07/11/2019
When you first settle into the saddle of a Buell 1125R, the Magnetti-Marelli dash springs to life with a proud declaration: ‘Buell – Wisconsin USA’. It's a subtle, yet firm, reminder of its American heritage, a theme echoed throughout the machine with small Buell logos meticulously placed on everything from the foot pegs to the engine cases and fork legs. This commitment to branding is characteristic of Erik Buell's distinctive vision, which also extends to the bike's foundational design principles: the unique ZTL (Zero Torsional Load) perimeter-mounted front brake rotor, the innovative fuel-in-frame concept, and the low-maintenance belt drive system. Even the overall styling of the 1125R is unmistakably Buell, a testament to a philosophy that always dared to be different.
However, despite these familiar hallmarks, the 1125R marked a significant departure from its predecessors. For years, Buells had throbbed with the slow, heavy beats of a Harley-Davidson engine. The 1125R, by contrast, pulsed with the rapid, athletic heart of an entirely new powerplant. This was not just a minor update; it was a fundamental shift that redefined what a Buell could be.
The Price of Performance: What Did a Buell 1125R Cost?
Perhaps one of the most compelling aspects of the Buell 1125R, beyond its radical engineering, was its aggressive pricing strategy. Upon its release, the 1125R was sold on road for around $18,000. This price point positioned the Buell as one of the best value twin-cylinder motorcycles available on the market at the time. For riders seeking a distinctive, high-performance machine without the premium price tag often associated with European exotica, the 1125R presented an incredibly tempting proposition. It was a bike that offered cutting-edge design and a potent engine for a sum that belied its capabilities, making it a truly competitive option for those in the know.
The Helicon Heart: A Radical Engine Design
The core of the 1125R's transformation lay in its engine. Buell designed the 72-degree powerplant, entrusting Austrian firm Rotax – a renowned name in high-performance engines – with the task of bringing it to life. The result was the 1,125 cc (68.7 cu in) liquid-cooled Helicon V-twin, a powerhouse that finally did justice to Erik Buell's unique chassis design. This was a significant leap from the 45-degree air-cooled Harley-Davidson Sportster motors that had previously powered Buell bikes, offering vastly improved efficiency and output.
The Helicon engine was engineered for raw power and responsiveness. Featuring gargantuan 61mm throttle bodies and a substantial 12-litre airbox feeding two large 103mm pistons, the engine produced a claimed 146 horsepower (109 kW) with an impressive 10,500 rpm limit. Real-world tests confirmed its potency, with Motorcycle Consumer News reporting 127.1 hp (94.8 kW) and 71.1 lbf⋅ft (96.4 N⋅m) at the rear wheel, while Cycle World recorded 134.0 hp (99.9 kW) at 9,800 rpm and 75.9 lbf⋅ft (102.9 N⋅m) at 8,300 rpm. This power translated into exhilarating performance, with reported top speeds of 158 to 161 mph (254 to 259 km/h) and rapid 0 to ¼ mile times of around 10.5 seconds.
While the large throttle bodies and slugs presented a challenge for ultra-smooth low-speed running, with some slight surging and hunting noted between 3000 and 4000rpm, this was a minor criticism in the grand scheme. Out on the open road, or when the throttle was truly opened, the response was immediate and exhilarating. In first gear, the 1125R would loft its front wheel with ease, and even in second gear, it took little provocation for the front end to rise. It charged fluidly to its redline, effortlessly registering 250 km/h on the digital speedometer.
Precision Gearbox and Braking Dynamics
The transmission system of the Buell 1125R was another area of significant improvement. Swapping cogs on this machine was an absolute joy, setting a new benchmark for big twin shift quality. The direct action shifter, devoid of intermediate linkages, combined with a very well-designed six-speed gearbox, resulted in a remarkably smooth and precise shifting experience. This was complemented by a vacuum-assisted hydraulic slipper clutch, which gave the 1125R a distinct two-stroke feel under braking, allowing for rapid deceleration without upsetting the chassis.
This lack of significant engine braking, a stark difference from the heavy Harley-Davidson-engined Buells that often required riding the rear brake to mitigate understeer, meant riders needed to pay careful attention to their braking technique. Fortunately, the unique ZTL brakes fitted to the 1125R were up to the task. The single, eight-piston front brake, featuring a 375mm (14.8 in) inverted rotor directly attached to the front wheel rim, provided smooth and progressive stopping power in almost all situations. While hard braking could sometimes induce a slight squeal from the large eight-piston caliper, the braking power remained consistent and impressive.
However, the lighter nature and shorter wheelbase of the 1125R meant it wasn't as rock-solid stable in emergency braking conditions as its Harley-engined predecessors. A ham-fisted squeeze on the lever in a panic stop could see the rear wheel rapidly lift clear off the tarmac, making it quite a handful if not approached with finesse. This characteristic highlighted the bike's sporting intent and the need for a skilled rider.
Suspension and Handling: A Balanced Approach
While Buell often prided itself on being different, the 1125R's suspension setup followed a more traditional, yet highly effective, package. Showa provided the 47mm fully-adjustable inverted forks and shock. This setup contributed to a remarkably smooth ride, even over rough roads, suggesting the 1125R was not overly stiffly sprung. Its ability to get away with a slightly softer setup was largely thanks to excellent damping control, which effectively managed suspension movements.
Despite the generally compliant ride, the initial softness of the front fork did contribute to excessive diving under panic braking, which, in turn, could prematurely lift the rear tyre. This characteristic, combined with the bike's short wheelbase, necessitated a nuanced approach to hard braking, rewarding precise technique over brute force. Overall, the 1125R offered a balanced blend of comfort and sporty handling, capable of absorbing road imperfections while maintaining composure during spirited riding.
The Buell Design Philosophy: Mass Centralisation and Unconventionality
The 1125R embodied Erik Buell's unwavering commitment to his core design principles, particularly mass centralisation. The patented frame design, which cleverly housed the bike's fuel, was a prime example of this. By placing the fuel low and centrally, Buell aimed to improve handling and reduce the moment of inertia. Similarly, the exhaust system was positioned under the engine, further contributing to a lower centre of gravity and improved weight distribution.
The ZTL2 front brake, with its inverted rotor directly attached to the wheel rim, was another testament to Buell's innovative spirit. This design not only reduced unsprung weight but also allowed for a lighter and more responsive front end compared to traditional dual-disc setups. The use of a drive belt instead of a chain also aligned with Buell's philosophy, offering a low-maintenance, smooth power delivery system that didn't require lubrication or frequent adjustment. These unconventional attributes made the 1125R a truly unique proposition in the sportbike world, a machine that dared to challenge established norms in pursuit of performance and rider feel.
Production History and Legacy
The Buell 1125R was officially introduced in July 2007 for the 2008 model year. It represented a bold new direction for the Buell Motorcycle Company. However, its production run for road-going models, along with all other Buell models, sadly ceased in October 2009. This abrupt end was a significant blow to the brand and its loyal followers.
Despite the cessation of mainstream production, the spirit of the 1125R lived on. In November 2009, Buell founder Erik Buell launched Erik Buell Racing (EBR), which initially focused on producing race-only versions of the 1125R. This allowed the innovative Helicon engine and the radical chassis design to continue competing on the track, showcasing their performance potential even after the road-going models were no longer available.
Comparative Performance Figures
| Metric | Cycle World | Motorcycle Consumer News |
|---|---|---|
| Rear Wheel HP | 134.0 hp @ 9,800 rpm | 127.1 hp @ 9,400 rpm |
| Rear Wheel Torque | 75.9 lbf⋅ft @ 8,300 rpm | 71.1 lbf⋅ft @ 7,800 rpm |
| Top Speed | 161 mph (259 km/h) | 158 mph (254 km/h) |
| 0-1/4 Mile Time | 10.39 seconds @ 134.09 mph | 10.51 seconds @ 134.32 mph |
Frequently Asked Questions About the Buell 1125R
How much did a Buell 1125R cost when new?
When it was released, the Buell 1125R had an aggressive pricing policy, selling on road for approximately $18,000. This positioned it as one of the best value twin-cylinder sportbikes on the market at the time, offering high performance at a competitive price.
What engine powers the Buell 1125R?
The Buell 1125R is powered by a 1,125 cc (68.7 cu in) liquid-cooled, four-stroke, 72-degree V-Twin Helicon engine. This engine was designed by Buell and manufactured by the Austrian firm BRP-Powertrain (Rotax), marking a significant departure from the Harley-Davidson-based engines of previous Buell models.
How much power does a 2011 Buell 1125R produce?
While the 1125R ceased production of road-going models in 2009, information from the 2011 MY (likely referring to the engine's specification or a later race-only version) indicates it produces a maximum power output of 146 horsepower and 111 Nm of torque. Rear-wheel dyno tests by various magazines reported figures ranging from 127.1 hp to 134.0 hp and 71.1 to 75.9 lbf⋅ft of torque.
When was the Buell 1125R released and when did production cease?
The Buell 1125R was introduced in July 2007 for the 2008 model year. Production of all road-going 1125Rs, and indeed all Buell models by the Buell Motorcycle Company, ceased in October 2009. However, Erik Buell continued to produce race-only versions of the 1125R through Erik Buell Racing (EBR) starting in November 2009.
What makes the Buell 1125R unique compared to other sportbikes?
The Buell 1125R stands out due to several unconventional design attributes, all geared towards mass centralisation and agile handling. These include the fuel-in-frame chassis, the single, eight-piston ZTL2 front brake with its perimeter-mounted rotor, the under-engine exhaust system, and the low-maintenance belt final drive. Its 72-degree Rotax-built Helicon V-twin engine also set it apart from previous Harley-Davidson-engined Buells.
Is the Buell 1125R suitable for everyday riding?
While the 1125R is a potent sportbike, its large throttle bodies and engine characteristics mean there can be some slight surging and hunting at steady throttle openings between 3000 and 4000 rpm. This might make very low-speed, stop-and-go city riding a bit less refined than some other bikes. However, for spirited riding and open roads, its performance and handling are exhilarating. It's a bike that rewards an engaged rider and is perhaps an acquired taste, but certainly capable for varied use.
The Buell 1125R remains a fascinating chapter in motorcycle history. It was a machine that dared to break the mould, combining American ingenuity with Austrian engineering to create a truly unique sportbike experience. Its aggressive pricing made it accessible, while its unconventional design and spirited performance ensured it was never forgotten. For those who appreciate innovation and a distinct riding character, the 1125R continues to hold a special place.
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