Hotshots

HOTSHOTS

Buell's next move

In Kevin Cameron’s September, 2000, TDC column, “Screwed and Shrunk,” Erik Buell stated “I’m never going to do a water-cooled engine. There’s no need for it if the engineering’s right.” Now we have the new 1125R (“Heart Transplant,” CW, October). It’s nice to see that even a technological visionary and out-of-the-box thinker like Buell isn’t opposed to just accepting what works. The new Rotax motor will (hopefully) elevate the Buell nameplate as an American sportbike that can legitimately compete against other makes. Now, if only the designers could do something about those ugly-looking radiator scoops... Jake Bell

Erie, Colorado

Enjoyed your coverage of the new Buell 1125R and its build/design team. Wow, they might just have the answers here. You have to admit, it’s refreshing: Rotax engine, Showa fork, underslung exhaust, geared cams, a sportbike to ride all day, yum. Doug Pence

Northbrook, Illinois

Finally, Buell offers the American riding public a true sportbike! I’m very anxious to see how it shakes down in the real world and on the racetrack.

It also raises some questions: How will Buell measure success with the 1125R? Will it be sales, spots on the podium or public acceptance? And just who resides in the demographic Mr. Buell is after?

Also, I couldn’t help but notice the similarities between the Rotax 1125 and Harley-Davidson’s own V-Rod mill. They’re both liquid-cooled, dohc, narrow-angle Vees-72 degrees for the Rotax, 60 degrees for the H-D. If Buell started this project three years ago, why wouldn’t they simply borrow the V-Rod’s lump? Mike Henry

Tucson, Arizona

You have stumbled across the operative word, Mike: “lump.” Good as the V-Rod motor is, it ’s physically too large and heavy for a serious sportbike. To get our take on the 1125R after riding a pre-production version, check out this issue ’s Roundup.

I must have a new Buell/Rotax. Talk about a win-win. But please tell Buell to make a model that competes with the Triumph Speed Triple. I need an upright riding position and some badass Buell streetfighter styling, and I want it ASAR The checkbook is ready and waiting, please hurry.

A.J. Malatesta Brooklyn, New York

The article on the new 1125R Buell was great.

I almost convinced my wife we should get one until she noticed one fact: no buddy pegs. What’s the deal, Buell? John Riehle

Dresser, Wisconsin

Thanks for the great article on the new Buell; Kevin Cameron has written another superb piece. But the idea for presenting a report should be that either the photographs or the prose could stand alone, each complete without the other. Kevin surely did his part but the photo editor dropped the ball, as there are no shots of the left side of the bike. What does the other side of the bike look like? John Thorsby

Posted on www.cycleworld.com

Here’s proof that the new-for-2008 Buell 1125R has both a left side and passenger pegs.

Buell Witness Protection Program

For many years, I have wanted to appreciate Buells but could never get past that clumsy lump of Milwaukee iron they were wrapped around. Now, finally, Buell has built something I can get truly excited about. Giddy, even.

Then I realized that I would have to go to a Harley dealer for sales, parts and service. Call me an elitist, but I just can’t do it. More importantly, there are thousands of potential buyers like me who simply won’t associate themselves with Harleys. No way, no how.

If there is a functioning brain in the HD marketing department, soon there will be Buell-only dealerships. If it worked for Toyota (Lexus), Honda (Acura) and Nissan (Infiniti), it would work for H-D and Buell, too. If the sales volume won’t support that yet, let Triumph, BMW and Ducati dealers carry Buells. Then I’ll be even more excited. Giddier. A Buell owner.

(Please withhold my name: Unfortunately there are some for whom the Harley “bad-ass” image is more than a fashion statement-only one of the rea-

sons

with them.)

Narberth, Pennsylvania

Mr. Withheld, you need to frequent a better grade of Harley dealership... and maybe back off watching so many bad biker movies late at night.

Boxer Boy?

If BMW were Harley-Davidson, they would be releasing the new-for-2008 Boxer Boy Shaft-Drive/Fuel-Injected/Earles Fork model (official nomenclature: BBSDFIEF). Available at extra cost, a cloisonné tank emblem commemorating the 85th anniversary of the company. Seat and saddlebags will be trimmed with leather inserts made from the hides of wild boars harvested in the Black Forest.

