Comparison test: BMW HP2 Sport, Buell 1125R

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Comparison test: BMW HP2 Sport, Buell 1125R
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Comparison test: BMW HP2 Sport, Buell 1125R

Comparison test: BMW HP2 Sport, Buell 1125R
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That was the surprise duel in the 1000 kilometers of Hockenheim: Buell against BMW, a couple of very fast enthusiasts against seasoned racing professionals, a joint venture between Americans and Austrians against Bavarian factory power. And this is the PS version: the test of two exotic cars.

Uwe Seitz

06/15/2008

Twin comparison test: BMW HP2 Sport against Buell 1125R

You don’t even need to approach the matter rationally. Sure, what you want to say now: Logically, the four-cylinder armada from Japan can do the most? if not all ?? much better. Of course, the Italian twin colleagues radiate a lot more power and racing even when they are stationary. But this duel has its charm. After all, one of them ironed everything in Hockenheim and the other kept up really well. So the question arises as to which of the two is really the better and how such rare motorcycles drive at all. Because one thing is certain: volume models are not.

Twin comparison test: BMW HP2 Sport against Buell 1125R


Comparison test: BMW HP2 Sport, Buell 1125R


fact

That takes care of Buell 1125R does the styling. You can hardly be much further away from the mainstream: ultra-wide pulpit, bulbous cooling hoods including fan, massive aluminum bridge frame full of fuel and a really idiosyncratic under-engine exhaust. “Typical Buell”, the fans will say; “oh God” the others. We do not care ?? The main thing is that the hamster’s cheek moves.

The engine of the 1125R is quite atypical of Erik Buell’s previous creations. The V-Twin does not come from the Harley shelf, but from Rotax and is really good for the motorcycle. With 149 measured horsepower, he is also not a weakling, and the engine has manners. Paired with the Buell-typical toothed belt, it accelerates directly, yet gently. In the further course, the Rotax looks really lively, turns linearly upwards and releases full power from around 4000 rpm until just before the limiter.

Twin comparison test: BMW HP2 Sport against Buell 1125R


Comparison test: BMW HP2 Sport, Buell 1125R


fact

The cockpit of the 1125R is spartan, but there is a fork bridge engraved by Erik Buell.

The vibrations are within the usual twin range. However, it acknowledges constant speeds on federal highways with noticeable jerking. The cold start also tarnishes the overall positive impression if the Buell likes to choke on when turning the throttle. Of course, these problems don’t bother you on the racetrack, because the Twin knows how to please. In this respect, Buell Hannover’s second place in the said race is quite understandable.

The chassis provides less reason for euphoria and traceability of sporting success. When turning in from the vertical, the Buell goes on strike and really wants to be beaten down. If there are bumps in the road, it vigorously stands up again. For the racing pace on the slopes, this could be corrected a bit with a harder set-up (pressure stage closed completely) with an already soft chassis, but we couldn’t completely fix the problem. Then there was the tendency to hit the handlebars ?? Steering damper: Nothing.

Twin comparison test: BMW HP2 Sport against Buell 1125R


Comparison test: BMW HP2 Sport, Buell 1125R


fact

The compression adjustment screw on the Buell shock absorber is difficult to access: under the driver’s seat.

The hardening on the country road was counterproductive. Patches, cracks and bumps now pushed the Buell against vertical in such a way that softening was urgently required. The same applies here: It was better, but that was far from good. And the adjustment, especially on the shock absorber, is also fiddly. What the Buell likes, on the other hand, are long arcs on a flat track because, once angled, it is really full in the curve.

And there is still something else that can be achieved with the 1125R with a lot of fun: alternating curves and chicanes. She throws herself from oblique to oblique with astonishing willingness. At the Nurburgring, everything spoke for the Buell after the Dunlop turn in the Schumacher-S. But seconds later, the fun before the sharp left bend was clouded. Why? Because here you have to decelerate decisively and the Buell brake did not meet this requirement. After initially pressing the lever, nothing happens at first. If the pressure is then increased slightly, the brake pads grip the rim-sized single disc with such determination that the fork plunges straight and far down.

According to Buell Germany, the Buell drivers from the Hockenheimring have not changed anything on the series brake apart from the brake pads? Respect! But of course they unscrewed the brackets for the pillion pegs, because if you have shoe size 34 you will always get stuck in the things.

