| Author | Message | ||
     Sprintst |
As the community that cares about the outcome of the purchase of EBR, I thought a thread talking about what WE view as the strength of the brand might be beneficial. For you, what is the special sauce that made/would make you choose this brand over all the others? +++++++++++++++++++++++++++++++++++++++++++++++++++++++ What I like about my Buell (not EBR, 1125R) - American made, and I like to support the underdog - V-twin engine characteristics - great torque, good power - body work design - no plastic tabs that break off - engineering - I'm typically pretty impressed with how it's designed, how it comes apart and how it goes back together - ergometrics - bike is a good size and layout for me. Comfortable bike, even after a 14 hr, 500 mile day - handling - great handling - belt drive. Yes, EBR dropped this, but boy, it's so great for a street bike - maintenance - engine rotation for the valves wasn't a joy, but tire changes are so simple, so much better than Japanese or triumph bikes I've done. The rest of the bike has been easy to work on - innovation - yes, these bikes get pinged on "weird" features, but the perimeter rotor makes a tire change a breeze and works well for me, the belt drive is hassle free and again, tire change is a breeze. The fuel in the frame works, and makes it easier to work on. - Unique. I'm usually the only guy on a ride with a Buell. It's nice to not be yet another Honda or Gixxer (Message edited by sprintst on August 09, 2015) | ||
| Ducbsa |
EZ tire change? If I did it more on my XB, it would probably get easier, with getting the caliper out of the way. But my R100/7 had pretty easy wheel removal. My X12BS is only good for 300 miles, but I agree with your other points. | ||
| Mrakz83 |
What turned me on to a Buell in '08 was that I could get a unique looking, torquey, lightweight, belt drive, sporty bike that was still practical and could carry tons of gear so I grabbed a Ulysses. Support is also a huge point. I like that Erik Buell made Buells easy to own and maintain- maintenance manuals are easily available and what few special tools I need to maintain it are relatively inexpensive. When EBR came along, things kept getting better and grabbed an RX. What a hell of a design! That bike amazes me every time I look at it. These bikes have character, soul, passion- and I'm hooked. | ||
| Stevel |
I have two 1125r bikes. One is a new '08 and original as delivered. It has 2,000KM. The 2nd 1125 is my hot rod and little is original. I love the handling it is the best I have experienced. I am not enthusiastic with the front brake. It is OK on the street, but no where near as good as it could be. I love Erik's mass centralization. The seating position does not fit me well, but I have short legs. I need the seat 2" lower, so I struggle with the original 1125r. I love the Helicon engine basic design, It is narrow, compact with a superb oil system design, with advantages of a dry sump engine and a wet sump combined. However the engine needs some evolutionary corrections to really make it well. The open deck cylinder needs to go, the cylinder head ports are too large and incorrectly shaped. More space is required in the camshaft area. Insufficient space for valve springs and increased lobe lift. The cam positions need to be raised an additional 6mm. There is insufficient oiling for the cams and valve train. The cam bearing bars have the facility for oil squirters, but they are not drilled. There is insufficient oiling to the starter Sprague and stator. In order to accomplish the increased oiling demands, the pressure side of the oil pump needs to be larger to provide adequate volume. I would like to see less cam duration by about 10 degrees and increased valve lift to about 12mm. I think changing the dual valve springs to a single beehive spring would work better and cost less. There needs to be better frame/ tank heat insulation. The radiator(s) need to be centrally mounted, not hung on the side. The change would enhance the V Twin narrow profile and greatly enhance the looks of the bike. More effort and thought needs to be applied to waste heat venting from the radiator(s) out board, even if the steering head must more forward for clearance. I sincerely hope Bruce is listening. I also think better parts support for the 1125 community should be considered, as well as enhancement kits based on innovations already made with the newer models. It would be instant revenue for the new company. There are a lt of 1125s already out there. | ||
| Oddball |
Stevel, Have you made any of the suggested changes on your second 1125? You can easily show any improvements with a "before & after" comparison of your machines. I've wondered what a dual perimeter brake would accomplish. Some of the race machines swapped out the front ends for conventional brakes. I think it would have been better for them to have been given the option of a dual perimeter for a big increase in stopping power and ideally a cooler, longer lasting brake system under extreme conditions. | ||
| Stevel |
Yes, I have made several, but I am suffering from a low priority bias from some parts makers. I must always buy minimum quantity and when acquiring parts never made before, you sit at the end of the line, when other customer projects mean more revenue for the company. It is very frustrating, but understandable. In some cases, I feel fortunate that these engineering houses even agree to make my designs. When the bike is finished, I'll post all the photos as promised. The most recent progress was my beehive valve springs. I found exactly what I needed after a two year search. I think your idea of dual rim mounted rotors is good, but it would be too heavy using steel rotors. If I could find someone to laser cut two discs from 6ALV4 Titanium from a 5mm sheet that would be a start. I have found a firm that will plasma coat them with iron, like the Hunt rotors of the late '70s. It won't be cheap, but it is worth a test. Another problem is the wheel casting that has bolt bosses on both sides for the rotor, as well as the fork mod to host another caliper. In all, very expensive for just a few. Not so much for a thousand or more, but prototyping is VERY expensive. | ||
| Phelan |
Stevel, have you looked into the 1190s to see if they have any of the changes you mention? For example, I know Zac's RS is hand ported with everything port matched compared to his 1125. Haven't looked at any of the RXs here to see if they are as well. | ||
| Sprintst |
It's interesting that heat seems to be such a struggle with a v-twin The Ducati's are constantly said to have "improved" heat deflection, but still manage to cook the rider innovation in 3D printing should improve the custom parts availability dual front perimeter rotors:  (Message edited by sprintst on August 09, 2015) | ||
| Oddball |
Stevel, Perhaps ceramic for a light rotor that can handle high temps? Good luck with all the things you want to try. I look forward to seeing all the improvements. | ||
| Stevel |
Sprintst, Very nice machine! I like it. Please tell me more about your front brakes. What wheel? Where did you get the discs? How are they fastened to the wheel? How much do they weigh? Most of all, how do they work? Are they an improvement.....smoothness and other characteristics? | ||
| Sprintst |
Stevel - it's not mine, just a pic I found I would think the weight would be excessive Note - the pic is on ssb, you might find more info on it there | ||
| Zac4mac |
I can't imagine dual 8-pot front brakes. old ZTL 6-pot maybe.... A single one of those is enough to flip the bike with one finger... "Getting it" - when the bike disappears with you going exactly where you want by thought alone. | ||
| Snacktoast |
Dual rotors and calipers (6 or 8-pot) on the front end would negate the weight savings of running the single rotor and caliper, which would have a noticeable affect on handling. | ||
| Hughlysses |
You guys might like to contribute to this thread asking for suggestions on how to better market EBR bikes: http://www.badweatherbikers.com/buell/messages/253 912/767980.html?1439281796 |
