| Author | Message | ||
     Sandmacker |
I own a TRX850 and a GSXR 1000K2(worked), and I'm at that time to buy. I've narrowed it down to the Aprilia RSVR factory, or the Buell 1125 R or CR. In essence I'm a weekend warrior who likes a trash thru the canyons.I hear stories that the engeneering innovations on the Buell make it one of the best handlers in the game, and like wise the Aprilia. Can any one fill me in on how the Beull handles against the ducatis ,Aprillias , UJM's etc. What I'm seeingin the Buell is a very light bike with all the weight in the right spot.Thanks | ||
| Dktechguy112 |
I can't comment on the aprillia, but I can tell you the 1125. Handles like a dream, the motor is very torquey, it always has power on tap. The best way to describe it is power like a jap 1k, with cornering like a jap 600. The engineering on it is amazing, I got to rebuild mine after a wreck, and taking the bike apart I could tell how well it was engineered. | ||
| Sandmacker |
Well , it hasn't taken long to decide. There is everything to suggest the Buell will out do the Aprilia on all fronts. The Aprilia is 2x's the price ,yet it is heavier ,longer , and all the engineering firsts on the Buell make total sense. Whilst the Aprilia is 'pretty', the buell's looks more my style .I'm the shy retiring sort  I'm a bee's dick away from dropping a deposit on it so I can pick it up on the week end.I also like the personal touch that Buell has with it's customers. It's going to be an 08 1125 R with 6K on the clock . I'll guess I'll find out for myself I'll start with a 1000 K ride from Melbourne to Adelaide  | ||
| Sandmacker |
The black bike(1125R) is pure American badass, styled like a prizefighter and with the same pugnacious manners. The platinum-colored bike is an exotic Italian beauty, long and lean with an undeniable air of exclusivity. Though the Buell 1125R and Aprilia RSV1000R appear very different on the surface, these stepbrothers from different moto-mothers both carry Rotax-made V-twins under their fairings. Do similar mechanical hearts make them more alike, or more distinct? We paired them off on the street and track to find out. Although Aprilia is at the end of its 10-year agreement with Rotax and is currently developing its own V4 superbike in-house, the World Superbike-winning RSV1000R is still the firm's sporting flagship, and makes an excellent benchmark against which to judge the all-new Buell. The RSV is outpaced by modern sport-twins, such as the awesome Ducati 1098, but that's not surprising given that it's been largely unchanged since its 1998 release. Not only does the 1125R carry Rotax's latest Helicon V-twin-the Austrian firm's second attempt at a superbike powerplant-but also a host of Buell-exclusive engineering innovations, including a fuel-bearing frame, split radiators and inside-out front brake. Our first ride on a pre-production 1125R at Laguna Seca last fall was inconclusive; comparing a production version against a proven performer is a great way to assess its real-world abilities. Shared mechanical DNA aside, these two bikes couldn't be more different. The Aprilia represents conventional sportbike design theory, with typical chassis geometry, ergonomics and ride characteristics. The Buell, on the other hand, lives up to the company's old "Different in Every Sense" motto, with atypical geometry, unique ergos and distinctive handling characteristics. Start in the saddle: Buell's Comfort Zone cockpit is one of the best in the business. The seat is broad, supportive and perfectly contoured, the bars are high and comfortably set, and there's plenty of legroom-the elusive all-day sportbike riding position. The Aprilia is a traditional Italian rack with a flat, firm saddle, long reach to low, narrow bars and high footpegs that will cramp anyone over 6 feet. Straddling the RSV illustrates how much more compact sportbikes have become in the past decade. It feels massive, with a tall, wide tank that pries your legs apart and accentuates the bike's top-heaviness, especially at slow speeds. The Buell feels tiny by comparison. With its fuel carried lower and farther forward in the frame, the airbox cover between your legs is narrower and the footpegs are a few inches closer together. Combined with a bulbous fairing that moves air more like a Gold Wing than a GSX-R, the Buell offers undeniable comfort. Despite being separated by 10 years of development and 12 degrees of cylinder angle (the Aprilia's cylinders are set at 60 degrees, the Buell's 72), there's no doubt both V-twins come from the same source. The two bikes sound nearly the same, with deep, growling exhaust notes and a surprising amount of