2009 Buell 1125CR review
The release of the 1125CR as a variant of the 1125R mirrored similar variations on the 'XB' naked bikes which had been released to satisfy specific market niches. For 2009, the 1125CR shared the spotlight with the Ulysses XB12XT as the new offerings in a nine-model strong Buell lineup, five of which were available in Australia.
With a dry weight of 170kg (375 pounds), the 1125CR was claimed to be the lightest litre-class streetbike on the market. Combined with the 146hp 'Helicon' v-twin, the 1125CR also offered the best power-to-weight ratio in the same category.
The 1125CR continued the Buell "Trilogy of Tech" principles. In theory, this consisted of: mass centralization; low unsprung weight; and frame rigidity. In practice, mass centralization was achieved through features like the underslung exhaust and in-frame fuel tank design. Low weight was achieved the use of light weight components like the all-aluminium frame and "painted" body components that were actually colour-impregnated plastic. Frame rigidity was achieved through the overall design of the Buell's distinctive, chunky-looking frame, and enhanced through the use of rubber engine mounts. In combination, these elements delivered improved handling, performance and rider control. That was the theory anyway, but it was one that the 1125CR continued to uphold.
The liquid-cooled, Rotax-developed Helicon 72 degree v-twin on the 1125CR was the same as the 1125R, with most of the same specs, parts and performance figures. The only changes of note were targeted fuel injectors, relocated O2 sensors and updated engine spark and fuel maps (a criticism of the 2008 1125R), which were shared across both the CR and R for 2009. The engine changes were claimed to offer improved performance below 6000rpm, deliver crisper throttle response, and improve heat management and fuel economy. As per the engine, the 6 speed transmission and belt drive were the same on the 1125CR as the 1125, but the CR did feature slightly lower gear ratios for more bottom end grunt. Smoother gear changes were achieved through the use of an HVA (Hydraulic Vacuum Assist) slipper action clutch that combined the standard hydraulic actuation with engine vacuum to reduce clutch lever effort and engine braking. Braking comprised the ZTL2 'perimeter' style single disc with eight piston fixed caliper on the front, and a 240mm disc with twin piston caliper on the rear. In practice, this combination delivered effective braking. Pirelli Diablo Corsa III tyres were factory-fitted and appear to have been a popular choice, despite their premium price.
The styling of the 1125CR, as with most Buells, was something of a love-it-or-hate-it affair. The headlight treatment was certainly less confronting than the 1125R, but those big sidepods for the radiators are still an issue for some. The "frowning" single headlight and flyscreen added to the presence of the CR, and was particularly impressive in 'Midnight Black', one of two colours available for the 1125CR's debut year, the other being 'Racing Red'. A removable cowl covered the pillion seat to add to the modern café racer look. The rider's seat was wide and reasonably comfortable. At 778mm, the seat height wasn't much of a stretch, either. Adjustable (for foot length) rear brake and gear shift levers were minor, but notable concessions to rider comfort.
Two major criticisms emerged soon after the 1125CR's release. The first was that the mirrors weren't spaced wide enough to offer effective rear vision. The second was the factory-fitted one-piece handlebar. In order to convey the look of café racer-style clip-ons, the 'bar was low, too low to be comfortable, according to critics. Higher-mount handlebars were available as an option and have been identified in road tests as being more practical than the factory-standard 'bar. Despite a highly-developed engine, vibration was still an issue at higher revs. Despite these criticisms, the 1125CR was generally praised as an agile, powerful roadbike, as easy to hoist into wheelies as it was to pull into stoppies. Problems identified on the 1125R were addressed by the time the similarly-equipped 1125CR hit the market, so any well-maintained CR should be trouble-free.
The demise of Buell as a production bike manufacturer has instantly made all Buell models, including the 1125CR, collectables. Enthusiasts aren't salting them away just yet, but expect Buell's street bikes to be commanding decent prices in a decade's time. Of course, the best bit about an "investment" like the 1125CR is that it's one you can get on and enjoy as often as you like while it grows in value!
Specifications - 2009 Buell 1125CR
Engine: 1125cc 72 degree v-twin
Bore/Stroke: 103 x 67.5mm
Compression: 12.3:1
Power/Torque: 146hp (109kW) @ 9800rpm / 82 ft/b (111Nm) @ 8000rpm
Fuel system: DDFI II fuel injection w/dual 61mm down draft throttle bodies
Cooling system: Liquid
Transmission/Drive: 6 speed manual/belt drive
Starting: Electric
Electrics: 12 volt
Front Suspension: 47mm Showa USD telescopic forks, fully adjustable
Rear Suspension: Swingarm w/Showa mono-shock, external reservoir, fully adjustable
Front Brake: 375mm IO floating disc w/8-piston caliper
Rear Brake: 240mm fixed disc w/2-piston caliper
Front Tyre: 120/70 ZR17
Rear Tyre: 180/55 ZR17
Weight: 170kg
Seat Height: 778mm
Wheelbase: 1385mm
Ground Clearance: 138mm
Fuel Capacity: 22.2 lt
Top Speed: 248 kph - approx
TRIVIA
In order to limit the vibration that the v-twin engine configuration inevitably delivers, the Helicon engine designed for Buell by Rotax featured three separate counter-balancers. The 72 degree v-twin was one of a number of engines developed by Rotax for other motorcycle manufacturers. A 60 degree 998cc version was used by Aprilia for their RSV Mille.
An impressive-sounding element of the Buell design was the exhaust's "Helmholtz Chamber". This patented design involved a reconfiguration of the exhaust cavity to reduce overall noise (the Helmholtz Effect) without removing the v-twin exhaust note.
