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Erik Buell Racing

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New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

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New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

3/8
New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

4/8
New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

5/8
New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

6/8
New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

7/8
New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

Erik Buell Racing

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New Streetfighter from Erik Buell Racing: The EBR 1190 SX will be available in Germany from October 2014.

EBR 1190 SX in the driving report

Superbike in street clothes

That had to come. Just six months after the fully wired superbike EBR 1190 RX was launched, Buell is now bringing the stripped version of the EBR 1190 SX and is going to a playground that most manufacturers have already discovered for themselves.

So far, the superbike segment has been the arena where manufacturers have exchanged blows in terms of performance and performance. But it has had its day, replaced by a new species, the Nakeds, which are descended directly from superbikes. When the men around Erik Buell die E.BR 1190 SX, it was therefore clear that it should not lose any of the power of the fully clad 1190 RX from which it was derived.

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EBR 1190 SX in the driving report
Superbike in street clothes

1190 SX shouldn’t be a cheap copy of the Superbike RX ", explains Platform Director Dane Hoechst:" It has exactly the same engine specifications, the same chassis package as the Superbike, only without a fairing, but with a more relaxed seating position . "A real street fighter, his 174 hp put you on a par with the KTM Super Duke. And put both the Aprilia Tuono with its 170 hp and the 160 hp BMW S 1000 R in the shade – at least on paper.

A typical, easy-to-use steering geometry

But unfortunately the test day starts with pretty mixed conditions. The streets are still wet from a morning rain shower, not exactly perfect, but what the heck. The EBR 1190 SX still controls its throttle valves with the accelerator cable. Ride-by-wire, driving modes, ABS or automatic gearshift? Nothing. After all, there is a 20-level traction control on board. On the roads that dry out quickly, level six is ​​a good compromise, as it catches the rear wheel several times in good time when accelerating out of bends over still wet spots. With the Pirelli Diablo Rosso warmed up and on completely dry roads, traction control can be reduced to level three. A big downer, however, is that changing the setting is only possible while standing and not while driving. More than impractical.

For the transformation into the naked bike EBR 1190 SX, the boarded RX not only dropped its covers, its headlights also moved closer to the steering head, and the cockpit with its easily readable TFT display moved to the upper triple clamp, so it now swivels while steering With. The excellently shaped aluminum handlebars help to achieve a very relaxed seating position, at least for pilots who are 1.80 meters tall. The knees nestle perfectly into the recesses on the mighty frame profiles that function as a tank. Which ensures close contact with the machine.

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67.6 degrees steering head angle and 97 mm caster

The EBR 1190 SX can be playfully flicked from one inclined position to the next. No wonder with a steep 67.6 degree steering head angle and short 97 mm caster. A handling-friendly steering geometry typical of Erik Buell’s creations. In addition, there is the successful centralization of the masses through the 72-degree V2 and the fuel storage bunkered in the frame in combination with a wheelbase of only 1409 mm, which helps the EBR to be manageable and allows them to keep their line clean at the exit of the curve even under tension.

Year important component is the flawless mapping of the V-Twin in the partial load range and at low engine speeds, which allows you to keep a nice, tight line in slow turns. The EBR 1190 SX makes changes of direction effortlessly – without the nervous tendency to fall into curves, as one might expect based on the sharp chassis geometry.

Enchanting handling due to unique brake construction

The EBR 1190 SX doesn’t feel like a massive 174-hp beating, but almost like a smaller, more agile motorcycle. She has this confidence-inspiring turn-in, avoids understeering at the exit of a curve when accelerating. And thanks to the neatly coordinated Showa fork, it delivers good feedback from the front wheel. Thanks to 130 mm of spring travel and a slightly softer spring than in the Superbike RX, which is tuned for the racetrack, the directly hinged Showa shock absorber also offers a little more comfort to cope with second-class road surfaces away from the racetrack with decency.

The EBR 1190 SX is also equipped with the ZTL (Zero Torsional Load) brake that is typical of Erik Buell’s creations, in which a powerful, 386 mm brake disc is attached to the outside of the rim edge. It is gripped from the inside by a Nissin eight-piston brake caliper. The braking power is more than sufficient, even if it requires a lot of manual force for heavy deceleration. What it lacks most of all, however, is an ABS, as shown by brief, hard braking on still damp asphalt with brief locking of the wheel. But Buell is working on it. In any case, this unique brake design with its lower mass inertia compared to a conventional double disc brake is one of the reasons for the enchanting handling of the EBR.

72-degree twin rocks tremendously from 7000 rpm

But as in the RX, the star of the EBR show is undoubtedly the 72-degree twin. Three balancer shafts leave disruptive vibrations hardly a chance. Its pithy sound at low engine speeds turns into a thundering outcry as soon as the tachometer band on the TFT display crosses the 7000 mark. The twin of the EBR 1190 SX can be tackled at as little as 2500 rpm. However, it only tolerates fully opened throttle valves from 4000 rpm. We remember: There is still no ride-by-wire working here. The engine delivers well-dosed midrange power and rocks tremendously from 7000 rpm when it rushes up to the hard-setting limiter at 11,500 rpm.

The twin of the EBR 1190 SX offers exactly the dose of punch in the low register and torque in the middle that you would expect from such a hot rod. Crowned by a juicy 138 Nm maximum torque and ennobled by the impeccable injection mapping, which ensures fine throttle response at low speeds. The precise, well-dosed use of power is great, especially when you first apply gas in the apex of tight turns.

EBR 1190 SX has a significantly too long translation

However, the EBR 1190 SX, like the Superbike RX, is far too long and could use three more teeth on the rear chainring. So you catch yourself more often than necessary that you are driving in second or even first gear. Especially in the city. Apart from that, the gear changes are crisp and direct. And the hydraulically operated clutch, which is servo-assisted by vacuum, requires far less manual force than that of the RX. This is made possible by softer clutch springs and a revised slave cylinder. Even in city traffic, the danger of cramps in the left forearm is warned.

With the EBR 1190 SX, Erik Buell and his team have put a thoroughly honest V2 street fighter on wheels. It is the modern interpretation of the class of machines that the Ducati Monster pioneered 20 years ago. A street-style superbike. That is exactly what Erik Buell created. A modern update to the air-cooled Buell Firebolt XB12R. The result is a traditional streetfighter with competitive performance in the best sense of the word.

Technical data EBR 1190 SX


Erik Buell Racing

With the EBR 1190 SX, Erik Buell and his team have put a thoroughly honest V2 street fighter on wheels.

EBR 1190 SX

Engine: Water-cooled two-cylinder four-stroke 72-degree V-engine, three balance shafts, four overhead, gear / chain-driven camshafts each, four valves per cylinder, rocker arm, dry sump lubrication, injection, 2 x Ø 61 mm, regulated catalytic converter with secondary air system, alternator 432 W, battery 12 V / 12 Ah, hydraulically operated multi- disc oil bath clutch (anti-hopping), six-speed gearbox, chain, secondary ratio 41:16.
Bore x stroke: 106.0 x 67.5 mm
Displacement: 1191 cm³
Compression ratio: 13.4: 1
Rated output: 128.0 kW (174 hp) at 11,000 rpm
Max. Torque: 138 Nm at 8200 rpm

Landing gear: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, hydraulic steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, worm-
Adjustable spring base, rebound and compression damping, internal disc brake at the front, Ø 386 mm, eight-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/70 ZR 17; 190/55 ZR 17

Dimensions + weights: Wheelbase 1409 mm, steering head angle 67.6 degrees, caster 97 mm, spring travel v./h. 120/130 mm, seat height 826 mm, dry weight 188 kg, permissible total weight 361 kg, tank capacity 17.1 liters.
Guarantee: two years
Colors: blue, gray, red, white
Price: 13,498 euros
Additional costs: 150 euros

The first attempt: EBR 1125 CR


Buell

The EBR 1125 CR was Erik Buell’s first attempt in 2009 to gain a foothold in the Power Nakeds.

The EBR 1190 SX is not Erik Buell’s first attempt to gain a foothold with the Power Nakeds. After a water-cooled Rotax V2 first found its way into the 1125 R in 2008, the naked derivative EBR 1125 CR appeared in 2009, bringing its radical ideas of mass centralization into the streetfighter segment. 148 PS strong, it was absolutely competitive in terms of power and was optionally available with M handlebars or high aluminum handlebars.

As usual with Buell, she carried the silencer under the engine and the fuel in the frame. The chubby radiator panels with the greedy air inlets made them a striking appearance, but the design did not meet with the hoped-for approval of the customers. The EBR 1125 CR remained a case for fans.

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