the cafe racer vibe, uell offers an upright handlebar accessory option which takes a good deal of pressure off your wrists and literally transform’s the 1125CR’s cockpit into that of a true streetfighter, aking extended time in the saddle far more comfortable. Despite its appearance and the gas cap sitting atop its pseudo fuel cell, hat Buell-logo emblazed thing-a-ma-bobber isn’t actually for fuel. Instead the 1125CR utilizes Buell’s fuel in the frame system, hile the traditionally-located fuel tank actually houses a ram-air equipped 12-liter pressurized airbox. Turn the key, humb the starter button and the big V-Twin comes to life without hesitation. At idle, here’s no mistaking this bike from anything coming out of Japan. There is still a fair amount of engine vibration, ut unlike other air-cooled Buell motorcycles, ou don’t feel like it’s going to rattle itself apart. The sound bellowing out of the low-slung exhaust is just the right amount to draw some wanted attention, et even at wide-open throttle its tune doesn’t reach annoying levels. Accelerating from pitlane at the recently erected Spreewaldring Motodrom reveals a generally well-mannered, ev-happy engine. Below 4000 rpm the engine feels a bit snatchy, ike it’s running lean; but as soon as that 4k threshold is surpassed, he engine comes online, uilding rpm’s voraciously– akin to our favorite Italian performance Twin. Power wheelies in the first two gears are pretty much mandatory and can even be mustered in third with a bit of finesse. This type of foolish enjoyment is made possible by the dead-flat torque spread throughout its 10,500 rpm rev range. Winding out the engine to redline exposes a visceral acceleration experience that can become addictive. Yet the engine is also fit to be short-shifted through its plump mid-range. And despite what your senses lead you to believe, round the track, he key to going fast is to just grab another gear and ride the wave of asphalt-grabbing torque. As previously mentioned, elow 4000 rpm the carburetion seems to be a bit off, hich compromises low-speed throttle response, ut get the engine zinging past that mark and jetting feels spot-on. In fact, he combination of the well-sorted fuel mapping and direct response from the belt final drive make accelerating feel almost instantaneous at speed. Navigating Spreewaldring’s 1.7-mile track puts a real emphasis on a motorcycle’s ability to change directions quickly. And similar to other Buell motorcycles we’ve tested in the past, he 1125CR requires very little input to get it pointed in the right path. Better yet, ts cat-like agility doesn’t sacrifice its stability at speed– even without a steering damper. Even a top speed 156-mph blast (GPS confirmed) on Germany’s infamous Autobahn barely did anything to upset the chassis. Impressive. Although the surface at our new favorite German racetrack was about as smooth as my neighborhood bowling alley, he 1125R’s chassis delivers loads of feel through the control surfaces. In fact there was so much feedback delivered through Pirelli’s racetrack-spec Corsa IIIrubber that not only was it possible, ut highly desirable to spin-up the rear tire through one of Spreewaldring’s fast right-hand third gear sweepers. Another plus was the wide range of adjustment available from the suspension. In the morning we began the day with a softer suspension setting, ut as track temperatures increased and we started picking up the pace, he bike began to move around a bit too much. And while it was quite entertaining riding around in that fashion it was also a bit sketchy. Regaining its composure, owever, as as simple as dialing in additional preload and compression. It’s that simple. When it comes time to scrub-off speed, he CR is up for the challenge. There’s quite a bit of engine braking to help slow things down and the vacuum-actuated slipper action clutch works flawlessly, ompletely eliminating rear wheel chatter. When you initially touch the brake lever, here isn’t a whole lot of braking bite or feel, ut pull a little deeper and soon you’re rewarded with progressive amounts of rear wheel in the air power and a surprising level of feel. On the street the brakes feel vague as you don’t have a lot of opportunity to grab the necessary amount of lever for them to work. But on the track it’s a different story. You can trail-brake really deep through corner apex with the brake lever gently pulsating back and forth–feeding you information about the delicate relationship between rubber and asphalt. Again, uell’s wise OE tire choice really allows the rider to extort a high-level of performance from this bike as it sits bone