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Buell Forum » Storm Fronts: Buell Groups, Clubs, & Events » 160 New Mexico » Archive through September 01, 2011

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Author Message   1eyert Posted on Thursday, August 18, 2011 - 03:28 pm:        Put me Down for a shirt ( LG ) and one patch. I can't ride with you guys this year but be with you in spirit. I will see you for the Sept 15-17 ride though.   Agfish18 Posted on Thursday, August 18, 2011 - 03:37 pm:        glad you at least have the gear. You are a big boy and can make your own decisions. I can respect that. I wear a helmet everywhere...not because I am special and fall a lot, I just don't trust other drivers on the road, and I find they are more comfortable in many ways than without.   Ghostrider Posted on Thursday, August 18, 2011 - 04:12 pm:        Arthur, I can send you a shirt & patch if you ping me with your address. You can paypal the funds ($25/shirt, $6.86/patch) to me at cjrodden at gmail dot com. I'm not going to make the AZ Ride Fest mid-Sept due to work schedules. My #2 is out for knee surgery after 9/6 and we can't both be out at once.   Agfish18 Posted on Thursday, August 18, 2011 - 04:48 pm:        CJ have we decided on a place for Saturday night's dinner?   Ghostrider Posted on Thursday, August 18, 2011 - 04:57 pm:        The girl at the resort said they have a place right there on site. This way, we don't have to ride to it, we can stagger in and stagger back to the rooms.   Syonyk Posted on Thursday, August 18, 2011 - 05:07 pm:        Awesome, I'll plan to meet you guys up there at 0900.   Agfish18 Posted on Thursday, August 18, 2011 - 05:09 pm:        sounds good to me.   Syonyk Posted on Sunday, August 21, 2011 - 05:58 pm:        Awesome ride Thanks for organizing this, Ghostrider!   Bartimus Posted on Sunday, August 21, 2011 - 06:12 pm:        no pics?   Ghostrider Posted on Monday, August 22, 2011 - 11:35 am:        Working on that now, Bart. Gimme a bit.   Aldo_x1 Posted on Monday, August 22, 2011 - 02:02 pm:        Great job buddy (ghostrider), nice turn out.. looking foreword to riding again... thank you so much for your hospitality you really mad Luke and me feel welcomed.   Ghostrider Posted on Monday, August 22, 2011 - 03:39 pm:        Aldo! Good to see you guys! I'll ping you guys if I get up there to ride.   Reiver Posted on Monday, August 22, 2011 - 06:35 pm:        Cj, I want to thank you for everything from your hospitality to your mechanical skills to your dragging me to restaurants I would never go to on my own. I had an incredible ride( the scenery was magnificent), met several great people and can't wait to do it again next year. Thank you for all your hard work and effort to make this enjoyable for the rest of us. Doug   Agfish18 Posted on Monday, August 22, 2011 - 09:50 pm:        It definitely was an adventure to say the least. Stacey and I were beat by the time we got home yesterday, and getting pulled over on the way home didn't help matters. Had a great time, will try to have a different bike by next year. Thanks for all the hard work CJ, and it was nice to meet everyone.   Agfish18 Posted on Wednesday, August 24, 2011 - 02:16 pm:        I'm going to try and get some pictures up tonight. I did have class, but I am not feeling too well, so I think I am going to stay home and upload pictures/ video. Does anyone know if flickr hosts video, or just photos?   1eyert Posted on Thursday, August 25, 2011 - 01:26 am:        I'm glad everyone had a good time, and jealous because I missed it. What is the itinerary for the Fall ride Sept 16-18th.   Ghostrider Posted on Thursday, August 25, 2011 - 11:38 am:        Idunno... I think that's Bart's ride. And after the Wallow Fire, I don't know if it'll go through the same area on 191 or not. Bart, any info?   Bartimus Posted on Thursday, August 25, 2011 - 10:50 pm:        I won't be able to go, I have family in town all that week. There was a block of rooms set aside, but I had to cancel my reservation. Not sure what the fire damaged up there.   Bartimus Posted on Thursday, August 25, 2011 - 10:54 pm:        From motorcyclist magazine: Erik Buell is right: Everything would have been different if Buell Motorcycles had built this bike first, as he intended, instead of the quirky 1125R that parent company Harley-Davidson demanded in 2007. Motor Company management feared competing with Japanese and European manufacturers head-on, so rather than green-light a pure superbike they commissioned the offbeat 1125R. That bike's failure to connect beyond a small group of outlier enthusiasts was the beginning of the end for the Buell brand. Erik always believed he had the engineering and technological prowess to take on foreign competition. Now liberated from Harley and operating independently as Erik Buell Racing (Erik Buell Racing), he's ready to prove this once and for all. Erik Buell Racing's first production motorcycle, the 1190RS, is a brilliant machine-no caveats or qualifications required. Gorgeous, fine-handling and remarkably fast, it is everything we ever wanted an American superbike to be. The 1190RS is much more than a reskinned 1125R. Essentially every component has been improved based on data gathered from the Buell 1125RR that Geoff May races in AMA Superbike