Extended Test Ride of 1125R

[Rogue]

This weekend, me and a friend of mine went to a H-D/Buell dealer and went on an extended test ride of the 2008 Buell 1125R.  The bikes we tested had around 800 & the other 2,500 miles and we rode them in a mix of city, freeway, and twisty roads.  This review is based on a mix of opinions between my friend and myself.  Keep in mind that we are both Buell enthusiasts, and I also currently own a VFR800 &  Firebolt, while my friend has a Bandit 1200.  Thus, we are both biased.  Even then I will try to keep it as unbiased as I can based on my limited experience.

From the start, our Buell salesman was extremely knowledgeable about Buells and very friendly.  He was very up to date with everything going on about the world of Buells and is fairly active in BWB.  He assured us that our 2008 1125R's had the latest software download and it should not have any FI glitches that afflicted early 1125R's.  The new FI mapping promised clean and glitchfree running at low RPM, cooler engine temps, and better gas mileage.

At a glance:  The 1125R truelly is a peculiar looking motorcycle that is tricky to photograph.  It is not immediately photogenic and requires just the right angle to look good.  However, in person and in motion, the bike looks really good.  It's tough to explain and better experienced in person.  The fit and finish of the 1125R doesn't break any ground but it is clean, looks sturdy and of good quality, while being extremely orgnanized.  It is amazing how Buell was able to make all the hoses and hard fluid lines flow cleanly in and out of their respective spots.  There are no visible electrical wires to be seen.  The paint on the bodywork and finish on the hard parts look high quality yet subdued.  Most of the hard parts are wrinkle flat black or an off grey.  The finish on the frame and wheels is called Diamond Blue and it is shinier than the flat colors but it has visible metallic finish yet not glossy.  It makes a great contrast to the black and grey without screaming look at me!  A young kid walking by looked at us, we were wearing all black gear, then our bikes which were all black, then said, "Look Mom!  Batman's bike!"     Indeed it is!  The 1125R could be Batman's bike.

The 1125R's ergonomics is slightly more relaxed than the Firebolt, but not as relaxed as the VFR.  The reach to the bars is short, the footpegs set high up but not too far to the rear.  However, it is far from being anywhere near a standard seating position.  There is a very good reason for this riding position which maked itself evident in our riding later on.  Neither is the position as racebike-like as the current crop of supersport motorcycles from Japan or Italy.  Having sat on a 1098S, I would say the Ducati is the most racebike-like, with the Japanese bikes being more comfortable, then the Firebolt, then the 1125R being the most comfortable supersport bike.  The VFR is most comfortable. 

All of the 1125R's controls are standard with no weird placement or operation.  The feel to the controls is very much like that one would expect from today's Japanese bikes, with a light/medium throttle, relatively light clutch pull, and switches that move and feel good with gloved hands.  The instrument cluster consist of a large Tachometer in the center that dominates the cluster, below it is the large digital speedo, to its right are the Odometer/Tripmeters/ below that are the alphanumeric display for a host of things like diagnostics, ambient temp, engine temp, lap timer, engine diagnostics, etc., etc.  It displays a lot of information.  Our '08 bike didn't have it but the '09 bikes have a gear indicator. 

Around town:  I was curious if Buell truelly fixed the FI glitches that plagued earlier 1125R's so I paid close attention to the way our test bike ran around town.  Both our bikes started right up from a cold start and idled smoothly.  On occassion, the idle rose up about 400 RPM then settled back down.  While the bike was warming up, the words, "Cold Engine" flased on its display.  The engine sounded like a high strung V-Twin, with a distinct but subdued gear whine, and a surprisingly strong exhaust sound from an OEM set up.  Riding around town it was clear that Buell indeed fixed the low RPM fueling glitches because our bike was smooth off the line and accelerated cleanly from below 4k RPM.  I put the bike in high gear then picked up the throttle from 2k RPM and it accelerated smoothly.  I was surprised to feel vibration similar to my Firebolt (not at idle but at revs), which is to say, it has a smooth, V-twin beat with an edge.  It is not the kind you would feel on an L-twin Ducati but not the jarring vibration from the old school H-D solidly mounted V-Twin Sportster either.  I personally felt right at home on the 1125R since I'm used to my Firebolt.  The riding position felt natural for me and even around town with speeds so low, the riding position was not uncomfortable.  The 1125R's suspension was not set up for my weight, but it felt just like my Firebolt--sportbike firm but surprisingly compliant.  The roads around our dealership had lots of potholes and bumps, and our 1125R absorbed the road imperfections well.  The big bumps didn't throw us off the seat nor did the sharp potholes jarr our backs.  This is to be expected on any high quality supersport motorcycle with top notch suspension components. 