stock. Riding through Germany’s beautiful autumn countryside revealed perhaps the only real flaw in the 1125CR’s relatively impregnable armor. While its rigid chassis lends itself well on a smooth, ast racetrack, n the often bumpy, obblestone-laden roadways the entire bike–especially the rear end feels way too stiff. Even removing most of the preload from the rear shock did next to nothing to reduce harshness. On the contrary, he bike’s seat is one of the most comfortable I’ve ever sampled on a sportbike, ut due to the rough riding rear suspension its advantages are almost canceled out. In spite of using a shorter final drive (compared to the 1125R), ruising down the road at 62 mph reads only 4000 rpm in top gear. At or below that engine speed the cockpit gets a little buzzy, ut above that magic rpm mark things smooth out pretty quick. Looking down at the sharp Italian-made Magneti Marelli instrument display provides you with an assortment of data headlined by the easy-to-read swept analog tachometer. Directly below there’s a small multi-function LCD display that includes a bevy of electronics: an integrated shift light, igital speedo, dometer, ual trip meters, ap timer (records up to 99 lap times), mbient air temperature, oolant temperature, ear indicator, verage and instant fuel consumption, iles to next service display, ow fuel (plus miles traveled on reserve), igh beam, eutral, urn signals, nd clock. Also standard is a four-digit pin enabled security system with an integrated ignition immobilizer. Two buttons on the upper-right control all of the functions, nd toggling through them is pretty much a no-brainer. For the most part, he instruments are easy to read at a glance, owever, e wish the gear indicator, lock, nd trip meter were larger as they weren’t as easy to read when in motion. You’d assume that since the 1125CR lacks a traditional fairing or windscreen that wind buffeting at speed would be bothersome, ut this couldn’t be farther from the truth. On the racetrack, didn’t even notice that it lacked a traditional fairing. Even when we did our top speed Autobahn run, was able to mold my body to the bike and duck behind the miniscule fly-screen in such that a way that I didn’t feel like was going to get peeled off the bike. So is the new 1125CR for me? Would you find one parked in my garage? Absolutely. While there are still some peculiar traits like the 1980s-sourced handlebar switchgear and the front brakes that you have to mash on to get the brake feel your after, verall the 1125CR is a complete package whose faults are few and far between. The 1125CR is finally an example of a well-made American motorcycle that can finally compete with the best coming out of England, taly, r even Japan. …Article Courtesy of MotoUSA.com FIRST RIDE: 2009 BUELL 1125CR:The Buell 1125R V-Twin Superbike Loses its Clothes and Gains Refinement. Truth be told, he Buell 1125R superbike introduced last year left a few things to be desired. The basic package was strong, he fundamentals sorted, ut a few of the unfinished details let the bike down. The new-for-2009 1125CR Caf? Racer naked-bike addresses those refinement issues and gave us our first taste of what this liquid-cooled V-Twin platform is truly capable of. The international launch for the 1125CR was held in Berlin, ith one day devoted exclusively to track riding and the other to the road. The very first positive impression of the CR comes just after you hit the starter button: The bike fires to life and settles into a smooth idle, ot or cold. Our 2008 R version was often hard-starting and inconsistent in its idle quality, situation caused by mapping issues with the EFI and ignition system. That appears to be fixed now. In addition, he fuel injectors have been re-aimed and the oxygen sensors moved to get a more precise reading from the exhaust system. Throttle accuracy and response are also much improved when the bike is in motion, nd as we lapped the Spreewaldring track at a moderate pace to learn the layout, t was clear the bike simply ran better in lower-load situations than last year’s R. Buell claims that the changes also have improved fuel efficiency by 20 percent and reduced engine heat issues due to cooler running. The map updates for the engine ECU are available for the 2008 R and, f course, ll the EFI updates will be applied to the ’09 R, oo. As our on-track pace increased, he 146-claimed-horsepower engine showed the same vigorous acceleration and torquey nature that we like so much about the R. But with more than 8-percent-lower gearing, he CR fires out of corners a lot more aggressively. Like on the R, uick steering geometry