competition. The aluminum frame still holds 4.5 gallons of fuel, but it has been redesigned to accommodate a larger ram-airbox and geometry has been "normalized" with a longer wheelbase, less rake and more trail. The bulbous, side-mounted radiators are gone, replaced with a conventional cooling unit wrapped in slimmer, more aerodynamic bodywork. The 72-degree V-twin has been enlarged to 1190cc and hot-rodded to the hilt, every remaining component optimized to save weight, improve performance and, ultimately, win races. Starting with brand-new, 1125cc Helicon engines purchased directly from Rotax in Austria, Erik Buell Racing builds competition-ready powerplants using the same aftermarket components as May's racebike. Cylinders are bored 3mm and filled with high-compression forged pistons worked by forged rods and a lightened crank to reduce reciprocating weight. Heads are reflowed and fitted with bigger valves and racing cams. The airbox, now twice as big as before, incorporates showerhead-type secondary injectors to improve sustained high-rpm fueling. The end result is a claimed 160 rear-wheel horsepower in EPA-legal street tune-approximately a 35-bhp increase over a stock 1125R. Motorcyclist was invited to test the 1190RS during a Sportbike Track Time event the day after the AMA Superbike weekend at Road America, joined by Buell, May, crew chief Michael Tjon and the rest of the Erik Buell Racing team. The lithe and lean 1190RS is nothing like its big-barred, broad-shouldered predecessor. With low, narrow clip-ons and a thin saddle mounted high on a spidery, cast-magnesium subframe, the 1190RS looks and feels remarkably like a Triumph Daytona 675 from the rider's perspective. Liberal use of carbon-fiber-even in the fairing bracket-actually puts the streetbike under the 390-lb. AMA Superbike minimum weight limit. Buell claims curb weight is 384 lbs. with the street-legal, dual-chamber exhaust. With the optional track-day exhaust shown here, it's said to weigh just 369 lbs. All-new "hubless" cast-magnesium wheels-the latest example of Buell's typically radical innovation-contribute to that remarkable weight loss. "During FEA [finite element analysis] the hub is always dead; it never lights up," Buell explains. "The only reason the hub is there is for manufacturing ease. Our wheels are extremely hard to cast, but they are the lightest in the world. The front weighs just 5.5 lbs." The latest-and much improved-version of Buell's rim-mounted Zero Torsional Load (ZTL) front brake further reduces unsprung weight, saving almost 10 lbs. compared to the lightest dual-disc setup, Buell says. Suspension is from Ohlins, custom-built to Erik Buell Racing's specifications at the Ohlins USA race shop in Hendersonville, North Carolina. The fork uses the same fully adjustable 30mm cartridges as May's racebike, and the TTX shock is valved and sprung specifically for the 1190RS. The constant-tension drive belt is gone, replaced by a race-ready chain final drive that eases gearing changes. A compensated front sprocket eliminates the need for a cush drive on the rear wheel, further reducing unsprung weight. Buell also junks the stock Rotax vacuum-activated slipper clutch, replacing it with Suter Racing Technology's fantastic, Moto2-spec mechanical slipper. The individual parts are the best money can buy, but the holistically designed 1190RS is even better than the sum of its parts. Exceptional mass centralization, revised chassis geometry and radically reduced unsprung weight let the bike handle unlike any motorcycle we've ridden before. Agile at any speed, it's remarkably responsive and dead-nuts neutral even under very aggressive trail-braking-the exact opposite of the heavy-steering, slow-turning 1125R. Blade-sharp reflexes mean you can always tighten your line, even in the fastest corners, allowing the bike to carve through Road America's Carousel and Kettle Bottoms on unimaginable trajectories. May claims the 1190RS streetbike is quicker out of the box than his 1125RR racebike, and this is completely plausible. The superlight machine feels preternaturally fast, accelerating with an urgency that surpasses even BMW's overdog S1000RR. Broadly powerful-it passes 70 lb.-ft. of torque at 6000 rpm and never looks back-and with the lively, eager engine character that only comes from a hand-built, perfectly balanced racing engine, the 1190RS builds speed with a ferocity that's completely out of character for a big twin. Even the extended, 55.4-inch wheelbase can't keep it from wheelying everywhere-all the way up the hill on Road America's front straight, of course, but also downhill toward Turn 3 at well over 100 mph! Criticisms were difficult to muster, as one might expect from a top-of-the-line motorcycle meticulously prepared by a professional racing team. Throttle response was instant to the point of telepathic; the Suter slipper clutch was the smoothest and most transparent we've ever used; and the carbon-fiber bodywork, covered with 15 layers of hand-rubbed clearcoat, reflected with surgical clarity. Our sole critique concerned the ZTL front brake: Though it's adequate for such a lightweight bike-even after eight sessions at this notoriously hard-braking track we didn't experience any of the fading or pulsing that plagued previous versions-the single brake still can't match