mechanical clatter. Both also transmit a fair amount of vibration, especially at higher revs, despite aggressive counterbalancing measures (twin balance shafts for the 'Priller, three for the Buell). Vibration is especially noticeable through the Buell's footpegs, which mount directly to the engine cases. Both bikes feel a tad thrashy at idle, but this impression disappears at speed. Except for a slight stumble off closed throttle, the Aprilia injects perfectly and offers smooth, linear acceleration from any rev point. Buell's DDFI 3 system is hugely improved compared with the pre-production units we tested at Laguna, but still not flawless. Gone is the off-idle abruptness, but the system still tends to hunt at constant throttle in the lower rev range and occasionally stumbles when you whack it open below 4000 rpm, causing the bike to lurch and shudder. A shame, this latter point, because the constant-tension drive belt and compensated countershaft sprocket combo otherwise provide lash-free forward motion. Tim Carrithers, Dog-Eared Boy | Off The Record I'd pick a winner here if we had one, but this conflict is a choice between bad and worse, a.k.a. the Aprilia. I loved the look. Very orange, very Italian and plenty of attitude. Then I rode it. Ergonomics by de Sade, an underwhelmingly asthmatic engine and limp suspension. I could muster up the time and money to deal with all that if we were talking about a well-preserved '98 Mille on eBay, but for a brand new $14,000 '08? There are too many other options out there. Getting along with the Buell might be remotely possible if it didn't come with intractable fuel injection, a sticky gearbox, inconsistent brakes and only slightly less engine heat than a hibachi full of dry mesquite. But it does, so I can't. AGE: 9.25 dog years HEIGHT: 6'3" WEIGHT: 15.35 stone INSEAM: 35 in. The Buell is undeniably faster than the Aprilia, and not just because of its 125cc displacement advantage. Both motors share the same 67.5mm stroke, but the Buell's 6mm-larger pistons (103mm versus 97mm for the Aprilia) make room for bigger valves that, in conjunction with a downdraft intake arrangement, make for a freer-breathing motor that delivers lots more power at higher revs. The 1125R's 15.6-horsepower advantage (129.1 bhp at the rear wheel, compared to 113.5 bhp for the RSV) helped during quarter-mile testing, where it ran a stout 10.61 seconds at 135.91 mph against its rival's 10.95/129.91. The 1125R was also helped at the strip by its smooth-shifting, light-action transmission, far better than the Aprilia's stiff, notchy lever action. Admittedly, our RSV had just 600 miles on the clocks at the time of dragstrip testing; hopefully action will improve with more break-in miles. More power also gave the Buell an advantage at Buttonwillow Raceway, where during a Track Riders (http://www.trackriders.com) track day it consistently lapped a full second quicker. Once we got the suspension dialed-in, that is. During street testing the factory suspension settings exhibited a disturbing lack of front-end feedback and a tendency to run wide at corner exits-the same issues we encountered at the Laguna Seca press intro. With help from Dave Moss of Catalyst Reaction Suspension Tuning (www.feelthetrack.com), we backed fork spring preload out a full five turns to arrive at an acceptable 35mm of sag, and still had to increase rebound damping one turn to slow things down. The shock suffered the opposite problem: Even with rebound backed all the way out, it would pack up on bumpy corner exits and cause the bike to run wide. The 1125R features a steep 21-degree rake and short 3.3 inches of trail (compared with the RSV's 25 degrees/4 inches), which gives it much quicker steering response. Perhaps to temper this quickness, the 1125R's clip-ons are cantilevered almost 3 inches in front of the fork tubes-an arrangement that seems to create a slight disconnect between steering input and turning action. We frequently found ourselves oversteering to initiate turns, and then having to correct mid-corner once the chassis finally caught up with our intentions. Surface bumps tend to deflect the Buell off line, and with the oddly mounted handlebars amplifying every input, it took some attention to keep the bike pointed where we wanted to go. Couple this with the high-front/low-back chassis attitude and you're left with slightly vague feedback from the front end. Certainly the Buell can be ridden fast (1125Rs have already won club races in the states and abroad), but it lacks the quicker, confident handling of a conventional sportbike chassis. The RSV offers more predictable handling. Equipped from the factory with an exotic 43mm Ohlins inverted fork paired with a pedestrian Sachs shock (don't let the gold color fool you), suspension action on the RSV is close to perfect right out of the box. Better suspension or not, though, the RSV's chassis shows its age when ridden back-to-back with the modern, mass-centralized 1125R. The taller, wider and heavier 'Priller takes significantly more effort to turn; riding the RSV hard wears you out fast. Wonky steering traits aside, the American musclebike simply changes direction more easily than the Italian stallion, which makes it both quicker and less fatiguing to ride-especially at the track. The RSV does, however, offer adjustable rear ride height, which isn't available on the Buell. Unfortunately, we ran out of daylight before we could experiment with this at the track. But jacking up the rear of the RSV a bit might help it tip into corners with less effort. One element that didn't need improving on the Aprilia was braking, thanks to the excellent Brembo radial-mount front calipers, which offered superior feel and easy modulation. Barry Burke, Wing-Footed God | Off The Record "The Aprilia might be 10-year-old technology, but the chassis still works pretty well. The Ohlins fork helps handling through the canyons, the Brembo brakes give good feedback and the Italian styling still looks classic. But the motor is just slow, especially compared to other liter-class sportbikes. However, if you're not looking for the ultimate speed machine, the RSV is still a good motorcycle with a solid chassis and lots of traditional V-twin character. Buell's 1125R is closer to where it needs to be power-wise, but on every other point it's no comparison. As far as I'm concerned, the Aprilia smokes it in every category except outright acceleration. Beyond that, my mother always told me, 'If you don't have anything nice to say...'" AGE: 44 HEIGHT: 6' WEIGHT: 165 lb. INSEAM: 33 in. Buell's Zero Torsional Load front brake conversely leaves something to be desired. Even with eight pistons pressing down on a 375mm, rim-mounted rotor, the single front brake proved insufficient at the track, where heat-induced fade became an issue. By the end of our track day the rotor was burned blue and the pads howled in protest with each heavy stop. The ZTL brake is difficult to apply consistently, too: Initial bite is limp, causing you to squeeze the lever harder only to find yourself reducing brake pressure an instant later when the braking effect catches up. Lapping Buttonwillow, the Buell was consistently quicker by a solid second, mostly by virtue of its stronger motor and ability to change direction quicker in the tight stuff. You can definitely turn a fast lap on the 1125R, but it takes decidedly more concentration and constant input than the more predictable, less demanding RSV. Both of these torquey, tractable twins are more at home on the street-especially the 1125R. If you're willing to adapt your riding style to accommodate the Buell's quirks, you'll be rewarded with a fast, flexible and supremely comfortable streetbike. Aprilia's RSV1000R is an acceptable performer but a bit past its prime in terms of power output and handling prowess. Factor in the fact that the new bike costs $1000 less than the old one, and the 1125R is the clear winner. Rotax-and Buell-have learned a lot in the 10 years separating these two engine designs. It's time now for Aprilia to catch up. Tech Spec 2008 Buell 1125R Engine type l-c 72-deg. V-twin Valve train DOHC, 8v Displacement 1125cc Bore x stroke 103.0 x 67.5mm Compression 12.3:1 Fuel system EFI Clutch Wet, multi-plate slipper Transmission 6-speed Frame Aluminum twin-spar Front suspension 47mm Showa inverted cartridge fork, adjustable for spring preload, compression and rebound damping Rear suspension Single Showa shock, adjustable for spring preload, compression and rebound damping Front brake Single ZTL eight-piston caliper, 375mm disc Rear brake Two-piston caliper, 240mm disc Front tire 120/70ZR-17 Pirelli Diablo Corsa III Rear tire 180/55ZR-17 Pirelli Diablo Corsa III Rake/trail 21.0/3.3 in. Seat height 30.5 in. Wheelbase 54.6 in. Fuel capacity 5.6 gal. Measured weight (tank full/empty) 474/440 lbs. Measured horsepower 129.1 bhp @ 9750 rpm Measured torque 73.9 lb.