- Buell 1125r Turbo
- 2016 Buell 1125r Service Manual Download
- Buell 1125r Performance Parts
- Buell 1125r Service Manual
- Buell 1125r Top Speed
We look back at the bike that just could have saved Buell a decade ago: if only it wasn’t too little, too late…
Diskwarrior 5 keygen mac. Considering that the Buell 1125CR was pretty much identical to the preceding 1125R, both machines felt pretty different when ridden back-to-back…
1125R for example. Then someone takes this bike and race preps it, be it Ducati racing support, Rockstar Mikita, or Buell Factory Race division. No longer street legal, aftermarket parts, modified engines, etc. Buell sells 1125R’s to anyone. Buell Racing only sells the RR to a select group of racers specifically for this racing division. Some BUELL Motorcycle Manuals PDF are above the page - 1125, Firebolt. Looking for a z250sl 2016 service manual, couldnt find it anywhere on the internet. 2008 Buell 1125R EDM pdf Factory Service & Work Shop Manual Download BUELL 1125 1125R 1125CR Service Repair Manual 2007-2010 2009 Buell 1125R pdf Factory Service & Work Shop Manual Download. View and Download Buell 1125 2009 Series service manual online. 1125 2009 Series motorcycle pdf manual download.
Launched at the Spreewaldring circuit near Berlin in 2008, the CR just didn’t feel like the R that was launched the year previously at Laguna Seca. The Buell 1125R really dared to be different and was the ‘original’ stab at a water-cooled machine from the creative mind of Erik Buell.
Sadly, the R just had a few too many flaws to find fault with: excessive heat spilled onto riders’ right foot on the road-ride, brake disks warped, engines cut out, suspension was wayward – making one bike SO different from the other. This was a launch too far for the small factory – and too early – and it hurt. Thankfully an updated launch later in 2007 in Spain addressed most of the issues and these updated 1125Rs were also on hand in Germany the following year, but the CR – or ‘Café Racer’ – was the bike people were there to ride.
This was a bike that came from Erik Buell playing around in the clay-room of the Buell design studio. Back at the launch he said: “I grew up watching the café racer guys back in the day. It was a real awesome time back then. You had the guys with Norvins and Tritons, all dressed in black leather. These guys raced against each other and their bikes were ‘the real deal’, these things were something evil and sinister looking: something that people couldn’t master or tame. It’s more than a streetfighter, it’s a café racer. That’s what I wanted with the 1125CR. I didn’t want a bike ‘dumbed-down’ from a sportsbike, something that’s down on power from the original: I wanted something true to the spirit of these machines. That’s the reason the 1125CR was born and why we kept it with the full 146bhp.”
Yes, this wasn’t a neutered naked, Erik gave the CR the same ‘full-fat’ V-twin, Rotax derived 1125cc liquid-cooled motor that the R had. As mentioned, this motor showed promise on launch with the R-version, but power delivery could be a tad ‘lurchy’ at low and mid-revs. The reason (according to Buell technicians) was that there was an embarrassing communication error with the Austrians at Rotax and something got lost in translation between metric and imperial measurements, hence the issues with the motor.
Not so with the CR. Two things made the CR motor a different and more attractive prospect entirely. First is the gearing. With an 8.5% reduction from the R’s transmission things were much peppier down below – think of this as an 1125R on Viagra. Sure the gearing’s not got the ‘length’ of the R, but it sure gets up there quicker, and isn’t that what we blokes want in the real world?
This motor also had the vital ‘spark and fuel’ calibration changes. A new 12.5 degree angle for the injectors meant a finer spray, cleaner combustion and improved torque. Married to the lower gearing, this thing would punch out of corners, meaning that you’d soon get the thing singing in the sweet spot of 6-10,000rpm. It all added up to the fact that this CR didn’t feel remotely like the bike, which was the donor of most of its constituent parts.