the outright stopping power of a conventional, dual-disc setup. But after riding the bike, we agree that the handling benefits of the superlight front wheel are worth the trade-off in outright braking force. Erik Buell Racing will sell the exotic 1190RS for $39,999 with fiberglass bodywork, or $43,999 with the optional "Carbon Edition" body kit shown here, saving 5 lbs. This is expensive by any measure, but considering the sheer cubic hours of hand labor involved in building what is essentially a racing superbike with lights, it might be the best bargain on the motorcycle market today. Erik Buell Racing plans to build and sell a limited run of 100 bikes "as a design statement," and will then introduce a second model similar in concept but "decontented" for higher production volume and lower cost. Until then, Erik Buell is happy just to be building this bike. "I've taken a lot of blame over the years for Buell motorcycles, often for decisions that had nothing to do with me," he says. "Not this time. This is exactly what I wanted to build!"   Daschunk Posted on Friday, August 26, 2011 - 10:50 am:        "the bike handle[s] unlike any motorcycle we've ridden before. Agile at any speed..." I think he did something right.   Buellnick Posted on Friday, August 26, 2011 - 11:08 am:        This is yet another good news story regarding Erik Buell Racing... "That the 1190RS was ever built makes this the most improbable comeback of the 21st Century—and perhaps of motorcycling’s modern era." The more time that goes by, more and more comes out about the tension that existed between HD and Buell. BTW: The XB12R is going in for an apparent charging system issue... I think it is the "year of the stator" for HD... However, it could be the VR. In any case, its nice to have a warranty bike.   Ghostrider Posted on Friday, August 26, 2011 - 11:34 am:        Well, yours is a 2009, right? Seems to me everyone else with the charging problems was on a 2008, and most of those were 1125's. My 2009 has not had any charging issues in 11,000 miles.   Agfish18 Posted on Friday, August 26, 2011 - 11:37 am:        I think the charging issues for 1125s were 2009 models as well... My 08 has never had any issues with stator or VR, just the clutch weep. SFHD called me yesterday to tell me the parts they ordered were in to fix mine. going to try and bring it up next sat.   1eyert Posted on Friday, August 26, 2011 - 05:57 pm:        Is anyone planning Ridefest on Sept 16-18th, it is my first weekend off in 3 months and I want to know if I can plan a group ride or solo weekend, let me know,   Ghostrider Posted on Friday, August 26, 2011 - 06:09 pm:        Art, I don't know of anyone from our area that is planning on going out for that ride. I do know that the Colorado group is supposed to have a ride going to Steamboat Springs, but I don't know the details. While I will probably be working at least Friday, I may be up for a day ride either Saturday or Sunday, if you happen to be over this way. Sorry you missed Durango.   Buellnick Posted on Friday, August 26, 2011 - 09:08 pm:        CJ, I know the 09-10 1125 bikes have stator problems. One guy didn't show because of stator issue this year and last... My 08 1125 is OK so far with just under 10K miles. I have not heard any persistent stator problems with XB bikes. However the parts dept folks at SFHD said they've had to order an unusual amount of stators for HD bikes in general. My wife's 08 XB needed a stator recently @ 18K mi...stator had a major short which also drained the battery very quickly. Now my 09 XB12R has charging system issues. I have not tried to isolate the problem with mine. Its on warranty so the dealer can have it and figure it out. The system voltage reads ok when started and for the first minute or so (14V). Then the lights noticeably dim and the voltage drops to 12.6 while running...and slowly gets lower...and then CIL comes on. You may recall...On the way back from Pagosa, I mentioned the CIL came on several times. It went off when I changed RPMs and shut off the high beam... It has deteriorated further now. I'm just glad it held out during the SW Rally. I had a CIL when I started the trip but the voltage must have stayed within limits until now.   Syonyk Posted on Sunday, August 28, 2011 - 12:35 pm:        The weather's been hot lately. Hot weather is hard on stators. Hot weather + a bike with no oil cooler + idling around Albuquerque/Santa Fe showing off... yeah, I can see a lot of stators going bad lately. Speaking of, I need to remount the oil cooler on the XB9 - I think I figured out why I'm getting oil line rubbing! (the "tab" on the mount plate is not through the slot on the oil cooler, so the oil cooler is rotated out slightly, pushing the lines forward, into the tire at max suspension compression).   Agfish18 Posted on Tuesday, August 30, 2011 - 10:24 pm:        finally uploaded some pics...videos to come as I get time http://www.flickr.com/photos/61510331@N02/   Daschunk Posted on Tuesday, August 30, 2011 - 11:43 pm:        Good pictures   Agfish18 Posted on Thursday, September 01, 2011 - 12:18 pm:        So Saturday I get to go up to Santa Fe to finally get my clutch fixed. The service guy called last Friday to tell me that the part that supposedly fixes the weep was finally in. Hopefully this wont happen again...