All Drive Tests – The villainous roadster – Used BUELL

Posted on by admin

The villainous roadster

All Drive Tests - The villainous roadster - Used BUELL

A sunny afternoon in November, ideal for enjoying the pleasures of motorcycling in the countryside, in the middle of the woods … With a Buell XB12S for playmate !

A sunny afternoon in November, ideal for enjoying the pleasures of motorbiking in the countryside, in the middle of fields, meadows and woods… If to this bucolic painting you add a little spice with trying on a beauty with an original dress and a demeanor that suggests some turbulence, life is good! It’s already delighted that I’m going to the Harley Buell Voxan dealership in the Troyes area. The arrival of the XB12 (R and S) in concession has relegated many customs to the back of the store and there is therefore no need to go further than the doorstep: a brand new XB12S, in its black dress shiny, with its golden orange rims, throne, sparkling and already registered, ready to taste the pleasures of the road…

With the loan forms sent out, I’m good to go. A customer who comes to test the XB9R will be part of the trip left to us at our convenience, with a gracious hour and a half ahead of us. The two twin-cylinders are already echoing on the sidewalk and the XB12 with its muffled Harley-typed sound hammers the ground with its crutch with a magnificent "ploum ploum ploum".

Truncated rear, minimalist nose screen overhanging two single optics, oversized aluminum frame, perimeter brake, flat handlebars … nothing seems to distinguish the XB12S from its little sister the XB9S, if not its garish colors to say the least.

In the saddle, the commodos are not unknown to me for having already tried its little cousin and breakaway companion the XB9R (read). The cockpit is after all classic, only the ignition key on the left side of the optical unit is a bit surprising. The driving position is however very disconcerting: the bust straight, the flat handlebars very close to the body without the slightest support on the wrists, the footrests slightly set back. Apart from the wide and almost soft saddle, it almost feels like a supermoto !

The weight (though very measured for a 1200cc) is a nod, as is the torque for the first few meters. This motorcycle is unlike any other. The front axle seems very lively and responsive, the front brake (with a 375 mm perimeter single disc with 6 piston caliper) has a very appreciable bite, the rear brake on the other hand has a particularly hard and immobile lever to the point that I wonder s ‘it is functional. Increased pressure … it slows down yet, at least it slows down the beast.

The big 1200 tumbled long stroke (100 hp and 11.1 mkg), if it has a little inertia, does not balk at low speed (probably helped by the new valve system on the exhaust) and knows be almost smooth past 2,000 rpm (speed below which it knocks a little) as long as you do not torture the handle. He gasps at a seemingly unstable idle, settles down around 2000 – 3000 rpm, then snorts and tows manly..

The gearbox is relatively firm but seems better than the older generations (type X1), without being easy, especially at a standstill. Because if the gear changes do not show any difficulty while driving (although a little more precision would not hurt), the neutral point is indeed difficult to find and the first sometimes a little too firm, without locking dryly. . The engine brake is relatively measured for such a displacement and will not surprise too much, even a novice in twin cylinders..

Out of town on a trickle of gas, time to let the temperature rise, my colleague walked up to the entrance to the ring road. I open a little to see, just enough time to see myself teleported to the next exit, towards the virolos.

Departmental campaign, I squeeze a little harder only to see with pleasure that it pushes severely from 3,000 rpm and up to the entrance to the red zone, slightly above 7,000 rpm. The 5 reports of the original Harley gearbox then follow each other quickly! The speed is somewhat unreadable given the typography of the speedometers, but regardless, the XB9R’s flagship is pulling away quickly in my shaky retro, a sign that I must be a little over the speed limit.

Gentle braking to signal a change of direction to my follower: 3 km of hill climbing on the program, my playground, gazzzzz to the top! The impressive torque propels me vigorously but smoothly from corner to corner, the power of the brakes bringing me back to a wiser pace when entering a corner. Pin on the left on a thread of gas, slightly swayed for fun, go around (no longer anybody behind?) And long right 180 °: "broooOOOOOOO" … The wide rear tire (Dunlop D207) does not mind passing all the power on the ground, helped by suspensions (Showa front and rear all settings) to say the least … firm !

