Category: Dailies


After being canned by Harley, Erik Buell is back with the fastest motorcycle he's ever made. The Erik Buell Racing 1190RR develops 185bhp at the rear wheel thanks to a larger, 1190cc version of the rotax v-twin. It's also 8lbs lighter than even the cheater 1125RR thanks to higher quality chassis components. The worst part? This probably would have been a street legal model if Harley didn't have its head so far up its ass.

Update: Dyno comparison between 1125RR and 1190RR below.


Dyno image via BadWeatherBikers

Here's what Erik Buell Racing has to say:

The 1190RR is the first new motorcycle from Erik Buell Racing. Based on the 1125R and 1125RR, the 1190RR brings engine displacement close to the AMA American Superbike (ASB) class limit for twins and the WSB limit overall. Although it is not currently approved for AMA ASB class racing, this bike can be raced in many classes around the world and should add new excitement racing against other premium street-based twin roadracers. The 1190RR models are constructed at our shop from new 1125Rs with a complete kit of Superbike level components. Engines are completely disassembled and blueprinted, with top-shelf internal parts added to deliver reliable performance at the extreme rev ranges required for a twin-cylinder bike to compete at these power levels.

The chassis is completely updated with the finest components, as well as all the details for adjustability and comfort requested by the top test riders who have been involved over its development. Test riding of the 1125RR by Alex Barros, Jeremy McWilliams, Chris Ulrich, Taylor Knapp, Cory West, and more - plus the 1190 motor and a winter of further engine and CFD development - means we can finally deliver an exotic American racing motorcycle that will deliver world-class track performance and excitement for sponsors and fans.

And here's the specs:


Type: 72˚ V-Twin, 4-Stroke, 4-valve DOHC FF valvetrain

Displacement: 1190 cc

Bore and Stroke: 106 x 67.5

Compression Ratio: 14.25:1

Heads: CNC ported

Valves: Titanium, 42.0mm intake, 35.4 mm exhaust

Power: 185 RWHP @11,500 RPM (Dynojet Rear Wheel)

Torque: 93.0 Ft-lbf @ 9,500 RPM (Dynojet Rear Wheel)

Piston: Forged alloy slipper type

Rod: Forged H-beam high strength alloy steel

Crankshaft: Lightweight forged steel

Fuel System: IDS Technology DDFI 3 electronic fuel injection and engine management system, fully programmable, 61mm throttle bodies, dual injector with showerhead, PWM fuel pump

Exhaust: Titanium ultralight 2 into 1 system.

Clutch: Multiplate Slipper

Primary Drive: Straight cut gear, 1.806 ratio

Transmission: 6 speed
Ratios: 6th - 24/25 (0.960:1)
5th - 25/24 (1.042:1)
4th - 27/23 (1.174:1)
3rd - 29/21 (1.381:1)
2nd - 28/16 (1.750:1)
1st - 32/13 (2.462:1)

Final Drive: 520 Chain


Frame: Light alloy large section beam with integral fuel cell

Subframe: Light alloy tubular

Wheelbase: Adjustable - 1400 to 1460 mm (55.1 to 57.4 in.)

Rake: Adjustable - 21˚ to 22.5˚

Front Suspension: Showa Race 43mm inverted fork, fully adjustable with BPF technology providing true separation of rebound and compression damping.

Front Wheel Travel: 120mm (4.72 in)

Front Brake: 387.5 mm (15.25 in) semi floating ISO multi-fin rotor with 8 piston ZTL2.5 caliper
Front Wheel: 6 spoke ZTL magnesium, 3.50 x 17

Front Tire: 120/17 ZR-17 Pirelli Diablo Corsa III

Rear Suspension: Light alloy swingarm with Showa Race damper, adjustable compression, rebound and ride height.

Rear Wheel Travel: 127 mm (5 in)

Rear brake: 240mm lightweight disc, 2 piston caliper

Rear Wheel: 6 spoke magnesium, 6.00 x 17

Rear Tire: 190/55 ZR-17 Pirelli Diablo Corsa III

Fuel Capacity: 4.6 US Gal

Battery: Buell Li-tech Lithium Nanotech
Dry Weight: 360 lbs (wet, no fuel)

Erik Buell Racing

comments powered by Disqus