Off to the Races:  After our stint in town we hit the freeway and our local twisty roads and we were off to the races!  If there is a lasting impression the 1125R will leave even on a short ride, it is that V-Twin engine and its power delivery.  One of the best things I love about V-twins is its instantaneous power delivery and torque.  The 1125R's Helicon engine does not disappoint.  Right off idle the engine was extremely strong, needing very little revs to take off from a standing start and it just catapults the bike down the road with authority.  The 1125R feels like it has high gears because first gear gets it going to 60 in a heartbeat.  Exiting 90 degree corners has the back tire clawing for traction then pushing the bike quickly down the road thanks to the abundant torque that doesn't have to carry a lot of weight.  The engine has tremendous headroom with power being available from off idle all the way to 10k RPM!  In the lower 3 gears, the bike explodes down the road at WOT, and if you happen to hit 8k RPM, which has a noticeable power step, the bike's front end starts to come up on its own!  Holy horses Batman!  Now the bike's ergonomics really makes sense!  It reminded me so much of my Hayabusa's ferocious acceleration, except the 1125R seems to deliver a stronger punch below 6k RPM.  The 1125R didn't have that jet-like top end rush of my Hayabusa, but it was close!  Believe me when I say, 6K RPM is enough to blow the bejesus out of most everything on the road, with 8K RPM available for that ace in the hole, afterburner take off into orbit.  I keep comparing the power and acceleration to my Hayabusa because it is THE bike that comes closest to mind in comparison.  The 1125R is THAT fast!  Maybe because I'm so used to the Firebolt and VFR, with a mere 100 horses.  Who knows.  However, my friend agrees, even though he is coming off a 115 rwhp Bandit 1200 that the 1125R is "Stinky Fast"! 

The sound of the Helicon V-Twin engine is somewhat unique.  There is no mistaking it for anything other than a V-Twin.  It sounds slightly more tinny but not ratty.  Even at low RPM the exhaust can be heard easily, which surprised me.  At WOT, that exhaust got much louder and distinctive with a combination of V-Twin rumble and gear whine.  It sounds like a cross between a Ducati L-twin liquid cooled motor and a piped BMW Boxer twin.  Strange.  The amount of the exhaust sound surprised me since this is an OEM offering and not aftermarket. 

With its sneaky, stinky fast power delivery, the 1125R manages to feel very relaxed in the Highway.  70 mph comes in around 4,200 RPM, and 80 comes in around 4,800 RPM.  This is just at the point where the engine is wide awake.  It has a very relaxed V-twin beat at that point and it is very smooth (but not VFR smooth).  From there, whacking the throttle open has the bike exploding down the road well into the triple digit speeds.  One needs to be very careful on this bike as it is indeed very sneaky fast.  At 80, there is plenty of wind protection from that big, wide fairing.  Above that, the wind gets stronger but it is very well controlled and smooth.  In fact, it added to the comfort level because it eased pressure off the wrists. 

All that power was backed up with very powerful braking.  The ZTL2 braking system from Buell does a great job of hauling the 1125R down from triple digits speeds very quickly.  We did several high speed runs followed by hard braking without any noticeable brake fade or change in brake feel.  I was expecting to get weak braking from initial application immediately followed by strong braking power as was the complaints from some early test rides.  Our 1125R did not exhibit any of these.  The ZTL2 provided very strong power and excellent feel.  One finger braking was sufficient for most riding situations. 

Out on Ortega Highway, we got to test the 1125R's handling and headlights as the light was beginning to fade during our ride.  I won't go into detail as it is a foregone conclusion that the 1125R has no weakness in the handling department.  There is the Buell characteristic initial resistance to turning with light bar pressure, but once turned, the bike was extremely stable with gobs of ground clearance and great front end feedback.  Again, that riding position became evident as the bike generates lots of confidence to its rider during aggressive cornering.  1125R's ship with Pirelli Diablo Corsa III's and these tires felt like glue on the pavement and gave us so much confidence and feel.  All I can say is the bike felt great in the corners as it should be.

The headlights on our 1125R deserves special mention.  With the low beams, it generates two very bright beams across the road, with two more side markers, making the bike very visible from behind.  In high beam, the lights have four, count them FOUR beams of light shining down the road.  These, along with my VFR, offers the best lighting of any motorcycle we have ever seen.  My VFR also has four beams in full bright setting.  The 1125R's turn signals are LED's and mounted on its mirrors.  They were bright and easily visible from behind.  BTW, from behind, the 1125R looks mighty sinister.  It has a frontal signature unlike any other bike out there.  Especially in all black and with the angry headlights along with a rider wearing a black helmet, the whole ensemble looked bad-ass.  Batman's bike indeed!

Upon returning our test bikes, we had to ride around town for a bit again.  I paid close attention to engine temps to see if the bike would run hot and noisy.  Even after some pretty hard runnning at high speeds, then some stop and go, as I pulled into the dealership the engine temps never exceeded 180 degrees.  Proof that the lean fueling has been sorted out well.  Also, it may give others who have the sensitivity of a female, like say Aaron Frank of Motorcyclist Magazine, comfort to know that the 1125R's twin electric fans are quiet when they are running, and quiet after shut down.  Oh they do still run to keep engine temps low but they are nowhere near as loud as the XB models.   In addition, the 1125R's turn signals or any part do not vibrate at idle so the Aaron Franks of the world won't feel embarrassed when little kids walk by the 1125R.

Overall:  Both my friend and I agreed that the 1125R is a worthy competitor in the market it is in.  It is THE sportbike that puts Buell head to head with the other mainstream makers from Japan & Europe.  It has the power and the handling to compete, without loosing site of Buell's original mission:  to be different and innovative.  The 1125R offers buyers a few features that differentiate it from its other competitors.  It has one of the lowest maintenance schedules of any of them.  Belt drive means no final drive maintenance.  It has normal oil/filter replacement intervals and 12k mile valve inspeciton intervals.  Even that is done without the need to remove the DOHC cams.  It has the protective fairing and the reasonable riding position that should make long distance riding pleasant.  As mentioned, its headlights are the best in class.  Buell also offers a large, custom tailbag for the 1125R (and Firebolt) along with with saddlebags and tank bag so one can easily turn the 1125R in a SPORT-touring bike.  Finally, at its price of $11,995, the 1125R undercuts its European competitors and puts it in Japanese literbike pricing territory. 