The colleague being uncomfortable on what seems to him to be a hyper-reactive mini-motorbike, I therefore open the road, paying little attention to his lighthouse which moves away irreparably at each exit of the village and especially as soon as the road becomes winding. The lightness of the XB12S helped by a firm chassis helps build confidence … although the front axle is very agitated on any bumpy, without affecting too much the trajectory. The slightly domed saddle facilitates pelvic movements from one side to the other, swaying almost becoming a game. The position of the handlebars very close to the bust accentuates the sensations when braking, suggesting a landing of the helmet on the mudguard. front, while the short wheelbase seems conducive to trim changes. This is confirmed by slight shedding of the rear wheel on very heavy braking, and this front wheel which only seeks to leave the ground as soon as you turn the handle sharply…

If he can be relatively flexible for a bi, the big 1200 becomes downright brutal if you do the same with the gas. And it’s with surprise that I find myself in a bit of an acrobatic position after a strong 3,000rpm go-around in first gear. Hey, it dawns! New attempt, the foot on the brake just in case and confirmation: it lifts, and not gradually! With this indosable rear brake, it is better not to tempt the devil too much !

Let’s leave the stunt there to focus on the road, trajectories and landscape. The what ? In short, as soon as a clear stretch of road looms on the horizon, a series of curves show the tip of its nose, only the trajectory remains in my visual field !

The wide useful rev range allows for some fantasy depending on whether you want torque at the exit of the curve or power in the turns. The turns are linked without taking care to adjust the gear ratio. Either way, it picks up strong enough to have to put the brakes on when a tractor suddenly looms in the middle of the road around a bend! The agricultural pachyderm monopolizes the whole road or almost and a few cars arrive in front … The engine brake being little present, I allow myself to enter the first when an opportunity to overtake arises: gaaaaaz !! What is my surprise (and that of our Marcel on duty in his Macey Fergusson) to pass the machine on a wheelie, far from being voluntary! Not even time to sweat (no reason, the animal finishes landing on its own!) That the reports are already linked until the next village.

Short stop to share our impressions: my playmate definitely doesn’t get used to the reactivity of the toy that is the R, its small size and this collected driving position. But that’s what you call a playful, characterful bike, right? Ah, are there people who don’t like it? Too bad for them … "We can trade if you want!"

So here I am at the handlebars of the XB9-R (read). The bracelets fall well under the hand, the knees tight to the aluminum frame acting as a tank, the nose above the small smoke bubble, the Buell Racing dual-outlet exhaust spitting me furiously on the shoes, the motorcycle seeming to sit its rear end at each gas stroke, even when stationary.

The 300cc or so that I lost in the trade show up quickly. The engine is much less brutal and above all more hollow below 4,000 rpm (perhaps due to the racing kit which favors power over torque), a speed from which it is in turn angry and ready to go. assault of 7000 rpm (no need to go beyond). It is a question here of whipping the engine a little more, by means of which the performances approach enough of the 1,200 which despite its higher torque does not really let me down in the revs, as long as the 900 does not go under the 4000 rpm. So I don’t have to pray too much and with a thunderous growl I pass my colleague who left in front, drooling on my lips to assault the beautiful curves that arise. The position encourages, more than on the S, to attack by looking into the distance, to play with support on the footrests, to move from one side of the motorcycle to the other, to titillate this grip of gas. would be what to distill this fully liberated sound of a hoarse, deep and deep baritone that stirs the guts.

The XB-R is more incisive although less maneuverable and it is less rough on bumps due to a more weight distribution to the front. The small fork head with lenticular eyes does its job and helps shelter from turbulence (as long as you dab). Less alert in very tight sequences for an average driver (like me), it makes up for it with a precision and stability that the S does not have in long curves. It is even with enthusiasm that we approach them with a smile, the grip welded at the point of the rope, gleefully swaying, as if letting the bike drive itself, spectator of its trajectory. On the contrary, the smallness and the collected position criticized by my colleague delight me and encourage me to play, to open hard and above all to pass quickly to places where the random stability and brutality of the 12S would clearly restrict me..

In short, this bike is easy … and yet playful, alert and lively. Its engine, criticized at the start for lack of torque and especially power, suits me perfectly, even if I imagine that the 1200 would suit it perfectly..

An XB12R would therefore strike me as a fantastic weapon. Coupler and brutal at will, flexible and almost comfortable for an almost sporty, villainous and original, light and agile…

And the practical side, the comfort of the passenger, the cost of maintenance, the after-sales service, the Harley affiliation for what is more akin to a sporty character than a custom? No matter, the heart has its reasons that reason ignores !

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *