Buell/EBR
Buell/EBR
Mais um filme sobre a preparação de 2012: 
Re: Buell/EBR
E a Buell ja está mordendo uns calcanhares no AMA Pro
Tem terminado normalmente entre 5ºe 6º lugares e nesse ultimo feriado nos USA (28/05) garantiu a 4ª e 6ª colocações
http://www.amaproracing.com/rr/events/r ... 2012011220
Tem terminado normalmente entre 5ºe 6º lugares e nesse ultimo feriado nos USA (28/05) garantiu a 4ª e 6ª colocações
http://www.amaproracing.com/rr/events/r ... 2012011220
Belo - SP
Re: Buell/EBR
Ah, uma comparação interessantebelo escreveu:E a Buell ja está mordendo uns calcanhares no AMA Pro
Tem terminado normalmente entre 5ºe 6º lugares e nesse ultimo feriado nos USA (28/05) garantiu a 4ª e 6ª colocações
http://www.amaproracing.com/rr/events/r ... 2012011220
5 melhores tempos (durante a corrida) no AMA
1 Josh Hayes Yamaha R1 1:49.489
2 Josh Herrin Yamaha R1 1:50.229
3 Blake Young Suzuki GSX-R1000 1:50.314
4 Geoff May EBR 1190RS 1:50.803
5 Ben Bostrom Suzuki GSX-R1000 1:50.383
5 melhores tempos (superpole) da Superbike
1 J. SMRZ Ducati 1098R 1'47.626
2 C. CHECA Ducati 1098R 1'47.810
3 T. SYKES Kawasaki ZX-10R 1'48.062
4 D. GIUGLIANO Ducati 1098R 1'48.220
5 J. REA Honda CBR1000RR 1'48.563
Belo - SP
Re: Buell/EBR
A moto está começando a se acertar...
As regras do AMA Pro SuperBike (Super Bike Americano) são parecidas com as do WSK, apenas cou um pouco + de restrições (as motos ficam + próximas dos modelos de rua)
Em média as AMA SB são de 1 a 3 seg mais lentas por volta (dependendo da pista) se comparadas as do WSB (além de contarem com pilotos talvez menos experientes)
Esse domingo eles correm depois do MotoGP
http://www.cycleworld.com/2012/07/26/super-twins/
Super Twins Are Danny Eslick and Geoff May on track to give Erik Buell Racing its first AMA Pro SuperBike win?
July 26, 2012 By Peter Jones
Geoff May
The numbers don’t add up. That’s the consensus around the AMA Pro SuperBike paddock regarding chassis specifications of the Erik Buell Racing 1190RS. Twenty-two degrees of rake and 86mm of trail are simply too radical; the big Twin shouldn’t be competitive. But the factory EBRs ridden by Danny Eslick and Geoff May defy convention. “Fiercely Independent” is proving to be more than a company slogan; it’s a technical fact.
Officially, EBR is only a few years old. But its namesake, Erik Buell, has been racing since the early 1980s, and the company he founded back then was dedicated to racing the motorcycles that he built. So, in its heart, EBR is actually 30 years old. And today, it has arguably reached its zenith, no longer lost in the woods of corporate decisions driven by fiscal-quarter profits.
This focused passion has already shown dividends. Eslick and May have both reached the podium this season, each rider having recorded a third-place finish at Infineon Raceway in Sonoma, California—Eslick on Saturday and May on Sunday.
The EBR 1190RS is the most stunning motorcycle ever manufactured under Erik Buell’s guidance. It’s a true, top-line contender for looks, innovation and performance, taking on the world’s best without excuses, exceptions or grading on a curve. And the 1190RS succeeds by doing it the Buell way, not by aping.
EBR competes in AMA Pro SuperBike with a two-rider team that operates as two one-rider teams—another Buell anomaly. Officially, May rides for Team Amsoil/Hero, while Eslick pilots the Team Hero 1190RS. To learn more about these two teams, I spoke with the riders and their crew chiefs during the AMA Pro race weekend this past June at Barber Motorsports Park.
Team Amsoil/Hero
EBR’s original factory rider, Geoff May, has been on the 1190RS since the team’s inception; before that, he raced the SuperBike version of the 1125R. Replacing Michael Tijon as crew chief in 2012 is Mike Fitzgerald, well-known in the AMA paddock for his suspension-tuning proficiency. How does this Buell compare to the Suzuki GSX-Rs that May raced from 2001 to 2010?