Also new for this year is a special lightweight version of the R1200RT touring bike. Instead of the standard frame-mount fairing, a lighter fork-mount windshield will be installed. The front fender will sport in script the words “Autobahn Chancellor.”

The adventure-touring family of bikes formerly called the GS series will continue in the lineup, but will now be called “Mud Glides.”

K bikes will not sell at all in spite of their superior engineering, handling and performance because they are watercooled. Also not selling will be the 650cc Singles and the 800cc Twins, because they, of course, are chicks bikes.

Jeff Sparks Jasper, Alabama

Careful there, Jeff, Harley-Davidson knows where you live...

Concours chorus

I own a 2008 Kawasaki Concours 14 (non-ABS), and I have to agree with most everything you say in your well-written road test in the October issue. I bought mine used with 106 miles on it from a guy in Roanoke, Virginia (don’t ask!), then rode it-not exactly directly-home to Reno, Nevada, putting 3900 miles on it in the process. I, therefore, feel fairly qualified to add the following to your report:

1) The thing does not need the GPS you complain about missing. I use a map and my brain for navigation. Stop sniveling and go out there and ride without more distractions!

2) Why didn't Kawasaki put a bunch of hooks for bungees on the rear part of the bike? Serious tourin~peop1e often put added luggage on the back seat/rear rack and that stuff needs to be fastened down. I really hate marring the thing up by hooking stuff to the grabrail and pegmount brackets, which aren’t really meant for hooks. How hard would it have been to cast in or screw on some hooks?

3) Although they are powerful and have good feel, the front brakes can be somewhat juddery when consistently applied at speed in the Western deserts. I won’t mention where or when, but one can frequently accelerate north of 100 mph, and the brakes need to be competent and smooth all day at those speeds. Hey, the bike is a transcontinental grand-touring rig, right?

Other observations: Ergos are great for me at 5-foot-11 with a 30-inch inseam, and I do not feel the seat is overly firm. Day one was 12 hours of the Blue Ridge Parkway, mountain twisties in Virginia, South Carolina and Georgia, followed by a couple of hours on the super slab, with no sore butt, tired back, painful elbows or wrists! I averaged about 38 mpg for the whole trip and-when the bike was through the break-in period-spent a good bit of time putting the whip to it when I found an available (and patrolfree) road.

I love the bike and would recommend it to anyone considering a sporty touring machine. Don Johnson Reno, Nevada

Enjoyed your latest write-up on the Kawasaki Concours 14, although I think you had a slight misprint. You stated that the interval for valve check/ adjustments is every 26,000 miles. That is the Yamaha FJR1300 interval; the Concours 14 owner’s manual states every 15,000 miles.

Matt Webb Anoka, Minnesota

Great review on the C-14. A correction though: The standard warranty is 36 months/unlimited miles, not the 12 months noted in your data panel, making the bike even more of a bargain.

Eve tallied about 1200 miles on my ABS version and it’s the first motorcycle I’ve owned that doesn’t need suspension upgrades, re-jetting/injection re-mapping, improved ergonomics, etc. In others words, buy it and ride it long, hard...and fast! Tom Weglarz

Posted on www.cycleworld.com

Book o’ the Month Club

CAM*«0"

Just finished Top Dead Center, Tech Editor Kevin Cameron’s compilation book (shop.cycleworld.com). What a pleasurable read! I always thought his feature articles and monthly columns were little gems, my favorite parts of your magazine. What his writing has to offer is as valuable as the late Stephen Jay Gould’s offerings in Natural History-a different milieu, but just as educational. I wish I had some of Kevin’s essays available when I studied engineering; making his book required reading in a mechanical engineering program would hugely benefit a student’s understanding (the racing history is also fun). I urge everyone to read the book.

It also had an unexpected benefit: Reading it made me a better rider. The reader learns more about what a bike can or cannot do, and what a rider can and cannot do. Thanks for sharing, Kevin.

Vince Strgar

Vancouver, British Columbia, Canada