suggests that the chassis might be a bit flighty, et even hammering out of tight corners with the front end light (or off the ground!), he CR never shook its head. Steering is low effort with the clubman-style bars, nd the CR was nothing but neutral trail-braking hard down to the apex. The Showa suspension managed to keep the bike composed with firm damping at the track, nd it offered enough range of adjustment to the softer side that riding on the extremely bumpy street route in former East Germany wasn’t total punishment, ither. There is still some drivetrain lash and more mechanical noise from the engine in town-type riding at low rpm than you would like, ut because the engine is no longer hunting and surging in these types of part-throttle situations, t is much less obtrusive. The ZTL2 inside-out front brake and its eight-piston caliper are unchanged from last year except for an alteration in pad compound to promote more linear response. The track bikes were fitted with racing pads (which worked great, s they should), ut the stockers used for the street ride did show an improvement over the compound used on the ’08 R. Pressure required at the lever is minimal, nd power is such that a two-finger squeeze can easily lift the rear wheel off the ground. So the $11,695 CR retains the sporting qualities that we liked about the R, ut it adds a more upright riding position (with a comfortable seat), nappy right-now short gearing, reat brakes, ith drastically improved running qualities thanks to the engine updates. Buell may finally have arrived with a true “no-excuses” sporting platform. ...Article courtesy of Mark Hoyeand Cycle World Magazine, ctober 7, 008
2009 BUELL 1125 CR, 32 ORIGINAL MILES FROM NEW
2009 BUELL 1125 CR, 32 ORIGINAL MILES FROM NEW This 2009 Buell 1125 CR was the most advanced and fastest Buell to come out of the factory up to that point.
Specifications: Motorcycle Type: Sport Engine Displacement (cc): 1125 Engine Type: V Twin Cylinders: 2 Engine Stroke: 4-Stroke Valve Configuration: DOHC Carburetion Type: Fuel Injected Transmission Type: Manual Number of Speeds: 6 Primary Drive System: Belt Front Brakes: Hydraulic Disc Rear Brakes: Hydraulic Disc Front Tire(s): Pirelli® Diablo Corsa III 120/70 ZR-17 Rear Tire(s): Pirelli® Diablo Corsa III 180/55 ZR-17 SPECIFICATIONS Wheelbase (in / mm): 54.5 / 1385 Dry Weight (lbs / kg): 375 / 170 Fuel Capacity (gal / L): 5.3 / 20.1 Seat Height (in / mm): 30.5 / 775 Number of Seats: 2 Tachometer: Standard Digital Instrumentation: Standard
2009 Buell 1125CR First Ride by Adam Waheed | October 28, 008 Quirky, dd, nusual, illy. These are some of the words typically uttered by motorcyclists who have ridden a Buell Motorcycle. In fact, ’ve even muttered those adjectives after a ride on one of its sometimes eccentric and often peculiar motorcycles. Nevertheless, fter riding the all-new 1125CR, hose terms are about as accurate as Richard Nixon’s interpretation of the Watergate Scandal. That’s right, uell, he sole big-time producer of American-made sport motorcycles, as released a new mondo-power streetfighter, estined to become the new King of the Block. Part street brawler, art apex carver, he 1125CR is Buell’s contemporary vision of a cafe racer. Don’t be fooled by those four numbers before the C and the R that represent its engine nomenclature. Although it shares the same liquid-cooled 1125cc Helicon engine that’s in the 1125R sportbike, his is in fact a new machine. With a rigid aluminum chassis, igh-end, -way adjustable Showa suspension on both ends, nd a brick-sized 8-piston front brake caliper, his is a sport motorcycle designed for the rider that doesn’t want to have to choose between the street and racetrack; because it can, nd will, o both. Without a doubt, he single factor that’s going to draw riders to this machine is its wild styling. Buell terms it sinister and wicked, ut to me, t’s exactly what I’ve imagined my motorbike to look like if I was riding through the fiery gates in my after-life. Air scoops on either side look like they were copied off a MiG engineer’s notebook, hile at any angle the bike’s profile appears as intense as your cage-fighting friend who’s as likely to throw a head-butt as he is to shake someone’s hand. Looking at the bike up close proves Buell’s level of fit and finish has been significantly improved upon and is now comparable to other motorcycles within its class. Putting the bike in motion is an 1125cc V-Twin (built by renowned Austrian engine manufacturer Rotax to Buell specifications), hat sports all the features a high-performance engine requires; liquid-cooling and 8-valve, OHC architecture utilizing a Formula One-derived “finger follower” valve actuation system claimed to reduce friction and allow for faster valve open-and-closing time. Internally the two pistons are separated by a narrow angle of 72-degrees and slide within a 103 x 67.50mm bore/stroke. Fuel-injection feeds two 61mm throttle bodies and the gas/air mixture is pummeled to a respectable 12.3:1 ratio inside the engine. Three internal counter-balancers help mitigate vibration generated by reciprocating inertia, hile a dry sump engine oil lubrication system helps keep mechanical losses to a minimum. Power is transferred to the rear wheel via a six-speed transmission that employs a Hydraulic Vacuum Assist (HVA) Slipper-Action clutch. A completely maintenance-free belt final drive complements the set-up. At first, non-chain final drive seems quirky, ut benefits like its absence of greasy-messiness and the fact that it never requires maintenance or adjustment quickly become apparent. Another plus is due to the constant tension on the final drive belt. There’s never any kind of slack in the drivetrain, hich in turn provides a smooth, irect acceleration response. Harnessing all 146 horsepower is a thick aluminum frame that uses the engine as a stressed member. An equally beefy cast-aluminum swingarm mounts to a pivot point within the engine case. A 3-way adjustable (spring preload, ompression, nd rebound) Showa monoshock connects the swingarm and a forward pivot point on the engine case, hile an equally adjustable inverted Showa 47mm fork handles front suspension duties. Complementing the sturdy chassis is an equally heavy-duty 375mm front brake rotor and large 8-piston caliper. The rotor itself mounts directly to the wheel, hile the caliper uses four-individual brake pads. Buell terms its setup, TL2 (Zero Torsion Load) technology, nd it’s designed to disperse energy loads more efficiently and is claimed to be lighter than conventional dual rotor/caliper applications. Out back a 240mm conventional rear braking disc is clamped down by a double-piston caliper that’s integrated into the inner surface of the swingarm, hus eliminating the extra weight of an external caliper carrier piece. To experience the 1125CR in its element, e were fortunate enough to travel all the way to Berlin, ermany where we got a chance to ride America’s newest creation on the racetrack, s well as the not-so-mean-anymore streets of the former Eastern Bloc. Swing your leg over the new 1125CR, nd you’ll be surprised by how small it feels between your legs. Pick it up off the side stand and you notice that its 375-pound claimed dry weight feels low and centered. Reach forward to the thick clubman-style handlebars, nd your torso is pitched forward, lose to the front wheel. An equally aggressive set of high-mounted footpegs push your knees into the carved recess of the matte-black frame and pseudo fuel tank. Worry not though. If you’re not feeling the cafe racer vibe, uell offers an upright handlebar accessory option which takes a good deal of pressure off your wrists and literally transform’s the 1125CR’s cockpit into that of a true streetfighter, aking extended time in the saddle far more comfortable. Despite its appearance and the gas cap sitting atop its pseudo fuel cell, hat Buell-logo emblazed thing-a-ma-bobber isn’t actually for fuel. Instead the 1125CR utilizes Buell’s fuel in the frame system, hile the traditionally-located fuel tank actually houses a ram-air equipped 12-liter pressurized airbox. Turn the key, humb the starter button and the big V-Twin comes to life without hesitation. At idle, here’s no mistaking this bike from anything coming out of Japan. There is still a fair amount of engine vibration, ut unlike other air-cooled Buell motorcycles, ou don’t feel like it’s going to rattle itself apart. The sound bellowing out of the low-slung exhaust is just the right amount to draw some wanted attention, et even at wide-open throttle its tune doesn’t reach annoying levels. Accelerating from pitlane at the recently erected Spreewaldring Motodrom reveals a generally well-mannered, ev-happy engine. Below 4000 rpm the engine feels a bit snatchy, ike it’s running lean; but as soon as that 4k threshold is surpassed, he engine comes online, uilding rpm’s voraciously– akin to our favorite Italian performance Twin. Power wheelies in the first two gears are pretty much mandatory and can even be mustered in third with a bit of finesse. This type of foolish enjoyment is made possible by the dead-flat torque spread throughout its 10,500 rpm rev range. Winding out the engine to redline exposes a visceral acceleration experience that can become