Mike Gatting
09-11-2009, 06:47 AM
Paul James, Buell’s Director of Product Communication, presented them to the press near the world’s first boulevard, Unter der Linden, just steps away from the deconstructed Berlin Wall. More specifically, we were beneath the urban streets of Berlin at the Potsdamer plaza metro station, in a rave-ready concrete space hidden between public floors of the station. Blending in to the landscape for the common folk, yet unique and worth taking a peek – just like the Buell 1125CR. It’s more than just “Harley’s sportbike” as Buells are often described. The CR is ready to compete against the Japanese.
The 2009 1125CR café racer was revealed in the shadow of a changing city, amidst both the historical and modern architecture as well as a sprawling countryside that is timeless.
The overall 2009 Buell line-up consists of six models in three distinct lines: street, adventure and sportbike. Models vary by engine configuration and design intent but continue the melting pot culture that has grown to exemplify the “American” ideal. Consisting of parts manufactured in China, Italy, Germany as well as the US, the global synergy of buyer, builder and supplier has blurred into one complete package in the form of the 1125CR.
We all know from my last report, that the new Buell café racer was going to be unveiled and journalist tested in Germany despite being ready to ride at your local raceway for the last few weeks. We too wondered why we were forced to wait and why Buell chose a European center as the proving grounds of an American sportbike.
The technical 1.67 mile track is more like the streets of willow than the big one over here in California –perfect for the steep-rake XB-like 1125CR. It doesn’t take anyone long to notice the CR hasn’t much in the way of air flow management, favoring a minimal bikini windscreen similar to the XB model line. Without the big bubble to push away the high-speed atmosphere, head shakes are eminent and achievable above the tonnage mark indicated on the digital speedo. The “quiet zone” as Buell calls the space behind the fairing of the 1125R is now gone, leaving you more exposed to the elements. This is where fashion wins over function – your inner hooligan can’t hide from the aero forces on the CR. It’s built for fun, not racing. Big speed however doesn’t completely ruin the fun. When we got our kicks on the autobahn, we only had a few floating wobbles above a hundred miles per hour.
5132
The lesser bodywork doesn’t produce a lighter bike overall when compared to the 1125R. At high speeds, even without the comparatively massive front fairing, the floating front end is still there thanks to the side fairing scoops. The CR showed us the fastest route to the next café can be had at nearly 154 mph, just slightly slower that the more aerodynamic R, which reportedly can achieve a top speed of 162mph. A short but very sweet taste of speed indeed. I made it about as high as the 215 mark (kilometers per hour) before we caught up to traffic in the restricted portion of the roadway. Contrary to popular belief, not every mile of the autobahn has an unlimited speed limit. Good judgment, keen attention and precise driving skills are required. Thankfully, this seems commonplace in Germany, as was made evident by the M5 that calmly slipped into and back out of our rabid pack of riders at over 200kph.
When I talked to the coaches at the Buell Inside Pass track day in Las Vegas to get their in-the-saddle opinions on the updated models, they varied. Having ridden both the ‘08 and now recently the ‘09 models, I could say they’ve flogged the 1125(R) at over a dozen tracks this year instructing current as well as future Buell owners in the safety of a closed course. Dennis Baker, a MSF instructor and philanthropist from Detroit has ridden the R and CR back to back this month and says that he’d buy the R for his riding purposes - being mostly track use. He goes on to say “the bubble helps at high speeds without having any steering dampener.”
For 2009, the clean-sheet BRP-Rotax powerplant that we’d first seen on the 2008 125R has undergone some updates. Thankfully Buell’s linear pull and torque curve still reside. Chances are, you’ve already heard about the fueling issues and the otherwise reported slow acceleration. Buell responded with remapped spark and fuel maps which reportedly provide 20-plus percent better fuel economy, reduced rider-felt heat, improved starting and the all important low-speed drivability. EIC Duke called the acceleration of the 2008 Helicon “lethargic” down the straights, noting the obvious dip in torque and slow-to-rev-up 72 degree Vee. Perhaps the 2008 model upgrades would have adjusted our shootout result. Once we get a peek at the newly mapped 1125 motor, perhaps those opinions will melt away. But we’ll have to wait and see when we get a CR on our chopping block to test against the likes of the Street Triple 1050 or the Tuono. Sure looks like we’ll have a fun time in 2009! These updates can be found on the 2009 as well as for your 2008 with a recently available dealer installed update. Some heat was noticed on my right foot when first setting out on CR but it was minimal in the cool fall temperatures – riding in California will be a better test for the ride against the R model.