Dislikes:  My friend didn't like that the rear seat needs to have two torx screws to be unscrewed to remove it.  This makes rear suspension adjustment awkward to do on the road.  I was surprised and turned off by the hard edged vibration when the engine hit 8k RPM.  I was expecting Ducati smoothness until I realized, this is afterall a 72 degree V-twin with a single balancer shaft and solid mounting.  In that respect, it is no VFR and every bit a Buell sportbike.  Nevertheless, the harder edged vibes above 8k RPM didn't last very long because the engine raced to redline in very short order.  Also, the rider would normally be too busy keeping his/her attention on the road as the 1125R rushes down to triple digit speeds to pay much attention to vibes at high RPM!  This is NOT a gentleman's ride but a sportbike with tons of attitude!  If you're looking for a pussycat that occassionally becomes a tiger, stay away from the 1125R.  If you're looking to ride a Lion at all the times, this is your ride! 

[kevin_stevens]

Great review, Jordan!

Riding the 1125R back-to-back with my ZX-14 at Willow Springs last week; yes, you've just forgotten what the Hayabusa felt like.    The 1125R does have nice power everywhere, and I also noticed that 8k boost, but it didn't remind me of the ZX-14 at any point in the powerband.  It did remind me of my TL1000.

KeS

[Bueller]

Holy write-up Batman  

[Phenix_Rider]

That's probably the BEST picture I've seen of the 1125R.  It comes the closest to capturing the bike in it's natural (everyday rider) environment.

[1KPerDay]

Nice report. Thanks.

[TheCloser]

Rogue,

You need to quit your day job and go full time into motorcycle evaluations.  Heck, you are even now rivaling BMW-K for thoroughness.  

[Rogue]

Great review, Jordan!

Riding the 1125R back-to-back with my ZX-14 at Willow Springs last week; yes, you've just forgotten what the Hayabusa felt like.    The 1125R does have nice power everywhere, and I also noticed that 8k boost, but it didn't remind me of the ZX-14 at any point in the powerband.  It did remind me of my TL1000.

KeS

So what did you think Kevin?

Be honest.  You probably rode the 1125R harder than I did.

[Rogue]

Rogue,

You need to quit your day job and go full time into motorcycle evaluations.  Heck, you are even now rivaling BMW-K for thoroughness.  

Thanks my friend.  

BTW, the had several 1125CR's there too.  As I suspected, the 1125CR's riding position is identical to the 1125R.  I do like the CR's looks better than the R.  

[kevin_stevens]

So what did you think Kevin?

Be honest.  You probably rode the 1125R harder than I did.

Oh, I loved it!  Didn't you see my report?

http://www.sport-touring.net/forums/index.php/topic,32846.msg742195.html#msg742195

Only real downside was that I *did* feel some steady-throttle surging.  But I liked it more than any other big sporting twin I've ridden (which hasn't been all of them by any means).  Very comfy and confidence-inspiring.

KeS

[1125Rider]

Rogue,
  If you and your friend like the 1125R so much why don't one (or both) of you put your money where mouth is and go buy one. Yeah, it's a bad ass bike, trade in what you are riding and give it shot.  You give a nice report but I think you need to step up to the plate "walk the walk!"

1125Rider

[Rogue]

Let me guess, Brad in disquise......    

First, my Firebolt is only 2 years old and 20k miles.  Second, my wife just won't tolerate a new bike right now as I just got a VFR!

I plan to re-visit my situation in 2010.

[1125Rider]

Brad? No, this is not Brad!  Dude, I've read this thread and that dude Rogue doesn't have the taste to like or the balls to ride a bike like the 1125R! Pulleze! If you really give the 1125R a fair shake you need to ride it in all of its glory, try it not only on the freeway but in the city and the twisties as well. Try logging  a few hundred miles on the 1125R in all different settings and if you are anythihg else less than impressed I'll make an offical apologyl.  Let the1125R speak (and perform) for itsefl!

1125Rider

[Brad1445]

I don't hide.
I tell people they have ugly bikes to thier faces, lol

[kevin_stevens]

Brad? No, this is not Brad!  Dude, I've read this thread and that dude Rogue doesn't have the taste to like or the balls to ride a bike like the 1125R! Pulleze! If you really give the 1125R a fair shake you need to ride it in all of its glory, try it not only on the freeway but in the city and the twisties as well. Try logging  a few hundred miles on the 1125R in all different settings and if you are anythihg else less than impressed I'll make an offical apologyl.  Let the1125R speak (and perform) for itsefl!

1125Rider

Wow - on the ignore list in only two posts!  I think that's a record!

KeS

[Rogue]

Brad? No, this is not Brad!  Dude, I've read this thread and that dude Rogue doesn't have the taste to like or the balls to ride a bike like the 1125R! Pulleze! If you really give the 1125R a fair shake you need to ride it in all of its glory, try it not only on the freeway but in the city and the twisties as well. Try logging  a few hundred miles on the 1125R in all different settings and if you are anythihg else less than impressed I'll make an offical apologyl.  Let the1125R speak (and perform) for itsefl!

1125Rider

Hmmmm....okay not Brad then I wonder....  