“The EBR feels completely different,” May replied. “I charge the corner. I use lots of trail braking. Now, on the 1190RS, I can do that even better. I can tighten the radius of the corner after I’m in it. Unlike every other racebike, the whole bike squats, giving it the right pitch for turning. It’s due to the idler gear on the chain. It squats the rear when the front dives under braking, so the bike doesn’t go on its nose. I’ve been on it for two years now, including the 1125, and I’ve never tucked the front.”
A recurring theme from both riders and crew chiefs is that they’re far ahead of where they thought they’d be in terms of bike development at this point in the season. They note that the Yamaha YZF-R1 took years of R&D before it became a championship-winning machine. Plus, “EBR-friendly” tracks are coming their way, so they anticipate doing even better. There’s still work to do, though.
“We need more torque coming off the corners,” said May. “The others can get on the gas earlier, and they pull me initially. But when grip goes off, the field is leveled, and they no longer get away. We need a break, some testing away from a race weekend.”
Doing development at the racetrack has its advantages and disadvantages. Each weekend is a learning experience. As May pointed out, “I was faster today. Fitz put in different front springs. And yesterday, I rode the 343 Dunlop. It didn’t have the edge grip I was looking for like the 302 did today.
“Fitz is a specialized chassis guy, and that’s really what every rider needs. The suspension guy should always be the crew chief. I brought him on at M4 Suzuki and stayed with him whenever I could. I couldn’t bring him initially to Jordan Suzuki. Last year, Michael and I were sort of at the end of our tuning abilities. With Fitz here, Michael can be dedicated to the engine and Fitz to the chassis.”
Fitzgerald says the Buell is unique. “It has a character of its own. It keeps the bike glued to the ground where a normal bike wants to lift. During braking, a typical GSX-R front end goes down and the rear goes up. But on this bike, the whole bike goes down. Normal rules don’t apply. And they’re primarily different at high-speed tracks.”
A significant difference between these two teams is that Eslick exclusively uses Öhlins on both ends of the bike, as it comes from the EBR plant, while May and Fitzgerald switch back and forth between JRi and Öhlins shocks
“We run whatever works best for where we are,” said Fitzgerald. “The JRi is a single-tube shock, but the chassis and suspension are not really different between bikes. We’re gathering data. We’ve got nothing to compare our information; it’s all-new.
As regras do AMA Pro SuperBike (Super Bike Americano) são parecidas com as do WSK, apenas cou um pouco + de restrições (as motos ficam + próximas dos modelos de rua)
Em média as AMA SB são de 1 a 3 seg mais lentas por volta (dependendo da pista) se comparadas as do WSB (além de contarem com pilotos talvez menos experientes)
Esse domingo eles correm depois do MotoGP
http://www.cycleworld.com/2012/07/26/super-twins/
Super Twins Are Danny Eslick and Geoff May on track to give Erik Buell Racing its first AMA Pro SuperBike win?
July 26, 2012 By Peter Jones
Geoff May
The numbers don’t add up. That’s the consensus around the AMA Pro SuperBike paddock regarding chassis specifications of the Erik Buell Racing 1190RS. Twenty-two degrees of rake and 86mm of trail are simply too radical; the big Twin shouldn’t be competitive. But the factory EBRs ridden by Danny Eslick and Geoff May defy convention. “Fiercely Independent” is proving to be more than a company slogan; it’s a technical fact.
Officially, EBR is only a few years old. But its namesake, Erik Buell, has been racing since the early 1980s, and the company he founded back then was dedicated to racing the motorcycles that he built. So, in its heart, EBR is actually 30 years old. And today, it has arguably reached its zenith, no longer lost in the woods of corporate decisions driven by fiscal-quarter profits.
This focused passion has already shown dividends. Eslick and May have both reached the podium this season, each rider having recorded a third-place finish at Infineon Raceway in Sonoma, California—Eslick on Saturday and May on Sunday.
The EBR 1190RS is the most stunning motorcycle ever manufactured under Erik Buell’s guidance. It’s a true, top-line contender for looks, innovation and performance, taking on the world’s best without excuses, exceptions or grading on a curve. And the 1190RS succeeds by doing it the Buell way, not by aping.
EBR competes in AMA Pro SuperBike with a two-rider team that operates as two one-rider teams—another Buell anomaly. Officially, May rides for Team Amsoil/Hero, while Eslick pilots the Team Hero 1190RS. To learn more about these two teams, I spoke with the riders and their crew chiefs during the AMA Pro race weekend this past June at Barber Motorsports Park.