The 2009 1125CR café racer was revealed in the shadow of a changing city, amidst both the historical and modern architecture as well as a sprawling countryside that is timeless.
The overall 2009 Buell line-up consists of six models in three distinct lines: street, adventure and sportbike. Models vary by engine configuration and design intent but continue the melting pot culture that has grown to exemplify the “American” ideal. Consisting of parts manufactured in China, Italy, Germany as well as the US, the global synergy of buyer, builder and supplier has blurred into one complete package in the form of the 1125CR.
We all know from my last report, that the new Buell café racer was going to be unveiled and journalist tested in Germany despite being ready to ride at your local raceway for the last few weeks. We too wondered why we were forced to wait and why Buell chose a European center as the proving grounds of an American sportbike.
The technical 1.67 mile track is more like the streets of willow than the big one over here in California –perfect for the steep-rake XB-like 1125CR. It doesn’t take anyone long to notice the CR hasn’t much in the way of air flow management, favoring a minimal bikini windscreen similar to the XB model line. Without the big bubble to push away the high-speed atmosphere, head shakes are eminent and achievable above the tonnage mark indicated on the digital speedo. The “quiet zone” as Buell calls the space behind the fairing of the 1125R is now gone, leaving you more exposed to the elements. This is where fashion wins over function – your inner hooligan can’t hide from the aero forces on the CR. It’s built for fun, not racing. Big speed however doesn’t completely ruin the fun. When we got our kicks on the autobahn, we only had a few floating wobbles above a hundred miles per hour.
5132
The lesser bodywork doesn’t produce a lighter bike overall when compared to the 1125R. At high speeds, even without the comparatively massive front fairing, the floating front end is still there thanks to the side fairing scoops. The CR showed us the fastest route to the next café can be had at nearly 154 mph, just slightly slower that the more aerodynamic R, which reportedly can achieve a top speed of 162mph. A short but very sweet taste of speed indeed. I made it about as high as the 215 mark (kilometers per hour) before we caught up to traffic in the restricted portion of the roadway. Contrary to popular belief, not every mile of the autobahn has an unlimited speed limit. Good judgment, keen attention and precise driving skills are required. Thankfully, this seems commonplace in Germany, as was made evident by the M5 that calmly slipped into and back out of our rabid pack of riders at over 200kph.
When I talked to the coaches at the Buell Inside Pass track day in Las Vegas to get their in-the-saddle opinions on the updated models, they varied. Having ridden both the ‘08 and now recently the ‘09 models, I could say they’ve flogged the 1125(R) at over a dozen tracks this year instructing current as well as future Buell owners in the safety of a closed course. Dennis Baker, a MSF instructor and philanthropist from Detroit has ridden the R and CR back to back this month and says that he’d buy the R for his riding purposes - being mostly track use. He goes on to say “the bubble helps at high speeds without having any steering dampener.”
For 2009, the clean-sheet BRP-Rotax powerplant that we’d first seen on the 2008 125R has undergone some updates. Thankfully Buell’s linear pull and torque curve still reside. Chances are, you’ve already heard about the fueling issues and the otherwise reported slow acceleration. Buell responded with remapped spark and fuel maps which reportedly provide 20-plus percent better fuel economy, reduced rider-felt heat, improved starting and the all important low-speed drivability. EIC Duke called the acceleration of the 2008 Helicon “lethargic” down the straights, noting the obvious dip in torque and slow-to-rev-up 72 degree Vee. Perhaps the 2008 model upgrades would have adjusted our shootout result. Once we get a peek at the newly mapped 1125 motor, perhaps those opinions will melt away. But we’ll have to wait and see when we get a CR on our chopping block to test against the likes of the Street Triple 1050 or the Tuono. Sure looks like we’ll have a fun time in 2009! These updates can be found on the 2009 as well as for your 2008 with a recently available dealer installed update. Some heat was noticed on my right foot when first setting out on CR but it was minimal in the cool fall temperatures – riding in California will be a better test for the ride against the R model.