Twin comparison test: BMW HP2 Sport against Buell 1125R


Comparison test: BMW HP2 Sport, Buell 1125R


fact

Some fine parts, for example the footrests, can be found on the BMW HP2 Sport, as well as a lot of exposed technology to look at.

This is guaranteed not to happen with the BMW HP2 Sport. Passengers are not provided at all. For this reason alone, it will not produce exorbitantly high quantities, anyway not at a test motorcycle price of over 22,500 euros. But your rider is bedded in a princely-racial manner? fully adjustable footrests and stub, snug fit. Everything from the finest, carbon on every nook and cranny. Looks like a thoroughbred racer.

“Oh well”, you will now say, and you are absolutely right: carbon lids over the valves can hardly hide the fact that such a boxer has obtrusive disadvantages on the racetrack. As soon as the tires are warm, there are clear scratch marks on the plastic protective caps. Just antiquing, is blasphemed. But anyone who can feel the performance characteristics of the HP2 boxer will be amazed. Emotionally, he doesn’t pull sausage off the bread at first. A blatant illusion, as the test bench reveals. This is because the fire only really blazes between 6000 / min and 8000 / min. The driver therefore mainly moves in this narrow speed range. And that’s where the perfectly functioning automatic gearshift comes in handy: the distances are a bit long, but the gearbox slips precisely and the throttle response works.

It looks different on the country road if you hardly drive with top revs. Conventional shifting is recommended here, because the HP2 buckes properly when using the automatic switchgear. But even with ordinary coupling and gas application, the load is restless? Mapping weaknesses.

On the racetrack as well as in the wild, the BMW inspires when it comes to bending: it can be turned with the thumb and forefinger. The stiff chassis keeps the HP2 neatly on course, provided the driver does not shift or brake. Then it gets restless on the slope. It should be known that the drive combination of boxer and cardan is not exactly the ultimate racing wisdom. When braking, the eventful life of an HP2 Sport is particularly intrusive: the Telelever works, the boxer flaps his wings, and the cardan adds his own tune.

Twin comparison test: BMW HP2 Sport against Buell 1125R


Comparison test: BMW HP2 Sport, Buell 1125R


fact

What is astonishing is the discrepancy between actual and felt weight, especially in alternating curves. The radical boxer is not really handy and has to be torn from one side to the other with determination. This becomes even clearer on winding country roads.
The brakes meet the highest standards. It works progressively, is easy to dose, has a sharp bite. Only the Telelever with a known lack of feedback stands in the way of deep braking in corners. The ABS regulates in a sporty manner, i.e. quite late, and can also be switched off on the slopes without hesitation, while it provides a high safety factor on the country road.

Conclusion: Let’s not talk about it for long: neither the Buell 1125R nor the BMW HP2 Sport are thoroughbred racers. They are too caught up in their dogmas for that; the Buell with its highly individual layout, which particularly influences the driving characteristics, the BMW with the boxer, cardan and Telelever. That speaks against racing. The impressive lap times on the 1000 kilometers and the desire to simply fire something completely different into the corners speak for this. It works if you want to. On the country road anyway.

Horsepower rating


Comparison test: BMW HP2 Sport, Buell 1125R


fact

BMW HP2 Sport
Drive: ***
The boxer has a lot of flavor, but the combination of cardan and boxer is anything but sporty. The gearshift only likes racing.
Landing gear: ****
The chassis is opaque, and turning it down is a bit more difficult. Otherwise, the BMW is ahead, especially with the excellent brakes.
Ergonomics: ****
The thick BMW offers space, as well as adjustment options on notches and stubs. The bench is also very good, the windbreak is a bit brick.
Driving pleasure: ***
The brake, especially as ABS, is great, so you catch everything. The drive has ups and downs, as does the chassis. But the HP2 Sport is something special.
PS judgment:
You don’t really know where to put it: on the racetrack or on the country road? She can go anywhere, in her own way. Those who like it just have to pay for it.
14 points, 1st place


Comparison test: BMW HP2 Sport, Buell 1125R


fact

Buell 1125R
Drive: ****
Linear power delivery and real steam give points,
like the slipper clutch. Negative: constant jerking and cold start behavior.
Landing gear: **
Reluctance to turn in and the righting moment are annoying, the brake is not the best choice. The cornering is nice, alternating corners are quite good.
Ergonomics: ***
The compact design and high notches require tight knee angles. The bank was worn out quickly. Really annoying: holder for the pillion pegs.
Driving pleasure: ***
The motor is the big plus of the Buell, because it always delivers nice juice, so fun. The handling spoils the joy? but Buell fans are used to it
PS judgment:
The Buell has to let the BMW go. But only in the overall view: The engine is good in the race and the price anyway.
12 points, 2nd place