Team Amsoil/Hero
EBR’s original factory rider, Geoff May, has been on the 1190RS since the team’s inception; before that, he raced the SuperBike version of the 1125R. Replacing Michael Tijon as crew chief in 2012 is Mike Fitzgerald, well-known in the AMA paddock for his suspension-tuning proficiency. How does this Buell compare to the Suzuki GSX-Rs that May raced from 2001 to 2010?
“The EBR feels completely different,” May replied. “I charge the corner. I use lots of trail braking. Now, on the 1190RS, I can do that even better. I can tighten the radius of the corner after I’m in it. Unlike every other racebike, the whole bike squats, giving it the right pitch for turning. It’s due to the idler gear on the chain. It squats the rear when the front dives under braking, so the bike doesn’t go on its nose. I’ve been on it for two years now, including the 1125, and I’ve never tucked the front.”
A recurring theme from both riders and crew chiefs is that they’re far ahead of where they thought they’d be in terms of bike development at this point in the season. They note that the Yamaha YZF-R1 took years of R&D before it became a championship-winning machine. Plus, “EBR-friendly” tracks are coming their way, so they anticipate doing even better. There’s still work to do, though.
“We need more torque coming off the corners,” said May. “The others can get on the gas earlier, and they pull me initially. But when grip goes off, the field is leveled, and they no longer get away. We need a break, some testing away from a race weekend.”
Doing development at the racetrack has its advantages and disadvantages. Each weekend is a learning experience. As May pointed out, “I was faster today. Fitz put in different front springs. And yesterday, I rode the 343 Dunlop. It didn’t have the edge grip I was looking for like the 302 did today.
“Fitz is a specialized chassis guy, and that’s really what every rider needs. The suspension guy should always be the crew chief. I brought him on at M4 Suzuki and stayed with him whenever I could. I couldn’t bring him initially to Jordan Suzuki. Last year, Michael and I were sort of at the end of our tuning abilities. With Fitz here, Michael can be dedicated to the engine and Fitz to the chassis.”
Fitzgerald says the Buell is unique. “It has a character of its own. It keeps the bike glued to the ground where a normal bike wants to lift. During braking, a typical GSX-R front end goes down and the rear goes up. But on this bike, the whole bike goes down. Normal rules don’t apply. And they’re primarily different at high-speed tracks.”
A significant difference between these two teams is that Eslick exclusively uses Öhlins on both ends of the bike, as it comes from the EBR plant, while May and Fitzgerald switch back and forth between JRi and Öhlins shocks
“We run whatever works best for where we are,” said Fitzgerald. “The JRi is a single-tube shock, but the chassis and suspension are not really different between bikes. We’re gathering data. We’ve got nothing to compare our information; it’s all-new.
Belo - SP
Re: Buell/EBR
Belo, excelente matéria da Cycle World, valeu postar!
Re: Buell/EBR
EBRs em 4º e 6º lugares em Laguna Seca
O Josh Hayes tem ganhado praticamente tudo com sua R1. Ganhou com 9seg de diferença para o 2º!
As melhores voltas dos primeiros colocados ficou por volta de 01'25". Só para comparação a Volta + rápida do Daninanico Pedrosa 1'21.229
O Josh Hayes tem ganhado praticamente tudo com sua R1. Ganhou com 9seg de diferença para o 2º!
As melhores voltas dos primeiros colocados ficou por volta de 01'25". Só para comparação a Volta + rápida do Daninanico Pedrosa 1'21.229
Belo - SP
Re: Buell/EBR
belo escreveu:Agora eu quero ver quem vai falar mal da Buell !!!
...Buell é a Fodástica!!! RF900R e Twister já eram!Valeu!
Re: Buell/EBR
Lançamento da Nova Buell "stret Legal"
Hoje (16/10) 12:00hs (horário Florida = 13:00 Horário BR) na American International Motorcycle Expo’s
Ao que parece, nesse 1º momento só vem a esportiva, mas a Naked e a Big Trail já estão no forno !
VÍDEO: http://aimexpo.tumblr.com/post/62248129 ... p-by-their
RELEASE: http://erikbuellracing.com/wp-content/u ... eiling.pdf
Hoje (16/10) 12:00hs (horário Florida = 13:00 Horário BR) na American International Motorcycle Expo’s
Ao que parece, nesse 1º momento só vem a esportiva, mas a Naked e a Big Trail já estão no forno !
VÍDEO: http://aimexpo.tumblr.com/post/62248129 ... p-by-their
RELEASE: http://erikbuellracing.com/wp-content/u ... eiling.pdf
Belo - SP
Re: Buell/EBR
Buell com corrente????? 
Mas a correia não era a fodástica? 
Esses americanos de hoje não são mais como os americanos de ontem, copiando Japa, que porquêras 
.
Mas a correia não era a fodástica? Esses americanos de hoje não são mais como os americanos de ontem, copiando Japa, que porquêras .
Sou primo irmão do Mano Lima, genro do Xirú Missioneiro e sogro do Porca Véia, mas bah
Bagé@tchê.rs
Se Deus é grande, O MATO É MAIOR
Selamun Aleykun to all friends
Re: Buell/EBR
Esse escape de moto 2T velha cagou na moto.
Re: Buell/EBR
superagro escreveu:Esse escape de moto 2T velha cagou na moto.
O escape deve ser assim
Mas logo o pessoal deve começar a sumir com essa parte
A Moto tem o escape na parte inferior do motor (igual nas Buells anteriores) mas para ficar dentro da lei americana tiveram que colocar esse 2º abafador
Belo - SP
Re: Buell/EBR
1190RX Specifications
Engine Type
ET-V2: 72° V-Twin, Liquid Cooled, Four-stroke
Bore x Stroke
4.17 in. x 2.66in. (106 x 67.5 mm)
Displacement
72.6 cu in. (1190cc)
Compression Ratio
13.4 : 1
Fuel Delivery
Electronic Fuel injection with 2 port injectors and 2 showerhead injectors
Exhaust
Primary + Secondary
Peak Torque
101.6 ft-lbs. @ 8200 rpm (137.8 Nm @ 8200 rpm)
Peak Horsepower
185 hp @ 10,600 rpm
Drivetrain
Primary Drive
Gear Drive 36/65
Final Drive
520 Z-ring chain, 16/41
Clutch
Hydraulic actuation, vacuum operated slipper
Transmission Ratios:
1st 2.46
2nd 1.75
3rd 1.38
4th 1.17
5th 1.04
6th 0.96
Dimensions
Overall Length
80.3in. (2040mm.)
Overall Width
29.0in. (737mm)
Overall Height
43.7in. (1110mm)
Seat Height
32.5in. (826mm)
Ground Clearance
4.7in. (120mm)
Rake
22.4°
Trail
3.80in. (96.5mm)
Lean Angle
55°
Front Tire
Pirelli Diablo Rosso Corsa 120/70 ZR-17
Rear Tire
Pirelli Diablo Rosso Corsa 190/55 ZR-17
Fuel Capacity
4.5 gal (17.lL)
Weight (Wet, no fuel)
419lbs. (190kg)
Load Capacity
375lbs. (170kg)
Chassis Frame
Aluminum frame with integral fuel reservoir
Swingarm
Optimized stiffness aluminum
Front Suspension
Showa, inverted big piston front forks
Rear Suspension
Showa, single shock without linkage
Front Wheel
17 x 3.5 Aluminum
Rear Wheel
17 x 6.0 Aluminum
Front Brake
386mm (15.19in.) Single perimeter rotor, 8 piston inside-out caliper
Rear Brake
220mm (8.66in.) Disc, 2-piston Hayes Performance Brakes Caliper
2014 EBR 1190RX
MSRP $18,995
Engine Type
ET-V2: 72° V-Twin, Liquid Cooled, Four-stroke
Bore x Stroke
4.17 in. x 2.66in. (106 x 67.5 mm)
Displacement
72.6 cu in. (1190cc)
Compression Ratio
13.4 : 1
Fuel Delivery
Electronic Fuel injection with 2 port injectors and 2 showerhead injectors
Exhaust
Primary + Secondary
Peak Torque
101.6 ft-lbs. @ 8200 rpm (137.8 Nm @ 8200 rpm)
Peak Horsepower
185 hp @ 10,600 rpm
Drivetrain
Primary Drive
Gear Drive 36/65
Final Drive
520 Z-ring chain, 16/41
Clutch
Hydraulic actuation, vacuum operated slipper
Transmission Ratios:
1st 2.46
2nd 1.75
3rd 1.38
4th 1.17
5th 1.04
6th 0.96
Dimensions
Overall Length
80.3in. (2040mm.)