I'll bite since you're gracious enough to come out from under your rock.  I would love to log in a few hundred miles on any bike I'm interested in (who wouldn't).  Unfortunately, reality dictates a limited test ride.  Didn't you test ride your 1125R first before you bought it?  Or did you buy it on faith alone?  If you did test it, you know you are sort of limited in distance.  I'm lucky to have gotten a ride on a twisty road like Ortega Highway!  In any case, we put about probably 100 miles on ours and that was enough for me to make a pretty good determination of whether I would like this bike or not.  Honestly, seeing it next to the 1125CR has given me pause.  I love the CR's looks.  The 1125R is more practical thanks to the fairing.  As much as I love my Firebolt, I'm not THAT blind.  Sounds like you're a bit too blinded.  

[rauchman]

Very nice write up!!!  Would you know if the new fuel maps have made the MPG any better?  I was surprised to read when the 1125R's first appeared that the mileage was horrible.  Especially, when compare to the XB series.  Like you, the 1125CR is really growing on me.  Can't wait to see one in person.

[Tyrroneous]

I've been doing a lot of research on the 1125R lately.  It might be the fact that I haven't recovered from surgery fully and so haven't ridden for months, but I'm jonesing for something sportier and stronger than my VFR without sacrificing the comfort.  I've been snooping around the Bad Weather 1125R forums for a few weeks and like what I see there.  I can get past the somewhat awkward looks too.  Perhaps in a couple years, I'll be able to add one to the garage.

Anyways, from what I've read, yes, the new ECM flash has made a big improvement in fuel mileage.  I have no personal experience to back that up though.

[Bueller]

Very nice write up!!!  Would you know if the new fuel maps have made the MPG any better?  I was surprised to read when the 1125R's first appeared that the mileage was horrible.  Especially, when compare to the XB series.  Like you, the 1125CR is really growing on me.  Can't wait to see one in person.

A friend says that the map that came out 4-6 weeks ago fixed everything for him.  The power is smoother with more of it and the fuel consumption much better.

[ccryder]

Wait until you ride one that is completely broken in!!  It gets even smoother and stronger after about 5,000 miles. Good evaluation.  After 16,000 miles in 6 months, and a few modifications mine does EVERYTHING that I want.

Take a look here for some picts and such: http://www.sport-touring.net/forums/index.php/topic,28285.0.html





The last mod I did was a Rick Mayer seat, now I have butt bliss and an even bigger SEG on my face than before!

Later
Neil S.

[1125Rider]

Those are some serious bags you are packing on the 1125!  I have the tailbag and can tell that I'll need more space if I were to take any long trips. Nice job on the luggage.  

[rsrat]

Thanks for your thorough report. I just rode it myself, but only on a five mile dealer demo ride. Subjectivity aside, do you think the typical sport touring rider will be able to ride all day on this bike?

I typically go 200 mi. or so between fuel stops and do 500 miles pretty easily on my Sprint RS when doing weekend or longer ST rides. Locally I ride half to full days with breaks every 30 minutes to an hour. I've kept the RS because its well suited for my riding here in Colorado but would love to step up to something a bit more on the sport side like the Buell, if I can determine its long term comfort ahead of time. I already use an Alaska Sheepskin on my oem seat and it makes a big difference in long term comfort, so presumably I can transfer that to the Buell when the time comes.

And one other question- I'd be a newbie to the Buell/Harley world and wonder how the service and support side of the purchase would rate? At first, Triumph had its issues and there are still some lingering parts availability and cost issues, but overall they've done pretty well so far. My Buell dealer would be much closer if I do go that route.

Thanks for your suggestions.

[kevin_stevens]

The problem, of course, is defining the "typical sport touring rider"  I found the 1125R pretty comfy, but a sport riding position doesn't bother me.  You might take a closer look at the CR, since the traditional bar style allows for easier modification (even though the stock clubman bar is actually *more* aggressive than the R's clipon).

KeS

[Rogue]

Maybe 1125R rider can chime in here about the bike's long distance capabilities?

Hey 1125R Rider!  Wake up man!  Speak up and give a guy your expert opinion!   

Do I think the typical sport-tourer will be able to ride all day on this bike?  Well, it depends on how you define a "typical sport-tourer".  I'll be honest and say, if you are used to riding ST bikes, have a bad back, way overweight, have aching knee joints, arthritis, and so on, don't get this bike!  However, if you are reasonably healthy, don't have Santa's belly, no joint problems, you have a good chance of adopting to the bike.  I do believe that if you are healthy enough to ride a Sprint RS all day, the 1125R is not going to present a problem.  It's definitely sportier but you will easily adopt.

The 1125R's riding position is almost identical to the Firebolt's position.  I personally have toured on my Firebolt and have done 500 mile days on it with no problem and I'm not exactly athletic!  What I don't have are joint problems, and I am used to riding sportbikes.  So, I can tour with my Firebolt easily.  You did bring up the seat.  The 1125R's seat is pretty damn good (as is the Firebolt's) but it is firm.  Yet, it has enough padding so it won't transmit harsh bumps directly on to your bones.  But it is also meant to "communicate" to the rider what the bike is doing.  So, the seat will not be VFR-soft.  The one thing the 1125R excels in is protect the rider's upper body from wind.  That along with the forward riding position makes high speed running for long periods very easy.  Understand though that it's not a barn door like on a dedicated ST machine.  But for a sportbike, it is excellent.  Compared to other sportbikes like the 1098, GSXR's, CBR's, Ninja's, etc., the 1125R's ergos will seem incredibly comfortable!  Compared to a VFR, the ergos will feel a bit tight, especially the legroom, but close.   

[Rogue]

 You might take a closer look at the CR, since the traditional bar style allows for easier modification (even though the stock clubman bar is actually *more* aggressive than the R's clipon).

KeS

Kevin, I found the CR's and R's position to be identical.  

Buell does offer the "comfort bars" for the CR as a dealer installed (or owner) option.

[Rogue]

And one other question- I'd be a newbie to the Buell/Harley world and wonder how the service and support side of the purchase would rate? At first, Triumph had its issues and there are still some lingering parts availability and cost issues, but overall they've done pretty well so far. My Buell dealer would be much closer if I do go that route.

Service and support side of Buell ownership depends heavily on your local dealership.  A great dealer makes all the difference.  A lousy one will ruin it for you.  In that way, it's not any different from other makes.  Also be aware that not all H-D dealers are Buell dealers.  Only H-D/Buell dealers will do business with Buell owners. 

My experience with H-D/Buell dealers when it comes to parts and parts availability has been excellent.  I have tried a few dealers close to me and all of them either stock the parts or have gotten the parts within a week or two.  In addition, believe it or not, Buell parts are relatively inexpensive compared to Japanese/Euro brands.  I mean it.  That includes maintenance parts as well. 

Buell also sells touring bags specifically for the 1125R.  So they do cater to sport-tourers in that way.  Buell does offer the Ulysses XT as their dedicated sports tourer.  But understand that the Thunderstorm engine is an acquired taste.  You'll either love it or hate it. 

[kevin_stevens]

Kevin, I found the CR's and R's position to be identical.  

Buell does offer the "comfort bars" for the CR as a dealer installed (or owner) option.

They felt lower to me, but I just sat on the broken CR without riding it (I knew it wasn't my first choice so I skipped over it).  I don't know if they're rotatable or pinned somehow, if the former that might explain the difference.  I think it's a bigger deal that there's a way to replace the CR bars, you'd have to replace the entire upper triple on the R to change the orientation as far as I could see.

KeS

BTW before someone jumps on the "broken CR" thing, it had just lost the sidestand spring somehow.  

[1125Rider]

Maybe 1125R rider can chime in here about the bike's long distance capabilities?

Hey 1125R Rider!  Wake up man!  Speak up and give a guy your expert opinion!   

Do I think the typical sport-tourer will be able to ride all day on this bike?  Well, it depends on how you define a "typical sport-tourer".  I'll be honest and say, if you are used to riding ST bikes, have a bad back, way overweight, have aching knee joints, arthritis, and so on, don't get this bike!  However, if you are reasonably healthy, don't have Santa's belly, no joint problems, you have a good chance of adopting to the bike.  I do believe that if you are healthy enough to ride a Sprint RS all day, the 1125R is not going to present a problem.  It's definitely sportier but you will easily adopt.

The 1125R's riding position is almost identical to the Firebolt's position.  I personally have toured on my Firebolt and have done 500 mile days on it with no problem and I'm not exactly athletic!  What I don't have are joint problems, and I am used to riding sportbikes.  So, I can tour with my Firebolt easily.  You did bring up the seat.  The 1125R's seat is pretty damn good (as is the Firebolt's) but it is firm.  Yet, it has enough padding so it won't transmit harsh bumps directly on to your bones.  But it is also meant to "communicate" to the rider what the bike is doing.  So, the seat will not be VFR-soft.  The one thing the 1125R excels in is protect the rider's upper body from wind.  That along with the forward riding position makes high speed running for long periods very easy.  Understand though that it's not a barn door like on a dedicated ST machine.  But for a sportbike, it is excellent.  Compared to other sportbikes like the 1098, GSXR's, CBR's, Ninja's, etc., the 1125R's ergos will seem incredibly comfortable!  Compared to a VFR, the ergos will feel a bit tight, especially the legroom, but close.   

  Long distance touring on the 1125R? Yes Rogue, I think I can address that issue and do so in relativley few words.  The 1125R is very well suited for distance riding with the exception of stopping for fuel every 140 miles but besides that there are no limitations.  The wind protection shields the rider from windblast and with a relaxed seated position it's hard to get really tired unless you are some fat lazy bastard that can barely manage tying ones shoes. A reasonably fit person can easily do 4-500 miles a day on the 1125R without even really trying.
  In all reality I don't think there is much difference between my 1125R and your Firebolt.  Both bikes have close to the same ergonomics so with the exception of the powerplant and a bit of shielding from the increased fairing size both bikes are close to the same.  I guess my question for you is, can you/do you ride you bike on extended tripsa and if so, how do you like it.

1125Rider

[Brad1445]

I can do 500 mile days on my Firebolt and the 1125 is slightly more relaxed, I bet its awesome for long hauls. And more power to boot!  





the pods sux

[BlueRidgeKat]

Understand though that it's not a barn door like on a dedicated ST machine.  But for a sportbike, it is excellent.  Compared to other sportbikes like the 1098, GSXR's, CBR's, Ninja's, etc., the 1125R's ergos will seem incredibly comfortable.

You certainly have that right!