The launch track certainly showed how good the handling was. Spreewaldring is a small, tight little circuit with no real straights to give you a rest on so the bike was constantly on its side, or being flicked from one to the other. Suspension-wise, traditionally the R was very susceptible to poor set-up, but the base setting resulted in a bike that – allied to the aggressive low bars – could be thrown on its side with abandon. At the start of the lap, there’s a fast left-right chicane and it was noticeable as the sessions wore on just how quickly the CR changes direction and all without a shudder from the suspension. On the road the set-up was a tad firm,
But what about those quirky ZTL2 rim-mounted brakes: on a traditional sportsbike, you could scrub a little speed off in the turn with a dab of brake, with the Buell that behaviour was rewarded with the bike trying to stand itself up in the turn. Call it character, but just keep it in mind. Braking power was still mightily adequate and did the job well enough.
Saddling the 1125R with that ugly ‘fat 916’ top fairing was always a travesty and with the CR that was all forgotten. How to the full the flight before christmas cartoon. The lithe back-end was now married to an aggressive, minimalist cowling with a scowling headlight cluster, behind which sat those unattractive orange-glow clocks, this time armed with a gear position indicator over the R. The HUGE side-pods, which made the front-end of the R even more bulbous actually worked in the naked CR’s favour, making the bike seem more hunched, like a sprinter in the starting blocks.
Buell produced a number of official after-market parts as did other companies, including carbon huggers, fenders, new brake levers and rear-sets. A set of high-rise bars was available to try on the launch, but many parts never materialised following Buell’s sad demise (well, with Harley-Davidson anyways) which came after the economic crash, on October 15th 2009.
That’s what’s so sad – Buell had finally got it right. With a different paint job and a loud can (the original was damn ugly) it could have been the basis of a very cool bike indeed… Erik Buell and his team finally gave us a water-cooled Buell worth shouting about, only for things to go belly-up within 12 months and that’s the real shame.
So, what about today? Well, the Buell 1125CR was sold at £7995 in the UK in 2008 and today they’re as rare as hen’s poop. If you can find one, then around £4000 can back you this rarity, heading up to £6000 for very low mile models.
Buell 1125R | |
Manufacturer | |
---|---|
Production | 2008 - 2011 |
Class | Naked |
Engine | liquid-cooled, four-stroke, 72-degree V-Twin |
Bore / Stroke | 104.1mm x 104.1mm |
Compression ratio | 12.3:1 |
Horsepower | 146.04 HP (108.9 KW) @ 9800RPM |
Torque | 81.87 ft/lbs (111.0 Nm) @ 9000RPM |
Spark Plug | NGK DCPR7E '08 |
Battery | YUASA YTX12-BS '08 |
Transmission | Gear box: 6-speed, manual Final Drive: belt Clutch: slipper clutch |
Final Drive | Belt `08-09[1] |
Suspension | Front: 47mm Showa upside-down fork Rear: Showa fully-adjustable shock absorber |
Brakes | Front: single 375mm disc, 6-piston caliper, ZTL2-type Rear: single 240mm disc, 2-piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 180/55 ZR17 |
Wheelbase | 54.49 inches (1384 mm) |
Length | 78.58 inches (1996 mm) |
Width | 28.19 inches (716 mm) |
Seat Height | 30.51 inches (775 mm) |
Weight | 375.01 pounds (170.1 Kg) (dry), 170.0 kg (wet) |
Oil Capacity | 0.82 Gallon (3.10 Liters) |
Fuel Capacity | 5.28 Gallon (20.00 Liters) |
Manuals | Service Manual |
The Buell 1125R was a liquid-cooled, four-stroke, 72-degree V-Twin Naked motorcycle produced by Buell between 2008 and 2011. Max torque was 81.87 ft/lbs (111.0 Nm) @ 9000 RPM. Claimed horsepower was 146.04 HP (108.9 KW) @ 9800 RPM.
Buell 1125r Turbo
History[edit]
In July 2007, Buell announced the 1125R, a sportbike which departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax powertrains uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146hp. It produces 83ft-lbs of peak torque but varies less than 6ft-lbs of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a 6-speed transmission.