Overall Width
29.0in. (737mm)
Overall Height
43.7in. (1110mm)
Seat Height
32.5in. (826mm)
Ground Clearance
4.7in. (120mm)
Rake
22.4°
Trail
3.80in. (96.5mm)
Lean Angle
55°
Front Tire
Pirelli Diablo Rosso Corsa 120/70 ZR-17
Rear Tire
Pirelli Diablo Rosso Corsa 190/55 ZR-17
Fuel Capacity
4.5 gal (17.lL)
Weight (Wet, no fuel)
419lbs. (190kg)
Load Capacity
375lbs. (170kg)
Chassis Frame
Aluminum frame with integral fuel reservoir
Swingarm
Optimized stiffness aluminum
Front Suspension
Showa, inverted big piston front forks
Rear Suspension
Showa, single shock without linkage
Front Wheel
17 x 3.5 Aluminum
Rear Wheel
17 x 6.0 Aluminum
Front Brake
386mm (15.19in.) Single perimeter rotor, 8 piston inside-out caliper
Rear Brake
220mm (8.66in.) Disc, 2-piston Hayes Performance Brakes Caliper
2014 EBR 1190RX
MSRP $18,995
Belo - SP
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MAD
- Dinossauro
- Mensagens: 5266
- Registrado em: 29 Dez 2007, 01:40
- Localização: Provincia de São Pedro
- Contato:
Re: Buell/EBR
Gosto de algumas soluções técnicas da Buell, mas o problema desse disco dianteiro é que ele é fixado bem na borda da roda. Uma vez com a Fazer 600 peguei um desnivel transversal à pista (comeram 1m de asfalto transversalmente numa curva! pra cabá... 
) que amassou as duas rodas. Se o amassado fosse bem no ponto em que o disco de freio é fixado, poderia ter empenado o disco e travado a roda.
) que amassou as duas rodas. Se o amassado fosse bem no ponto em que o disco de freio é fixado, poderia ter empenado o disco e travado a roda.Viajaire é preciso...
A curva é a distância mais divertida entre dois pontos
"Os problemas do mundo não podem ser resolvidos por céticos ou cínicos, cujos horizontes se limitam às realidades evidentes. Precisamos de pessoas capazes de imaginar o que nunca existiu." John F. Kennedy
A curva é a distância mais divertida entre dois pontos
"Os problemas do mundo não podem ser resolvidos por céticos ou cínicos, cujos horizontes se limitam às realidades evidentes. Precisamos de pessoas capazes de imaginar o que nunca existiu." John F. Kennedy
Re: Buell/EBR
Linda essa vermelha!
-
cjunior
- Roda Presa
- Mensagens: 558
- Registrado em: 29 Dez 2007, 11:40
- Localização: Cachoeiro de Itapemirm
Re: Buell/EBR
MAD eu já bati em um buraco com a minha Ulysses e a roda dianteira amassou e trincou, furando o pneu na hora, bem no ponto que fixa o disco que ficou intacto. Mandei desempena e soldar a roda e o conjunto está a mais de 15000 km rodando
BUELL XB12X ULYSSES 2008
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alexsandro_jean
- Motoqueiro
- Mensagens: 2116
- Registrado em: 24 Dez 2007, 17:52
Re: Buell/EBR
Tirando o escapamento medonho, tá bonita 
Buell tá copiando a honda, mas o escape da CB´s novas ainda é menos feio
Buell tá copiando a honda, mas o escape da CB´s novas ainda é menos feio
Re: Buell/EBR
Desenho primoroso dessas motos! Lindas, especialmente aquela preta/grafite.
O melhor de tudo é que os motores não são mais Hargh!ley.
O melhor de tudo é que os motores não são mais Hargh!ley.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Inscreva-se no Canal Rods na Garagem no Youtube
Tutoriais de manutenção, reviews, dicas e muito mais!
www.youtube.com/c/RodsnaGaragem
Inscreva-se no Canal Rods na Garagem no Youtube
Tutoriais de manutenção, reviews, dicas e muito mais!
www.youtube.com/c/RodsnaGaragem
-
wcarlete
- Motoqueiro
- Mensagens: 4869
- Registrado em: 02 Ago 2008, 11:55
- Localização: Cachoeiro de Itapemirim
Re: Buell/EBR
rods escreveu:Desenho primoroso dessas motos! Lindas, especialmente aquela preta/grafite.
O melhor de tudo é que os motores não são mais Hargh!ley.
São o que agora??
Saudades: Biz 100 - CG 125 - CG150 Sport - Twister - ER-6 10/10 :(
Hoje: YBR 06/06
Hoje: YBR 06/06