Love the V-Strom but have been longing for another sportbike lately and was looking at the R1 & R6 but really leaning toward the GSXR 750 then just for the hell of it while in Charlotte NC for a couple days dropped into the HD dealer to check out all the Buells. The 1125R totally surprised me, shocked even. Rogue is right, the thing is very comfortable compared to all the clone sport bikes. It reminds me alot of my old ZZR1200 in many ways only a ton lighter. I also found out that pictures do not do it justice, its a damn sharp looking bike. Not sure if this was Buells intent, but  with the comfort and wind protection the 1125R has, it seems to me that it can easily be used as a all day SPORT-touring bike. Price is certainly alot less than a Duck or BMW and a little more than say a R1 or 10R so not bad.

Trying to learn more about the 1125R and my local dealer has one 08 left but I have some concern over the fuel injection map that it came out with. Apparently this has been updated in the CR and can be downloaded to the 08 1125R as well ??

This thing is nice and anyone who hasnt checked one out closely needs to do so before passing judgement.

Oh.....I'd would like to see Eric put this engine (or a detuned version) in the Ulysses as well and someone here could have a real deal on a loaded V-Strom.

[Rogue]

It is tempting to go for an 08.  But remember that the 09's also come with updated mechanicals, which includes the Fuel Injectors.  So it's not just the mapping that needed fixing.  

If I were in the market, I'd go for the 09 in white and hero blue.  

[BlueRidgeKat]

It is tempting to go for an 08.  But remember that the 09's also come with updated mechanicals, which includes the Fuel Injectors.  So it's not just the mapping that needed fixing.  

If I were in the market, I'd go for the 09 in white and hero blue.  

Agreed, the 09 is probably the way to go unless you could get one hell of a deal on a 08 and then buy the extended warranty, however I would want the extended warranty for a 09 as well.

The white and hero blue is starting to grow on me and in a couple of the 360 angles that you can look at the white and blue is awesome. Cant tell by the Buell site pics but I assume that for 09 the black one does not have the blueish color frame and wheels?

I think one of the things I like the most about this bike (besides the look, torque and comfort) is the belt drive that they claim "never needs replacing and never needs adjusting". I'm getting old and starting to tire of cleaning, lubing and adjusting chains.

Does anyone know if the very first valve adjustment is 12k or is there like one at 600 miles or so then its every 12k after that? Also does the 1125R take regular gas or is it like a Beemer and needs the Supreme stuff?

[1125Rider]

Does anyone know if the very first valve adjustment is 12k or is there like one at 600 miles or so then its every 12k after that? Also does the 1125R take regular gas or is it like a Beemer and needs the Supreme stuff?

  The first vavle adjustment is called for at the 12K, 31K and 43K service per the owners manual. I'm not sure where there is a 19K gap between the 12K and 31K so erring on the conservative side I would say that every 12K is probably a good rule to go by.
  Just like a Beemer the 1125R drinks the expensive stuff with an octane rating of 91.  The good news is that since gas prices have dropped back to an almost reasonable level it's not that big of deal.  I can't speak for anyone else but to date I have been averaging 32 MPG and that's a mix of steady slab and "spirited" riding.    I have heard other riders touting they are seeing 40+ MPG so next time I take the bike in I'm going to have the mapping checked and make the revised edition is loaded.
  Good luck and if you buy one I'm sure you won't be dissappointed.  

[Rogue]

I think one of the things I like the most about this bike (besides the look, torque and comfort) is the belt drive that they claim "never needs replacing and never needs adjusting". I'm getting old and starting to tire of cleaning, lubing and adjusting chains.

It's nice to have that belt drive.  There is no driveline lash.  Since there is no oil, there is no gunk build up, so it is clean.  You can handle it with your bear hands and not get shit all over your hands.  It is also quiet as heck.  Don't know why everyone keeps on insisting on chain drive.  Suckers are heavy, dirty, noisy, and much more complicated.  

[Brad1445]

And best of all no chain lash!!!!  Other than a few lost ponies I have no idea why belts are not more popular.

[1125Rider]

  A few lost ponies is a small price to pay for the convenience of belt drive but honestly, with the explosive power of the Rotax engine in the 1125 I have yet to find myself at loss for power.  In the world of racing where a minute advantage might be derived from running a chain I can understand this mentality but for the guy or girl that rides on the road it's just a messy waste. Besides not missing the mess of cleaning, lubing and adjusting the chain what I really don't miss is every 20K miles replacing the damn thing along with the sprockets.

[BlueRidgeKat]

In the world of racing where a minute advantage might be derived from running a chain I can understand this mentality but for the guy or girl that rides on the road it's just a messy waste.

Amen!

Well said. I think I will make this line my new signature.

[BlueRidgeKat]

Just had to go and look at one again today. Its different in such a good way.
Still amazed at how comfortable it is for a true sport bike.

[Kootenanny]

And best of all no chain lash!!!!  Other than a few lost ponies I have no idea why belts are not more popular.

Lost ponies?  Dunno about that...bikes use toothed flat belts, which AFAIK transmit power as efficiently as chains do (it's V-belts which lose power to friction).  Belt drives are lighter and far cleaner than chains, and there are other advantages--unfortunately, they are not as easy to change ratios on as chains, especially with the Buell "constant path length" design, and there are some strength concerns (again as compared to chains), so they are not popular with racers.

[2DFlyer]

Excellent read!  Every bit as entertaining as Aaron Frank without all the whining.  

This 'splains all the used Japanese iron sitting on the local HD/Buell dealer's lot.  All they lack for a full house is a ZX10R.
http://rayprice.com/sales-inv-other.htm
The owner of the white XB12R demo'd a 1125R while his XB was being serviced and went home on the 1125R.
Maybe I need to take them up on a demo ride offer.

One burning question though, how come this bike doesn't have a name other than it's model?

[nanbil]

Just had to go and look at one again today. Its different in such a good way.
Still amazed at how comfortable it is for a true sport bike.

Now that is pretty.

[mugwump58]

I got to sit on one last weekend. I was suprised how comfortable it felt, sitting still at the show mind you. Also it does look much better in person than in the magazines, not that that matters. Let's see if the horrible economy drops the price into my range. Sorry guys but I've been saving money for a time like this.

[2DFlyer]

Lost ponies?  Dunno about that...bikes use toothed flat belts, which AFAIK transmit power as efficiently as chains do (it's V-belts which lose power to friction).  Belt drives are lighter and far cleaner than chains, and there are other advantages--unfortunately, they are not as easy to change ratios on as chains, especially with the Buell "constant path length" design, and there are some strength concerns (again as compared to chains), so they are not popular with racers.

The way I understand it you can't change countershaft and sprocket ratios.  To most on the street it doesn't matter much.

[Rogue]

So is it still a testride if my friend ended up buying an 1125R?   

Well, he did end up buying a 2008 model 1125R and has so far put nearly 6k miles on his.  First off, his 2008 model needed several recall items done to it, that the selling dealer did NOT perform.  Even when we pressed the salesperson at the dealership to make sure the recall items were done, they assured us it was but later found it it was not.  I think that's grounds for a lawsuit but my friend is much more foregiving than I would have been.  We ended up taking the bike to one of the most trusted Buell dealerships in the south west, Buell of San Diego, and they actually confirmed the recall items were NOT done (simply by doing a search on the bike's VIN number).  Buell of SD performed the recall items.  These included the FI software re-map, the kickstand spring replacement, and another one for the transmission, which I can't recall at the moment.  My friend assured me that his mileage and throttle response has improved dramatically.

I recently had a chance to ride this 1125R again, this time in another favorite twisty road.  Also, the next day I was able to ride my Firebolt on the very same road and I was a bit surprised at how similar these bikes felt.  No doubt that the 1125R brakes are superior in every way to the original ZTL first seen on the Firebolt.  The power and feel is much better.  But you need to be careful not to grab a handfull too fast because the ZTL2's are very powerful.  My friend's lower mileage 1125R felt much more direct in the suspension and powertrain department than my Firebolt.  In fact, my Firebolt felt almost plush and comfortable compared to my friend's 1125R.  The 1125R does not have the Firebolt's requirement of keeping slight pressure on the bars to negotiate a long curve.  The 1125R's suspension also felt firmer.  The biggest surprise to me was the 1125R's engine has a much more direct feel to it than my Firebolt.  At idle, the Firebolt shakes more, but at revs the Thunderstorm engine feels almost uncannily smooth compared to the Helicon.  The Helicon has a direct, thumping feel to it especially when you get on the throttle or at higher RPM's.  I can't say it feels harsher because it's not harsh.  The best way for me to describe it is it has a feeling of being more directly connected to the bike, while the Firebolt's engine feels like there is some isolation fitted to it (which it does).  Of course, there is no doubt that just when the Thunderstorm 1203cc engine begins to run out of steam at 7k RPM, the Helicon engine is just about to hit its second wind and catapult the 1125R to much higher speeds. 

[Phenix_Rider]

I got to sit on one last weekend. I was suprised how comfortable it felt, sitting still at the show mind you. Also it does look much better in person than in the magazines, not that that matters. Let's see if the horrible economy drops the price into my range. Sorry guys but I've been saving money for a time like this.

I saw an '08 at the Cleveland IMS for $8k.  Though even if I had the money now, I'd wait to get an '09 that doesn't need any fixes out of the box..  

[Kootenanny]

...Also, the next day I was able to ride my Firebolt on the very same road and I was a bit surprised at how similar these bikes felt...In fact, my Firebolt felt almost plush and comfortable compared to my friend's 1125R...The best way for me to describe it is it has a feeling of being more directly connected to the bike, while the Firebolt's engine feels like there is some isolation fitted to it (which it does).

This is a quote from the editor of a Canadian motorcycle magazine, posted on their website in a thread about Buells:
"I used to race a Buell Firebolt. The biggest improvement the 1125 has over the air-cooled bike isn't the extra power of the liquid-cooled engine, it's the engine mounting itself. The 1125 engine is rigidly mounted in the frame, which greatly improves handling integrity; handling doesn't deteriorate with time requiring occasional replacement of the rubber mounts. I love those air-cooled engines; if they were counterbalanced like Harley's Twin-Cam B engines they'd be that much better."

[Rogue]

Koot, that statement is innaccurate.

Both the 1125 and XB motors are rigidly mounted.  The 1125 relies on its counterbalancers to smooth its vibrations at idle and revs.  The XB is not rubber mounted at all.  Instead, it uses a series of isolation bars to smooth the Thunderstorm's vibrations above idle.  And it works too.

However, try riding these two bikes side by side.  Guess what?  The Thunderstorm is smoother at revs.  That's right!  The Thunderstorm is smoother at revs.  The 1125's vibes are not at all severe nor would I characterize it as harsh, but it is much sharper and evident throughout its rev range compared to the Thunderstorm.     