-ft. @ 8000 rpm Corrected 1/4-mile 10.61 sec. @ 135.91 mph Colors Black Available: Now Warranty 24 mo., unlimited mi. Contact Buell Motorcycle Co. 2815 Buell Dr. East Troy, WI 53120 262.642.2020 http://www.buell.com Tech Spec 2008 Aprilia RSV1000R Engine type l-c 60-deg. V-twin Valve train DOHC, 8v Displacement 998cc Bore x stroke 97.0 x 67.5mm Compression 11.8:1 Fuel system EFI Clutch Wet, multi-plate slipper Transmission 6-speed Frame Aluminum twin-spar Front suspension 43mm Ohlins inverted fork, adjustable for spring preload, compression and rebound damping Rear suspension Single Sachs shock, adjustable for spring preload, compression and rebound damping Front brake Dual Brembo radial-mount four-piston calipers, 320mm discs Rear brake Brembo two-piston caliper, 220mm disc Front tire 120/70ZR-17 Dunlop Qualifier Rear tire 190/50ZR-17 Dunlop Qualifier Rake/trail 25.0/4.0 in. Seat height 31.9 in. Wheelbase 55.8 in. Fuel capacity 4.8 gal. Measured weight (tank full/empty) 477/448 lbs. Measured horsepower 113.5 bhp @ 9750 rpm Measured torque 63.5 lb.-ft. @ 8500 rpm Corrected 1/4-mile 10.95 sec. @ 129.91 mph Colors White, gray, blue Available Now Warranty 24 mo., unlimited mi. Contact Aprilia USA 140 E. 45th St. New York, NY 10017 800.631.1101 http://www.apriliausa.com 2008 Buell 1125R | Price: $11,995 Engine A 72-degree cylinder angle provides the straightest possible flow path for the intake charge. Innovative combination chain-and-gear cam drive and finger follower-actuated valves make the motor more compact and lighter in weight. Chassis Buell claims the Intuitive Response Chassis is the stiffest frame it has ever built, and 10 pounds lighter than the old XB-series frame. Like the XB, this frame doubles as a fuel reservoir, holding 5.3 gallons of dinosaur juice. Suspension The fully adjustable Showa fork is an oversized 47mm inverted unit for maximum rigidity. The Showa shock mounts directly between the frame and swingarm without a linkage, and uses a progressively-wound spring. Brakes Buell's exclusive Zero Torsional Load front brake mounts the rotor directly to the rim to isolate torsional forces and reduce unsprung weight. A single eight-piston caliper holds four pads that maximize surface area and heat dissipation. Ergos With a short seat-to-bar distance and generous handlebar rise, the 1125R is very upright for a sportbike. Seat-to-peg distance is nearly identical to the RSV, but the 1125R's more open included seating angle folds your legs less. Dyno High compression, big valves, high-lift cams and massive 61mm throttle bodies make for impressive output. Power barely falls off past the 9750-rpm peak; coupled with substantial midrange torque, shifting the 1125R is largely optional. 2008 Aprilia RSV1000R | Price: $13,999 Ergos The RSV's riding position reflects its racing roots, with a long reach from seat to bars and minimal handlebar rise. It's tall, too: The seat-height measurement is with the rear ride-height adjuster set in the lowest position. Dyno A lackluster 113.5 peak horsepower won't win Aprilia's liter-twin any bragging rights, but a fat and flat torque curve (the motor is within 90 percent of max torque at 4500 rpm) means plenty of accelerative force at any revs. Engine Aprilia continues to refine the RSV's decade-old 60-degree V-twin, this year with longer, larger-diameter exhaust headers to increase low-end torque, along with improved ignition and fuel-injection mapping to achieve Euro III emissions compliance. Chassis A combination of cast- and pressed-aluminum components, the RSV's frame has been raked slightly for '08 (steering head angle increased from 24.5 to 25 degrees) to improve stability. Stylish double-arch swingarm, made from extruded and cast pieces, anchors the rear wheel. Suspension Upmarket Ti-nitride-coated f-hlins fork brings the bling up front, and provides a full range of adjustment. Lower-cost Sachs shock isn't on the same level in terms of compliance, but does incorporate a ride-height adjuster. Brakes Brembo radial-mount front brakes are less-spendy cast versions (not Monoblocs), but still provide stellar stopping, aided by an easy-to-modulate radial master cylinder. Braided-steel brake lines are standard at both ends. Photo Gallery: 2008 Buell 1125R Versus 2008 Aprilia RSV1000R - Stepbrothers In Arms - Motorcyclist Magazine | ||
| Jules |
The closest bike I have owned w.r.t. handling was my 996, the cornering stability is very similar to that of the Buell but the Buell can change direction much more quickly (which is great). The write-up above is excellent and accurate, the Buell is really "comfortable" for a sportsbike and the engine is amazing. I can walk away from frinds on their Street Triples, CB1000Rs etc, especially when exiting corners (especially on wet/slippery surfaces). I actually prefer the looks of the Buell, and outside of the USA (and even inside but to a lesser extent) the Buell is at least as "exotic". As a weekend "toy" you'd really have to look very hard to beat the Buell, I use mine every day, even comuting to work (allbeit that my commute is normally done at high