![2008 2008](https://www.hdforums.com/wp-content/uploads/2016/04/02-ronin-motorcycle-horibe-kanamaru-1.jpg)
The engine was developed by Rotax and built in Austria.[2] The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.[2]
The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes.[2] Erik Buell agonized over this, saying 'it's not about listening to the voice of the customer.'[2] Cycle World said the 1125R was 'a bit of an oddity.'[2] The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds.[2] The Rotax engine also ended up costing significantly more by production time due to fluctuation in exchange rates.[2]
Engine[edit]
The engine was a liquid cooled liquid-cooled, four-stroke, 72-degree V-Twin. A 104.1mm bore x 104.1mm stroke result in a displacement of just 1125.0 cubic centimeters. Fuel was supplied via a double overhead cams/twin cam (dohc).
Drive[edit]
The bike has a 6-speed, manual transmission. Power was moderated via the slipper clutch.
Chassis[edit]
It came with a 120/70 ZR17 front tire and a 180/55 ZR17 rear tire. Stopping was achieved via single 375mm disc, 6-piston caliper, ZTL2-type in the front and a single 240mm disc, 2-piston caliper in the rear. The front suspension was a 47mm Showa upside-down fork while the rear was equipped with a Showa fully-adjustable shock absorber. The 1125R was fitted with a 5.28 Gallon (20.00 Liters) fuel tank. The bike weighed just 375.01 pounds (170.1 Kg). The wheelbase was 54.49 inches (1384 mm) long.
2016 Buell 1125r Service Manual Download
Launchbar 6 11 17.
2010[edit]
2009 Buell 1125R[edit]
The 2009 MY Buell 1125R is the first model to be equipped with an in-house developed engine, a liquid-cooled, four-stroke. 1125cc, 72-degree V-Twin powerplant mated to a six-speed manual transmission with a belt final drive and can produce a claimed 146 horsepower and 111 Nm of torque.
It also comes with standard features such as a small fairing with an adjustable windscreen, two side-mounted radiators, a large, ZTL2-type, 375mm single disc as a front braking system with a 6-piston caliper, a fully-adjustable Showa suspension package composed of an upside-down fork in the front and a mono-shock in the rear, a digital and analogue instrument cluster and a hollow aluminum frame that doubles as a fuel tank.
2010 Buell 1125R[edit]
The 2010 MY Buell 1125R is a powerful, American-built street-fighter that comes with a small fairing with an adjustable windscreen, two side-mounted radiators, a large, ZTL2-type, 375mm single disc as a front braking system with a 6-piston caliper, a fully-adjustable Showa suspension package composed of an upside-down fork in the front and a mono-shock in the rear, a digital and analogue instrument cluster and a hollow aluminum frame that doubles as a fuel tank.
In the engine department, it sports a liquid-cooled, four-stroke, 1125cc, 72-degree V-Twin powerhouse paired to a six-speed manual transmission that can reach a maximum power output of 146 horsepower and 111 Nm of torque.
2011 Buell 1125R[edit]
The 2011 MY Buell 1125R boasts a maximum power output of 146 horsepower and 111 Nm of torque from its liquid-cooled, four-stroke, 72-degree V-Twin engine that was mated to a six-speed manual transmission with a low-maintenance belt final drive.
Also, it boasts standard fittings such as a small fairing with an adjustable windscreen, two side-mounted radiators, a large, ZTL2-type, 375mm single disc as a front braking system with a 6-piston caliper, a fully-adjustable Showa suspension package composed of an upside-down fork in the front and a mono-shock in the rear, a digital and analogue instrument cluster and a hollow aluminum frame that doubles as a fuel tank.
Buell 1125r Performance Parts
References[edit]
- ↑2019 Western Power Sports Catalog. Western Power Sports. 2019.
- ↑ 2.02.12.22.32.42.52.6Anderson, Steve. 'The Demise of the Buell Motorcycle Company', Cycle World, 2010-05. Retrieved on 24 March 2010.
Buell 1125r Service Manual
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Buell 1125r Top Speed
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