addictive. Yet the engine is also fit to be short-shifted through its plump mid-range. And despite what your senses lead you to believe, round the track, he key to going fast is to just grab another gear and ride the wave of asphalt-grabbing torque. As previously mentioned, elow 4000 rpm the carburetion seems to be a bit off, hich compromises low-speed throttle response, ut get the engine zinging past that mark and jetting feels spot-on. In fact, he combination of the well-sorted fuel mapping and direct response from the belt final drive make accelerating feel almost instantaneous at speed. Navigating Spreewaldring’s 1.7-mile track puts a real emphasis on a motorcycle’s ability to change directions quickly. And similar to other Buell motorcycles we’ve tested in the past, he 1125CR requires very little input to get it pointed in the right path. Better yet, ts cat-like agility doesn’t sacrifice its stability at speed– even without a steering damper. Even a top speed 156-mph blast (GPS confirmed) on Germany’s infamous Autobahn barely did anything to upset the chassis. Impressive. Although the surface at our new favorite German racetrack was about as smooth as my neighborhood bowling alley, he 1125R’s chassis delivers loads of feel through the control surfaces. In fact there was so much feedback delivered through Pirelli’s racetrack-spec Corsa IIIrubber that not only was it possible, ut highly desirable to spin-up the rear tire through one of Spreewaldring’s fast right-hand third gear sweepers. Another plus was the wide range of adjustment available from the suspension. In the morning we began the day with a softer suspension setting, ut as track temperatures increased and we started picking up the pace, he bike began to move around a bit too much. And while it was quite entertaining riding around in that fashion it was also a bit sketchy. Regaining its composure, owever, as as simple as dialing in additional preload and compression. It’s that simple. When it comes time to scrub-off speed, he CR is up for the challenge. There’s quite a bit of engine braking to help slow things down and the vacuum-actuated slipper action clutch works flawlessly, ompletely eliminating rear wheel chatter. When you initially touch the brake lever, here isn’t a whole lot of braking bite or feel, ut pull a little deeper and soon you’re rewarded with progressive amounts of rear wheel in the air power and a surprising level of feel. On the street the brakes feel vague as you don’t have a lot of opportunity to grab the necessary amount of lever for them to work. But on the track it’s a different story. You can trail-brake really deep through corner apex with the brake lever gently pulsating back and forth–feeding you information about the delicate relationship between rubber and asphalt. Again, uell’s wise OE tire choice really allows the rider to extort a high-level of performance from this bike as it sits bone stock. Riding through Germany’s beautiful autumn countryside revealed perhaps the only real flaw in the 1125CR’s relatively impregnable armor. While its rigid chassis lends itself well on a smooth, ast racetrack, n the often bumpy, obblestone-laden roadways the entire bike–especially the rear end feels way too stiff. Even removing most of the preload from the rear shock did next to nothing to reduce harshness. On the contrary, he bike’s seat is one of the most comfortable I’ve ever sampled on a sportbike, ut due to the rough riding rear suspension its advantages are almost canceled out. In spite of using a shorter final drive (compared to the 1125R), ruising down the road at 62 mph reads only 4000 rpm in top gear. At or below that engine speed the cockpit gets a little buzzy, ut above that magic rpm mark things smooth out pretty quick. Looking down at the sharp Italian-made Magneti Marelli instrument display provides you with an assortment of data headlined by the easy-to-read swept analog tachometer. Directly below there’s a small multi-function LCD display that includes a bevy of electronics: an integrated shift light, igital speedo, dometer, ual trip meters, ap timer (records up to 99 lap times), mbient air temperature, oolant temperature, ear indicator, verage and instant fuel consumption, iles to next service display, ow fuel (plus miles traveled on reserve), igh beam, eutral, urn signals, nd clock. Also standard is a four-digit pin enabled security system with an integrated ignition immobilizer. Two buttons on the upper-right control all of the functions, nd toggling through them is pretty much a no-brainer. For the most part, he instruments are easy to read at a glance, owever, e wish the gear