[kevin_stevens]

Buell of SD performed the recall items.  These included the FI software re-map, the kickstand spring replacement, and another one for the transmission, which I can't recall at the moment.  My friend assured me that his mileage and throttle response has improved dramatically.

almost plush and comfortable compared to my friend's 1125R.  The 1125R does not have the Firebolt's requirement of keeping slight pressure on the bars to negotiate a long curve.  The 1125R's suspension also felt firmer.  The biggest

Hey!  When I mentioned that Firebolt tendency at Willow Springs you said it was suspension setup!

Where's "Buell of San Diego"?  Would that be the Harley dealer off Kearny Mesa?

KeS

[Rogue]

Hey!  When I mentioned that Firebolt tendency at Willow Springs you said it was suspension setup!

Where's "Buell of San Diego"?  Would that be the Harley dealer off Kearny Mesa?

KeS

You can minimize it but not completely eliminate it.  Funny thing is, it is more pronounced at low speeds than high, at least with mine.

There are two Buell dealers in SD, one in Kearny Mesa and the other at Kettener.  Both are good but the Kearny Mesa one is the best in this area.

[Kootenanny]

Koot, that statement is innaccurate.

Both the 1125 and XB motors are rigidly mounted.  The 1125 relies on its counterbalancers to smooth its vibrations at idle and revs.  The XB is not rubber mounted at all.  Instead, it uses a series of isolation bars to smooth the Thunderstorm's vibrations above idle.  And it works too.

I'm not at home right now to go out and check my bike, but I seem to recall seeing a honkin' big rubber bushing at the rear of the engine case, and I know there's one at the top of the front cylinder...as I understand it, Buell's patented "Uniplanar" engine mounting system (the series of bars you mention) connects the engine firmly to the chassis from side to side, but allows fore-aft movement (this is because the engine vibrates fore-aft but not side to side).  I'm pretty sure it's not rigidly mounted (that is, bolted directly to the frame).  I'll check and update this thread after I'm home and can take a look.

That said, I don't doubt the Firebolt feels smoother at speed--precisely because it's not rigidly mounted...

[Rogue]

Koot, you describe the Uniplanar mounting very well.  I may be confusing semantics in here but I always thought that an engine that is rigidly mounted to the frame is also a stressed member which forms part of the frame that adds stiffness.  This mounting system forms the basis of the perimeter frame that most makers use today, including the XB.  I also thought that the Uniplanar system of bars are used only to isolate the certain vibes the way you describe, but it does not suspend the engine completely on rubber, as would a rubber mounted engine would.  If the XB's Thunderstorm engine was completely rubber mounted, the frame would need farely hefty downtubes to tie and support the Perimeter frame together in order to acheive the necessary stiffness the XB has.  This would add lots of weight, and but it should also eliminate the engine vibes at idle.  The Uniplanar system currently used by Buell basically allows the Thunderstorm to be rigidly mounted to form part of the frame, hence saving lots of weight, while isolating the stronger vibrations at revs of the 45 degree V-twin.  So it gets the best of both worlds.  Smooth operation, while still retaining a lightweight perimeter frame thanks to having the engine as a stessed member. 

Note for example when H-D switched to complete rubber mounting of the Sportster engine in 2004.  They had to build in chassis rigidity with thicker tubes above and below the motor.  The result is that today's Sportster is pretty smooth at idle and revs but it gained something like 60 lbs in the process due to the chassis reinforcement needed because it lost the engine as a rigidity adding part to the frame.

[Kootenanny]

Koot, you describe the Uniplanar mounting very well.  I may be confusing semantics in here but I always thought that an engine that is rigidly mounted to the frame is also a stressed member which forms part of the frame that adds stiffness.  This mounting system forms the basis of the perimeter frame that most makers use today, including the XB.

Rogue, I'm home now, and I went out and took a close look at my bike.  You should do the same.

The engine in my Firebolt, at least, is NOT rigidly mounted  Nowhere is it directly bolted to the frame.  There are large rubber bushings supporting the engine at the top of the front cylinder and above the rear of the transmission housing; there are two short articulated links connecting the frame to the engine laterally, one at the front of the engine and one at the top of the rear cylinder, which keep the engine from moving side to side (I think these are the heart of the "Uniplanar" system).  

Using the engine as a stressed member usually means the frame can be pared down, which saves weight--as you mentioned--but Buell doesn't do that.  Instead, the XB frame uses side members with HUGE cross-sections, which makes it stiff enough all on its own.  The weird thing is that the swingarm is mounted to the rear of the transmission case, so the rubber bushings are actually between the swingarm mount and the steering head (possible because the engine is kept from twisting in the frame by the Uniplanar links).  So the Buell engine is a stressed member--it is part of the connection between the swingarm axle and the steering head--but it is NOT rigidly mounted.  

The design is weird, but it works (as you and I know)--until, of course the rubber bushings wear enough to allow any slop.  This is what the guy I was quoting above was getting at, when he talked about the handling deteriorating with time and replacing the bushings (keep in mind, he was talking about racing--he may be an editor now, but he has been a motorcycle racer and professional mechanic, too--he knows his stuff).

Check out the drawing...note the large cross-section of the frame members (keep in mind, the Buell frame only has to stretch around one cylinder, not four, so it's not as big a "hole" in the center).  It's the large cross section of the frame members that allows Buell to use the frame as a fuel tank, too.