Issue 127 : February - March 2003
Spaghetti Monster
Teutonic Tourer
Jet-powered Tourer
Lightning Muscle
Mountain Men
MAG Campaign Issues
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Spaghetti Monster
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Lightning Muscle
Last year was a good year for Buell in that it launched two new bikes to the world, first the Firebolt XB9R, which was then followed up later in the year by the Lightning XB9S. The latter may be loosely based on the Firebolt, but it is based more on the design principles of the original X1 and S1 Lightning, in other words it's a Streetfighter! Now this is not normally a term one associates with Harley- Davidson, the parent company. But of course this is one of the reasons they took on Buell so they could have an arm of the company moving away from what are perceived as the traditional values of Harley - big comfortable mile munchers using low tech V-twin motors. (Which, for those in the know, is a long way from the truth!) Buell though are rightly proud of the Lightning as Buell's Styling Director Michael Samarzja, explained at the launch: "The goal for the design team in styling the XB9S was to capture the heritage of the S1, S1W and X1 in the flavour of the new XB chassis. We wanted all the aggression of the ultra short S1. The original Buell Streetfighter. We wanted the signature cast tail section of the X1. The first styled/structural cast bodywork on a motorcycle. And we wanted the technical advantages of the new XB chassis. Short, rigid, narrow, light. Downdraft fuel injection with no air-box on the side of the bike. Density- wheels, a motor and a place to sit. Broad-shouldered and muscular. A modern day flat track racer for the street." Having now spent some time with one, I think he was bang on target with his description in every way. And while it might not be the quickest of bikes on the road, it is one of the most useable and fun machines money can buy! In the past, Buell's strange innovative looks have always been a problem. Now while beauty is always in the eye of the beholder, most people seemed to like this new machine, comments when parking up were always favourable. Certainly the short 'cobby' look seemed to encourage those short on leg inches to want to throw a leg across the seat. Unfortunately disappointment always followed this as they realised that despite its looks, this is still a big bike! Once on the move of course you do not notice the size or the bulk thanks to the clever weight distribution, this being one of the most technically advanced motorcycles in the market place. For instance the frame carries the fuel and the swinging-arm carries the oil. This clever weight distribution also fits in nicely with the design and styling principles of a Streetfighter, that of minimalist styling. What there is gives the bike an aggressive look, while at the same time making it look like a stripped down sports bike, ready to rumble with the best of the fully clothed sports brigade ridden by leather race kitted riders. And so it can without a doubt. The same new engine seen first in the Firebolt XB9R, which in appearance is closer to sports machinery with its half fairing, powers the XB9S. It has been developed by Harley-Davidson and Buell to deliver optimum performance, which for Buell means great torque over a wide rpm range, controllable power, user friendliness and an exceptional level of reliability.  This V-twin is a 45-degree, pushrod engine, equipped with DDFI fuel injection. It produces the highest specific output of any mass-produced pushrod engine, giving 84 bhp and 85.6Nm (63ft-lb) of torque. The bore and stroke ratio is slightly over-square which, combined with lighter pistons, rings and stronger connecting rods, allows higher revs and a 7500 rpm redline. Significant developmental efforts have been made to produce more torque over a broader rev band. This effort began with the development of a zero loss intake system and exhaustive research to obtain the best intake/exhaust tuning. It also found application in the new, high flow, head shape and the profile of the camshafts, with less overlap for an optimum mid-range power. The new lightweight valve train includes smaller diameter valves (7-mm stem) and ensures higher rpm stability. The Dynamic Digital Fuel Injection has also been redefined to achieve the torque, smoothness and driveability objectives given to the development team. This new 984cc engine is also simple, light and easy to service. A new gear shifting mechanism has also been developed that both improves shifting smoothness and the amount of effort required. The XB9S also features a compensated clutch that enhances the overall transmission smoothness, improves traction and reduces the clutch lever effort by using a new, lower spring rate. There is also a new belt drive system, which features an additional idler pulley that ensures a constant path length of the belt. The most significant advantage of this is the total absence of any lash in the transmission thus optimising overall control. In addition the constant belt geometry limits the influence of the secondary transmission to the rear suspension meaning no adjustment is required. This simplifies maintenance, reduces the number of parts and the weight of the rear axle assembly. Thanks to the new style