speed LOL) and it's fun, practical and FAST. I have a favourite route (as I am sure we all do) and the Buell is lightyears ahead of my old 996 for the speed at which you can enter corners, mainly because it tracks as well as the 996 (if not better) but can flick into a direction change with a lot less effort (and a lot more confidently) than the 996 did. I think you'll be very pleasantly surprised at just how quickly you can get the power on when exiting corners on the Buell, sooner than on a IL4 which equates to opening up a pretty big lead on anyone following. The chances of them catching you before the next corner is pretty slim. On the ride back last night from a friend's house I opened up a good 2-3 second lead on my mate on his CB1000R and he is a slightly better rider than me (just don't tell him i said so) - that lead was achieved in a rougly 1 mile very twisty stretch of road. As you already have a TRX you know that twins produce their power ina different way to IL4s, if you haven't ridden a V-Twin before I think you'll be really pleased at how well that translates into more "useable" power on the roads. Get an Erik Buell Racing ECM and a decent pipe and you'll be in heaven. I was inititally sceptical about turningt he engine braking off (an option on the race ECM) but after last night I am really glad i did, it makes corner entry much more "settled" and I find my cornering speeds have improved. | ||
| Ikeman |
Sandmacker, The info on the Aprilia from that article is out of date. That's for the old RSV1000R. The new one has an Aprilia V4 powerplant putting out around 180hp. I've ridden one and it's an absolute beast. If you are looking at the factory vs. the R, yes the factory is over 20K but is upgraded with Ohlins suspension and lots of carbon fiber bits. You might want to investigate the difference in maintenance costs as well. Look for reviews on the 2010 or 2011 RSV4R/Factory for updated info. Here's one with a good specs list and some of the differences between the R and Factory: http://www.motorcycle-usa.com/27/4942/Motorcycle-A rticle/2010-Aprilia-RSV4R-First-Ride.aspx | ||
| Sandmacker |
I had thought of the RSV4 ,but the issue is that for the road they are too much to fully exploit. Like wise with the Beemer 1000RR and again I'm of the belief they have taken the skill factor out of riding . Both will no doubt be very expensive to maintain. MV 1000F4's are going for 15K or there abouts, but the maintenance issue again .Same with the Dukes. 95% 0f my riding will be weekend runs of about 300km's mainly thru the twisties. I'm getting a little on now (54)and I tend to keep my speeds to under 210kph , and then it's only for the moment.The Buell is affordable and innovative.The new designs don't appear to be gimmicks either . I get a distinct impression that Mr Buell has made every effort to make a motorcycle that genuinely works, is usable,and above all ,is something that the average Joe can live with. Had Ducati done this or Triumph , Honda etc ,they would of raved about it.So long as I can give a few of these Ducati riders a push here and there , and some of the UJM's , I'll be happy chap , and to be honest,from the reports I'm viewing,the Buell will deliver in no uncertain terms. I've never owned a V twin. This will be my first. In essence, I want to have the quintessential road bike that handles like a 600 ,and goes harder than a Rabbit on viagra ; where it counts. | ||
| Nm5150 |
Hey Sand.I rode I-4's for ever then got a Duc and fell in love with V-twins.I liked my Duc but not being a rich man and the lack of dealers in my area made maintenance a problem.I got an 1125R and a Erik Buell Racing Race ECM with a stock can and an Ohlins steering damper and have a good local dealer and am very happy.It will take a very good rider to make you look silly on the 1125 and I can ride 4 or 5 hundred miles a day traveling(not on the twisties  The only maintenance problem I have is keeping tires on her | ||
| Grav3l |
I would go Aprilia. I own a Falco and 1125cr. I am putting the 1125 up for sale and sticking with the aprilia. After two stators I just am afraid to ride further then a few hundred miles from home. 50k miles on the aprilia and it starts every time and I would have no worries riding it across the country. Maybe if I just raced the cr I would keep it. But a bike is my main mode of transportation and the 1125 left a bad taste in my mouth and stranded multiple times. | ||
| Tsnake |
wow, too long, sry i did not read it all. but if im in your place, i would sell the gex and get both. for me, sportbike like gex rsv cbr bmwrr r1, even ducati, there are always choice, but there is only one buell, ever existed, or exists... | ||