indicator, lock, nd trip meter were larger as they weren’t as easy to read when in motion. You’d assume that since the 1125CR lacks a traditional fairing or windscreen that wind buffeting at speed would be bothersome, ut this couldn’t be farther from the truth. On the racetrack, didn’t even notice that it lacked a traditional fairing. Even when we did our top speed Autobahn run, was able to mold my body to the bike and duck behind the miniscule fly-screen in such that a way that I didn’t feel like was going to get peeled off the bike. So is the new 1125CR for me? Would you find one parked in my garage? Absolutely. While there are still some peculiar traits like the 1980s-sourced handlebar switchgear and the front brakes that you have to mash on to get the brake feel your after, verall the 1125CR is a complete package whose faults are few and far between. The 1125CR is finally an example of a well-made American motorcycle that can finally compete with the best coming out of England, taly, r even Japan. …Article Courtesy of MotoUSA.com FIRST RIDE: 2009 BUELL 1125CR:The Buell 1125R V-Twin Superbike Loses its Clothes and Gains Refinement. Truth be told, he Buell 1125R superbike introduced last year left a few things to be desired. The basic package was strong, he fundamentals sorted, ut a few of the unfinished details let the bike down. The new-for-2009 1125CR Caf? Racer naked-bike addresses those refinement issues and gave us our first taste of what this liquid-cooled V-Twin platform is truly capable of. The international launch for the 1125CR was held in Berlin, ith one day devoted exclusively to track riding and the other to the road. The very first positive impression of the CR comes just after you hit the starter button: The bike fires to life and settles into a smooth idle, ot or cold. Our 2008 R version was often hard-starting and inconsistent in its idle quality, situation caused by mapping issues with the EFI and ignition system. That appears to be fixed now. In addition, he fuel injectors have been re-aimed and the oxygen sensors moved to get a more precise reading from the exhaust system. Throttle accuracy and response are also much improved when the bike is in motion, nd as we lapped the Spreewaldring track at a moderate pace to learn the layout, t was clear the bike simply ran better in lower-load situations than last year’s R. Buell claims that the changes also have improved fuel efficiency by 20 percent and reduced engine heat issues due to cooler running. The map updates for the engine ECU are available for the 2008 R and, f course, ll the EFI updates will be applied to the ’09 R, oo. As our on-track pace increased, he 146-claimed-horsepower engine showed the same vigorous acceleration and torquey nature that we like so much about the R. But with more than 8-percent-lower gearing, he CR fires out of corners a lot more aggressively. Like on the R, uick steering geometry suggests that the chassis might be a bit flighty, et even hammering out of tight corners with the front end light (or off the ground!), he CR never shook its head. Steering is low effort with the clubman-style bars, nd the CR was nothing but neutral trail-braking hard down to the apex. The Showa suspension managed to keep the bike composed with firm damping at the track, nd it offered enough range of adjustment to the softer side that riding on the extremely bumpy street route in former East Germany wasn’t total punishment, ither. There is still some drivetrain lash and more mechanical noise from the engine in town-type riding at low rpm than you would like, ut because the engine is no longer hunting and surging in these types of part-throttle situations, t is much less obtrusive. The ZTL2 inside-out front brake and its eight-piston caliper are unchanged from last year except for an alteration in pad compound to promote more linear response. The track bikes were fitted with racing pads (which worked great, s they should), ut the stockers used for the street ride did show an improvement over the compound used on the ’08 R. Pressure required at the lever is minimal, nd power is such that a two-finger squeeze can easily lift the rear wheel off the ground. So the $11,695 CR retains the sporting qualities that we liked about the R, ut it adds a more upright riding position (with a comfortable seat), nappy right-now short gearing, reat brakes, ith drastically improved running qualities thanks to the engine updates. Buell may finally have arrived with a true “no-excuses” sporting platform. ...Article courtesy of Mark Hoyeand Cycle World Magazine, ctober 7, 008
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