frame, what appears to be the petrol tank is in fact the high volume air box with a high flow filter. The entire volume above the engine is available for this intake system thanks to the fuel location in the frame and does away with the unsightly air-box on the side of the engine, which has in the past put a lot of people off buying one. The XB9S also features a downdraft Ram Air intake that increases airflow and power at high speeds. The silencer is still located underneath the engine as before to lower the centre of gravity, but features a very large volume for maximum performance. If all of that makes you think that you lose the traditional Harley V-twin feel you would be wrong, it is still all there. Thumb the button and despite the now familiar 'Uniplanar' engine-mounting system, there is still some vibration present to let you know you are not on some sanitised Japanese projectile. The clutch still has a meaty feel to it and the gears still engage with a reassuring thud. Open the throttle and you feel the torque from the motor pushing you hard in the back towards the horizon at an acceptable rate of knots. This remains a constant feeling all the way towards the 120 mph top speed, which is of course more than adequate for today's roads, if we are honest. The new Lightning XB9S shares the same chassis as the Firebolt - a multifunctional aluminium frame that is used extensively as part of the bike's overall styling. It also blends the functions of a traditional frame with a fuel tank and its massive construction delivers an exceptional level of rigidity. The fuel is located in the bottom-end of the frame and therefore located much lower and more centred than on a traditionally configured bike. This lowers the centre of gravity and reduces the moment of inertia in pitch and roll. The overall weight of the frame is significantly lower than the weight of the traditional components that it replaces. As per the frame, the swingarm is made of aluminium and again, form meets functionality as the swingarm holds the oil reservoir around the arm pivot. This not only reduces the number of parts and the weight of the motorcycle, it also helps reduce the overall size of the bike. Dimensionally the overall XB9S chassis dimensions are as outstanding as the ones of a GP racer: 52 inch (1320 mm) wheelbase, 21 degree forks angle, 83 mm trail and 52% of the motorcycle weight rests on the front wheel. Put simply this is a very intuitive, natural motorcycle to ride through the twisties. You can throw it into roundabouts with very little thought and your favourite Sunday morning road can be traversed with consummate ease. Likewise if you do need to battle with traffic in towns and cities, the bike is light and flickable though the lines of gridlocked traffic. Unfortunately like a lot of bikes these days such pleasures are likely to be solitary ones as the pillion does not get the best of deals, high pegs, nothing other than the rider to grab hold of etc. It is a similar story when thinking of carrying anything. The excellent high quality Surlyn colour moulded plastics that form the bodywork do not allow magnetic tank bags or similar to be used. Going back to the fifties and early sixties this paragraph should go on about all controls falling easily to hand and so they do. The instrumentation is clean and uncluttered and has been inspired by the American hot rod industry. Hence they are usable and functional, easy to read but sparse compared to some modern day bikes. It is protected by a minimal front flyscreen resembling a number plate mounted over small, efficient dual headlights stuffed tight into the front end and held by a beautiful casting integrating all the components together. You could also argue that with just one front brake that this is sparse and functional. However, this is one system where less is definitely more! The front brake is a 375 mm ZTL inside - out brake rotor combined with a six-piston brake caliper. This configuration provides exceptional braking power and an excellent "feel" and "feedback" to the rider, while dramatically reducing the front unsprung weight. (ZTL - Zero Torsional Load) The rear brake is a 240mm single piston-floating calliper and has been optimised to ensure the proper balance between power and control so as to match the phenomenal characteristics of the front. Which in a lot of ways just about sums up this bike, one that has been designed to have fun on and be cheap to run. One that uses the best quality components to the highest specification but uses them sparingly. A bike where function and form come together to provide a machine that is capable of running with the best until things get extreme, while at the same time being comfortable and sensible. Where it falls down maybe is the limited fuel range, the best I managed was 110 miles between fill ups and perhaps the price! At £7,345 it is on the expensive side compared to what that will buy elsewhere. But if I am honest, what you get here is a real bike, one with character, it is not perfect, but is fun and has been built to ride, I could be persuaded to part with money to have one in the garage. Long may Buell continue to be different! Ian Kerr  |
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Ian Kerr takes the Buell Lightning XB9S for a spin and finds that this is a bike built to ride.