| Albert666 |
i had a prilla before my 1125 both great but i think the 1125 wins | ||
| Rogue_biker |
The RSV4 Factory is a whole different league of bike and the price will reflect that. When the 1125R was still being released, Aprilia was still working on the RSV4, hence the article comparing the RSV1000 as that was Aprilia's top model. So two generationally different bikes. No excuses for the 1125R though. It's a great bike all on its own. I don't know about its handling quirks mentioned in the article. Jules described it better. I found I can open the throttle much sooner on the 1125R than other sportbikes I've owned. I did have to dial in my suspenion to suit me, which is true of my XB12R Firebolt. Once dialed in, the 1125R's handling is superb. Better than the current Japanese and Euro sportbikes? No. On par, yes. Would I buy the Buell over an RSV4 Factory? Hell no! However, I have to take into consideration the price difference and age difference. Also, the Buell has features not found on many bikes in its class--such as the most excellent wind protection, and more accomodating riding position, as well its great headlights. If you do go with the 1125R, know the bike well. Know all the factory recalls on the 2008 models and get ALL OF THEM done. Once that happens, it is very reliable. I prefer the 2008 Anniversary colors of Midnight Black and Diamond blue frame and wheels. | ||
| Sandmacker |
I've downed a security deposit on an 08 1125R with 5700Kms on the clock. Took one for a short ride (in the city), and found it to suprisingly small.The turn in is incredibly quick. What ever you do in the front gets tranfered to the back in an instant.The handle bars in front of the forks felt a little wierd ,but I reckon I can get used to it. The heat got to me in the traffic but it was bearable.I got the feeling that when the going gets real tight, this bike will begin to out shine some of the RR's R1's etc. This thing flicks fast. The Gixer felt sluggish afterwards. It's the black one BTW . Pick it up on thursday next week. Here's hoping for a good run | ||
| Father_of_an_era |
I can't speak for the other bike but my 08R is a great bike. With the addition of the KEDA RT2, Erik Buell Racing ecm, K&N air filter and newly added velocity stacks (thanks Tym and Andy), the bike is a monster and I have no trouble hanging with anyone else on 2 wheels. You will absolutely love the R. Especially once you become comfortable with its handling abilities. | ||
| Sandmacker |
Thanks Father of an era.From what I'm seeing , I believe the Buell will deliver more than I expect. My only concern is reliability. I'm not that mechanically minded. I was looking for a bike that was 'engineered'and not just slapped together as a do it all bike, and in my opinion ,within given reason the dukes ,KTM,and alike, don't do it any better than the Buell. In fact ,I think the Buell is ahead of it's time. I suppose if it was one of those companies , I wouldn't be questioning it as much as Iam now | ||
| Rogue_biker |
Before buying my '08 1125R, I did a bunch of research on problems with this bike. I've lost track of all the posts here. I've come to the conclusion that most of the reliability issues were mostly due to 2008 bikes being delivered with incomplete recall updates. I remember when my friend's '08 was delivered to him in 2009, the dealership swore that all the Buell recalls were done. That was not true at all but my friend found this out later when a more competent dealership looked up the bike's history. Other reliability issues on my friend's 1125R were fixed under warranty and almost down to a T, these same issues are shared by other 2008 1125R owners. So just be aware of this. If in doubt, check the bike's history via the dealership network. If any recall and warranty work concerning common problems were not done on your bike, GET them done. Other than that, I'm quite sure you will love the bike as I have. | ||
| Father_of_an_era |
+1 Rogue I am one of the R owners that have not had the issues that some other have had. The recalls (as far as I know) have all been completed. I bought the R brand new in 08 and after the initial recalls were complete, I have had no other problems. I now have over 11,000 miles on her and she is just as strong and capable as the day I bought her with just 5 miles on the odometer. Do your research and remember that these bikes are no longer mass produced (if they ever really were) so it may become a little more expensive obtaining parts for future issues and upgrades. Not to discourage you or anything but being aware of all the variables is essential prior to buying any high dollar items. However, if you do decide to purchase an 1125R or CR, I can guarantee miles of smiles and years of enjoyment. | ||
