| Author | Message | ||
     Azxb9r |
If I were to replace the 1125r, my first thought would be to replace it with another V-twin, the Ducati 1198. The other possibility would be the BMW S1000RR. | ||
| Jaimec |
Less than 24 hours... | ||
| Bigevildoer |
Probably: Ducati Diavel (if I keep the 1125r for track days) KTM RC8r or Ducati 1(0-1)98 (if I don't keep the Buell) | ||
| Old_mil |
About the only thing I can think of that would be an adequate replacement for a buell is a Ducati. | ||
| 03fatboy |
http://www.1199panigale.ducati.com/en Now this would be a contender for sure. Love the different look. | ||
| Ridegreen2oo |
I have been checking out the new 2012 ducati streetfighter 848 lately. | ||
| Jdugger |
> http://www.1199panigale.ducati.com/en $18k base model... I gotta say that bike looks appealing. | ||
| Old_mil |
I'm keeping my eyes open for the right 800ss. | ||
| Aj2010 |
Well the only bike I can think of is my long term project bike #2. There are many things I like about the 1125, so the replacement is going to have to have many of them. Less Hp but lighter and shorter wheel base. Perhaps a good replacement for the XB. I will post pictures if things (ever) get that far  | ||
| Carbonbigfoot |
Motus. R | ||
| Thefleshrocket |
Anyone thinking about an S1000RR, be advised that its engine performance is the polar opposite of the 1125. The S1000 is very tame until about 10K RPM, at which point it transforms itself into a rocket ship. It feels like maybe a 750 when it's off the powerband. For comparison, the 1125 will such the headlights out of the S1000 when then RPMs are down, but will get the tables turned on it very quickly--it runs out of breath right as the S1000 gets going. Honestly, it seems like the modern liter bikes are sacrificing a lot of midrange grunt for a few extra ponies up top. My '03 GSX-R1000 (owned since new, sold to a brother a few years ago) had about the perfect powerband, IMO. It made good torque starting around 4000rpm (right about where it would loft the front wheel) and built power nicely and consistently all the way up to the 12,200 redline. Modern liter bikes may make 10-20 more rwhp compared to the 150hp GSX-R, but their dyno charts (and riding experience, if the S1000RR I rode performs comparably to its brethren) suggest that those few extra ponies up top come at a significant cost in the midrange. The funny thing is that I always poo-pooed tuned-for-torque motors, but I've come to realize that tuned-for-power-at-the-significant-expense-of-torq ue is just as bad in my opinion. | ||
| Sprintst |
I've seen the same thing with the Corvettes I've owned, a 85, 92, 96, 2002, 2009 The 85 was a torque monster compared to the 92 and 96, but you could really feel the extra ponies in those cars The 2002 had more torque and hp, and the 2009 even more of both Hopefully bikes follow the same path, and they can start doing more of both (Message edited by sprintst on November 09, 2011) | ||
| Rt_performance |
Replaced mine 2 weeks Ago with a new 2010 Kawasaki zx10r. Not bad low end torque.more high rpm HP. Narrow and way more flickable like a XB. Overall it has Been a upgrade and the Best part is Kawasaki wants me as a customer. Not just be rid of me Like HD | ||
| Thefleshrocket |
Once bikes start getting direct injection, we should see increases in power throughout the rpm range, albeit with a pretty noticeable price increase. I bet in around 5 years, msrp on the Jap liter bikes will be really close to $20k. I remember the L98, and I have an LT1 and an LT4. You're definitely right about the changes in powerband. | ||
| Jaimec |
From what I seem to remember reading, the Motus can use direct injection because it has a relatively low redline. Start raising the redline and direct injection becomes less and less attractive... | ||
| Jaimec |
By the way, your observations on the S1000RR's powerband were true for the previous model years. Might not be so much for the 2102 model... | ||
| Rpm4x4 |
Might not be so much for the 2102 model... True, but Im pretty sure Ill be done riding by then | ||
| Rpm4x4 |
The 1199 panigale is a sexy bike. IF I were to replace my 1125, this bike would be on the table. | ||
| Jaimec |
D'OH! I meant the 2012 model (damn tingers got all fangled up)... | ||
| Thefleshrocket |
Why would higher rpm not work so well for DFI? And why would the 2012 S1000RR have any more midrange power than the existing model? Much of the S1000's claim to fame is its huge top end power, and the bike isn't going to get more midrange power without losing some top end. (unless it somehow gets higher compression--about the only guaranteed way to increase power across the entire rpm range) | ||
| Froggy |
Direct injection requires massive amounts of fuel pressure, similar to a Diesel. My understanding is that the higher the RPM, it becomes harder to achieve the high pressures. | ||
| Kenm123t |
The LT-5 has the best of the LT-1 L-98 | ||
| Thefleshrocket |
The LT-5 was a 4-cam 32v motor built by Mercury Marine--no parts shared with the small-block-Chevy based L98 and LT1, and its power output was more top end based than either of the SBC-based engines.. If anything, the LSx motors would be better described as the best of the L98 and LT1. | ||
| Darth_villar |
From what I have read about DI, you vary the fuel pressure and injector pulse width. You have a limited range for both. Higher rpms = less injector pulse width to work with, which means much higher pressure. There gets a point where the injector can only pulse once, and you are limited to the absolute max pressure you can push. I cannot wait for better DI technology, aside from the initial complexities, it has virtually NO downsides, much like EFI vs carb. Better burning of super super lean mixtures for extremely good gas mileage, very low risk of ping, very good fuel atomization, which all equates to better gas mileage and more power. | ||
| Jaimec |
Back to the 2012 S1000RR: http://www.motorcycle-usa.com/65/11367/Motorcycle- Article/2012-BMW-S1000RR-First-Ride.aspx By the way, that article does incorrectly state the S1000RR is the first sportbike available with heated grips... guaranteed to get the blood pressure of us Buell fans rising... | ||
| Jdugger |
> the first sportbike available with heated grips As a factory option, it might be. I had the Buell kit on my track bike for a while. Guys would laugh in the paddock, but on those track days at the edge of the season they saw the wisdom of my ways. Then I tossed the bike in Turn 1, mashed up a grip, and pulled all that stuff off. I kinda miss it  | ||
| Jaimec |
Unless things have changed, the heated grips might've come from the factory on BMWs, but they were installed after the sale by the dealership... same as for Buell. | ||
| Lemonchili_x1 |
I have my 1125R for sale at the moment, and if it sells I hope to find something that is a "do everything" bike with a good grin-factor  . Current shopping list: Triumph Thruxton Triumph Speed Triple KTM 690 Duke Maybe SuperDuke as well. | ||
| Buellmojo |
That is a nice list, similar to a list I myself might have put together. I am not sure on the Thruxton though, I like it, I just don't know if I could enjoy it as much as the Speed Triple. Surprised that a Street Triple is not on that list? | ||
| Syonyk |
My understanding is that direct injection has a very limited time to flow the fuel compared to a standard port injection (or throttle body injection, but we moved away from that for good reasons...). With direct injection, you basically have the intake & compression stroke, if that, to inject fuel. Plus, at the end of the compression stroke, you need a LOT of pressure to inject - cylinder pressures can easily be 200+ psi on a high compression motor, *before* the spark lights stuff off. With port injection, you can run the injector constantly - with the intake valve closed during the power/exhaust stroke, you're vaporizing fuel (and cooling the intake valve) on the backside of the valve, which is then sucked in when the valve opens. I'm sure it's doable to make a high RPM DI engine, but once you get up into diesel pressures, you're looking at diesel costs for multiple fuel pumps & such. Anyone who has ever had a modern diesel fuel system worked on knows that such things are NOT cheap... So, you probably could do a high RPM DI motorcycle engine. And the fuel system alone would probably add $5k to the cost of the motorcycle. |
