| Author | Message | ||
     Frankpgh |
Do any of you lucky early owners have opinions (+/-) on this new Buell technology? Thanks in advance, Frank | ||
| Interex2050 |
So far I have not "pushed" the bike hard enough to really make use of it, at least I do not believe so. Atop of which it is hard to tell what is the result of the slipper clutch and what is due to the new engine/transmission. For instance, engine braking is much reduced over the XB12R; this could be due to either that the engine simply does not have the same engine braking capabilities or it is in fact the slipper clutch working (not where I want it to be working though). During downshifts it is very smooth; but just like with any other bike, only if you do it right. Making a smooth downshift though does not require any more/less effort then the firebolt, just different timing/technique. In fact downshifting is very similar to that on an RC51 or a Ducati S4. One thing that is a little strange is the fact that the clutch lever feel varies, and it also seems as though the "friction zone" moves along with it. Which can lead to some mild confusion (on a subconscious level). I am sure once I take it to the track, I will appreciate it more... But then I never liked the idea of slipper clutches/abs/traction control/etc I prefer a machine that is eager to kill me if I do something wrong. That way there is a steeper learning curve, and much more respect for the machine... | ||
| 86129squids |
My take on the slipper clutch is that it works well, doing exactly what it was intended to do. Downshifting at Barber prior to setting a line for the corner was where I noticed the effect first- as advertised, no juddering/skipping of the rear wheel under compression braking. Very nice. BTW, this gearbox is the best I've experienced on any sportbike- clutchless upshifts, no prob, it'll do whatever it's asked to do. The place I noticed it most was upon entering pit lane- I held the clutch in to hear it idle, and the motor stalled out (a little touchy there). As the vacuum effect dissipated I heard/felt the full mechanical engagement of the clutch without the enhancement of the vacuum. Felt quite different. The clutch pull rate is eased up by about 15% with the vacuum effect on with the motor running. SwEEEEEEEEEEeet powertrain!!!! | ||
| Dave_bogue |
I have to say that when I first got my SV1000 (after riding many inline fours, Bandit 1200, ZX-12R, FZ-1, etc.) that I had to get accustomed to the the pronounced off-throttle engine braking of the V twin. After a short time, I really liked the engine braking because I could use the throttle to make speed adjustments while cornering. (BYW,the SV has a conventional slipper clutch) I'm not sure that the vacuum assisted slipper will be to my liking based on what I've read (less compression braking than the Sportster engined Buells) I wonder why Buell (and Rotax) went with that design. On the other hand, I have ridden both RSV & Falco Aprilias and did not notice a difference in engine braking. I look forward to riding an 1125 (Daytona Speed Week?) for a back to back comparison with my modded SVK. In theory, the Super Buell should be superior in almost every respect (and be my next bike) but a test ride will tell the tale. Dave Bradenton Florida Dave | ||
| Xnoahx |
I much enjoyed the slipper when I was riding at Laguna. Coming off the main straight and into turn 2 it was nice being able to confidently bang down a few gears and let the clutch out and know that the rear end wasnt going to chatter. | ||
| Mbsween |
The slipper clutch saved my behind in the hairpin at Pocono. I was have a hard time with the controls and down shifted twice (instead of once) and dumped the clutch, a little waggle, but nothing dramatic, I made the corner easily. I didn't notice any lack of engine braking, then again I've ridden the bike on track, where engine braking isn't used much, especially at tight circuit like Pocono. The only comment on the drivetrain as a whole was that its a hell of an improvement over the tube frame stuff ( I haven't ridden XBs all that much) good to the point of not noticing the system at all. Definitely on par with the IL4s I test rode at Mid-Ohio. | ||
| Brad1445 |
This bike is going to leave the competition in the dust for years to come. | ||
| Zac4mac |
With 570 miles on my 1125R and trying to like the slipper clutch, I can't. Thought at first, just cut and plug the vacuum line, but I can see a use for the slipper if I ever get to a track. I have decided to put a ball valve in the line. Then I can turn it on/off. I want my jake-brake back. Off to the garage Zack | ||
| Barker |
FYI: not worky when engine is not running. I was out of gas coasting down a hill and let go of the clutch in 3rd, hoping to start the bike. Rear wheel lock-up. | ||
| Ccryder |
No vacuum, no assistance, go figure. You were really pressing your range. On the tuber DDFI you ran a chance of having a very poor running M/C when you ran her dry. The DDFI would try and make her rich to compensate for the lack of fuel. Is this the one and only that was at Bumpus? Neil S. | ||
| Barker |
yep, the first bumpus bike. | ||
| M1combat |
If you want a brake... Why not just use the brake Zac? It's more predictable. Just a thought. | ||
| Sparky |
Barker, maybe try 4th gear next time? | ||
| Zac4mac |
I do use the brakes, albeit sparingly. I feel more comfortable using engine drag. Don't like front wheel drive cars for a related reason. They tend to go backwards if you rely on engine brake. I don't do 2-strokes or IL4s for that reason and others. If it's going to cause a problem for the motor, I'll adapt. If not, I'll modify. Other way Sparky Z | ||
| Baggermike |
I think I bought the best bike for me, I been hearing people saying it does not get good gas milage, who cares this bike is made to run and run it does, I am breaking it in and do not know its full potential but this bike is sweet, I have a ulysses and expected a little less power down low but it seems to be more powerfull everywere, maybe its the gearbox or the weight of the bike but I love it and who care about gas milage on a bike, but if you are good you can get good gas milage you just got to know how to ride for gas milage if that is what you want, but why would someone buy a bike like this and worrie about gas milage, I think that is weird. Mike | ||
| Bigblock |
Zac, I believe I read somewhere, that there is actually some sort of compression release controlled by the computer which helps determine closed throttle engine braking, the slipper clutch is for the initial downshifting. Seems to make sense to me, because if you're in gear already and let off the gas, the engine braking is still pretty light. So I'd hold off on plugging that vacuum line, if I were you, until I had a real clear idea of what was happening. But that's just me... | ||
| Dave_bogue |
Quote from the 13X.com forum: "Overall the bike is very easy to ride. Transitions side to side very well. Mid corner corrections are easy plus it is pretty stable with little head shake or flex. The gear box shifts really well, smooth and positive. The action like slipper clutch works well and the amount of engine braking can be increased or decreased to a riders preference easily." ----------------------------- Is this true? Is the slipper clutch sensitivity adjustable? Dave | ||
| Skully |
On the race track, it was seamless. I was very impressed the the mechanics of the bikes. | ||
| Xb9 |
I noticed there is a readout for the clutch with a value in diagnostic mode, but I have no idea how to change (adjust)it. Couldn't find anything in the owners manual regarding the whole diagnostic mode; maybe someone with a service manual can chime in? Mine reads Clutch state = 0 (not running) | ||
| Baggermike |
I have not gone into the diognostic mode yet but mine feels like my ulysses when down shifting but it is not broken in yet so I have not pushed it. and will get to the diognostic mode to change some settings. also if you want to get air out of the clutch or brake lines tie or wrap the levers in like they are compressed and leave overnight the air will travel up and out. Mike | ||
| Zac4mac |
Dave - I saw that also. I've looked and don't see anything that looks like an adjustment point. Just went out and looked again, harder - nothing obvious. I've been thru the "setup" and "Diagnostic" menus and nothing there rang any bells. XB9 - pull in the clutch, it goes to a 1 Zack | ||
| Xb9 |
There's a couple of other things in diagnostic mode I saw that I can't decipher. Guess we'll need a service manual to figure them out. | ||
| Smoke |
how did you get to diagnostic mode on the 1125? i have not figured out how to do that. thx, tim | ||
| Zac4mac |
Here's what I posted for Baggermike a couple of days ago in the "Anyone having trouble with their bikes?" thread. Mike, make sure you push hard on the buttons. Listen for them to click. You'll know when it works. Normally the display starts scrolling as soon as you turn on the switch. When you have both switches pushed, the display immediately says "DIAG MODE". When you release the Mode and Toggle buttons it will say VIEW CODES. Toggle around and explore, cool stuff. Z | ||
| Sheridan_bueller |
I'm thinking the 'Clutch State' is a discrete input to the ECM telling it if the clutch is engaged or disengaged, otherwise it would be able to start in gear without the clutch being disengaged. Discrete meaning either On or Off (1 or 0). That's what I'm thinking. I haven't tested my theory yet but I will. JJ | ||
| Xb9 |
I'm sure you are correct on that. I just want to know how/what it will take to adjust the slipper action of the clutch. It's been documented that there is an "easy" method to adjust it, my guess is you need some software to get into the ECM parameter. OR if Buell was very thoughtful there is a method through the diagnostic mode to adjust it without any additional software. OR the preproduction mules could be adjusted and the production models are locked-out. Anonymous? | ||
| 12r |
Speaking as your friendly Euro-R1 lurker, it's quite entertaining to snap the throttles shut on my bike at 12000 rpm in 3rd and hear/feel what the engine/transmission does as the bike slows down: Initially, sweet FA - it glides on like a two-stroke... ...as the revs fall to 9000 rpm, there's a gentle hint that the engine braking has started... ...by 5000 rpm, the engine braking is beginning to slow the bike down... ...below 3000 rpm, full engine braking is available. The same procedure combined with a few downshifts is equally sublime. Whereas my XB12 rewarded masterful clutch/throttle co-ordination but punished sloppy riding, my R1 takes the most half-arsed control inputs and translates them into rapid forward motion. The slipper clutch causes the engine to wail and warble in an curious but addictive way and I often find myself downshifting unecessarily because it's so much fun  12000 rpm is a wonderful playground  | ||
| Interex2050 |
Whereas my XB12 rewarded masterful clutch/throttle co-ordination but punished sloppy riding That will be missed |