| Father_of_an_era |
Actually, my R has a lot more RWHP today than she did when I first purchased it! | ||
| Sandmacker |
Thanks a million fellas . I can say that the cheque is signed and now I'm waiting delivery. It's that stator that seems to be the major issue.I'll get the history checked when it arrives from Melbourne. Can't wait to get the bikes personality understood and get it humming. If I get used to it, I'll take it to the track on the 16th of April. It's as tight as a nuns nancy, so the Buell's flickability should be a bonus.I'll have the Trixie to play with if it breaks down. Apparently it's an ex demo bike (Buell). From what I'm hearing here , it appears that the rear pot's heat causes the stator to malfunction. Is there any way of reallocating it ,isolating it with some heat resistant material , or placing a small fan somewhere to extract the heat ? I have thought of attaching a small wind deflector/ pipe on the rear exhaust pipe on the heat shield to push more wind through into the rear cylinder.It was ironic too that my insurance company wouldn't insure it either lol I might stick some nipples on the Buells radiator pods and call her "norcs"  . Women are temperamental things also arn't they? At least mine is , but I don't call her norcs. More like F---B....  }}} | ||
| Rogue_biker |
I don't think 2008 model 1125R's have the Stator failures. The '09's do when they increased its capacity. The '08's have the clutch weep issue, the gauge cluster issue, the rear brake caliper/master cylinder seizing/draggin issue, kickstand mechanism recall, something inside the transmission (which I can't recall now), rear turn signals, and requires the latest ECM re-flash. | ||
| Dannybuell |
@Sandmacker - CONGRADULATIONS!! You will be having a big smile soon. | ||
| Sandmacker |
How bad and often are tissue likely to occur? The transmission sounds scary | ||
| Sandmacker |
these issues I mean't | ||
| S21125r |
Sand, Rogue has a pretty good list there, but I think the biggest one is probably the clutch weep. Mainly because there were several revisions to the cover and slave cylinder pistons/sleeve/seals to fix. So you may have the original configuration or the latest, or maybe even somewhere in between. Do a search on the rest and note the quantity of posts and approximate dates when the posts were frequent. This will give you a good idea of when the issues were first discovered, how big an issue it is/was and if there are any lingering complaints. i.e - I've heard of a few people losing parts on the kickstand, but not nearly the same number as people with clutch weeps problems. Likewise the number of clutch weep complaints seem to have gone down but haven't completely disappeared. All based on my less than scientific approach noted above of course :-) | ||
| Rogue_biker |
If you haven't done the clutch weep fix with the correct parts, call AS and get those parts from them ASAP. They have the right cover, parts, etc. If anyone will know what fixes this issue Al Lighton at AS will. For the transmission, I can't remember what it was called. San Diego Buell told my friend about it as it was a known Buell recall item on early 2008 1125R. I do remember them telling him that if that particular part in the transmission was not replaced, it would result in lack of lubrication somewhere, part failure, and possible crash. Not good. I'm sorry I'm not able to describe it completely as this was back in 2009 when the dealer fixed it. It's probably not a common failure so it's not well known. My 1125R never had it fail and my friend didn't even know about it. The kickstand mechanism did fail on him. He was riding around and I noticed his kickstand was down!!!! I think it's a weak spring return and mechanism that holds it. Get that replaced asap. It's a recall item. | ||
| S21125r |
Sand, Forgot to mention - at the top of this board you will find a FAQ. Should have a lot of info that you may be looking for as well as some other useful tidbits. | ||
| Avalaugh |
The issues are as follows for 2008 modes + recalls - B-071 calibration and starter solenoid product program 0502 B-091A brake line safety recall 0838 B-075 2008 1125R transmission jet recall (note very important) B-081 1125R calibration product program 0505 B-079A vent line, side stand spring and oil tiller plug product program 0504 Give this list to your dealer and you will be fine...... | ||
| Rogue_biker |
I was referring to the 1125R Transmission Jet recall. Thanks Avalaugh. | ||
| Sandmacker |
I'll write them down and hand them to the dealer |