PS data

BMW HP2 Sport
Drive: Two-cylinder boxer engine, 4 valves / cylinder, 97.3 kW (133 hp) at 8750 / min *, 115 Nm at 6000 / min *, 1170 cm³, bore / stroke: 101.0 / 73.0 mm,
Compression ratio: 12.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated single-disc oil bath clutch, six-speed gearbox
Landing gear: Load-bearing motor-gear unit with steel tubular subframe, steering head angle: 66.0 degrees, caster: 86 mm, wheelbase: 1487 mm, steering damper, telescopic arm guided telescopic fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression stage Central spring strut, adjustable in spring base, rebound and compression. Suspension travel front / rear: 105/120 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/6.00 x 17″, Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Metzeler Racetec K3, 320 mm double disc brake with four-piston fixed calipers at the front, 265 mm single disc with two-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2120/720/190 mm, seat / handlebar height: 830/910 mm, handlebar width: 710 mm, 206 kg fully assembled, front / rear: 52.0 / 48.0%
Rear wheel power in last gear: 93.4 kW (127 PS) at 247 km / h
Driving performance: Acceleration 0 100/150/200 km / h: 3.1 s / 5.4 s / 9.3 s, pulling speed 50 100/100 150 km / h: 4.8 s / 5.1 s
Top speed: 260 km / h *
Consumption: Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, Tank capacity / of which reserve: 18 / k. A. liters, range: 219 km
Base price: 22515 euros (plus additional costs)

Buell 1125R
Drive: Two-cylinder V-engine, 4 valves / cylinder, 107.0 kW (146 PS) at 10,200 / min *, 111 Nm at 8,000 / min *, 1125 cm³, bore / stroke: 103.0 /
73.0 mm, compression ratio: 12.3: 1, ignition / injection system, 61 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox
Landing gear: Light alloy bridge frame, steering head angle: 69.0 degrees, caster: 84 mm, wheelbase: 1387 mm. Upside-down fork, Ø fork inner tube: 47 mm, adjustable in spring base, rebound and compression stage, central spring strut, adjustable in spring base, rebound and compression stage. Suspension travel front / rear: 120/127 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/6.00 x 17″, Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Diablo Corsa III, 375 mm single disc brake with eight-piston fixed calipers at the front, 240 mm single disc with two-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2010/860/1170 mm, seat / handlebar height: 825/905 mm,
Handlebar width: 710 mm, 212 kg with a full tank, v./h .: 53.0 / 47.0%
Rear wheel power in last gear: 103.7 kW (141 PS) at 256 km / h
Driving performance: Acceleration 0 100/150/200 km / h: 3.2 / 5.5 / 9.0 s, pulling speed 50 100/100 150 km / h: 5.1 / 4.6 s
Top speed: 267 km / h *
Consumption: Fuel type: Super unleaded. Average test consumption: 9.2 liters / 100 km, tank capacity / of which reserve: 21.2 / k. A. liters, range: 230 km
Base price: 12499 euros (plus additional costs)

* Factory specification

PS diagram


Comparison test: BMW HP2 Sport, Buell 1125R

Power on the crankshaft; Measurements on Dynojet chassis dynamometer 150

The diagram belies the test feeling, because the Buell-Rotax looks stronger and more agile than the BMW-Boxer, especially around the bottom. But the test bench curve shows the HP2 engine to be a superior strength athlete until it runs into the limiter. At no point in time can the Rotax overcook the Bayern engine, it only reaches its level at 5000 rpm and 8000 rpm.

The Austrian’s strength development, on the other hand, is much more linear, which probably results in the all-time strong feeling. At the top, the hour of the V-Twin strikes: When the BMW is already finishing work, the Buell pushes it again? no wonder, with 16 hp more in the upper arm.

The slightly wavy line and especially the significant increase in performance of the BMW at almost 5500 rpm suggest the excellent engine characteristics. In fact, this is where the HP2 Sport moves most beautifully on the racetrack. And then she also plays the best music from the underseat tail.

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