Buell Lightning XB12S review

Buell Lightning XB12S review

Buell Lightning XB12S review

Evolution theory

Buell is now finally leaving the ecological niche of the harmless exotic. The active XB12S poaching in the area of ​​the 100 PS Nakeds ?? and in-house.

In front of the Stuttgart Natural History Museum at Löwentor, a timeline is paved, the scale of which begins with the Big Bang, twelve to 16 billion years ago.

At the other end, the present, the crown of Buellschen Motorenbau’s creation, the XB12S, wants to come to life
to be awakened. It wasn’t until 2002 that the
Firebolt XB9R and Lightning XB9S presented, now their garish gene mix lives in
the 12R and S continued. Buell calls this relationship “sister models”; genetic makeup would be more appropriate. Because the 9th generation only fulfills the Euro 1 emissions standard and will die out from July 2004, while the 12er, which is only 1000 euros more expensive, will occupy their ecological niche.
With the same exterior, their heart chambers have more volume. The Buell biologists left the bore at 88.9 millimeters and increased the stroke in the archaic 45-degree V2 to 96.8 millimeters. The throttle body and the beautiful elbow worms grew to 49 and 44.5 millimeters in diameter, respectively. This is not a case for bean counters, it works
not just by 1203 instead of 984 cm3, no, the 12-series Buells are real long-stroke engines again, with the same key data as the ancestor S1.
The injection engine babbles sonorously, but has severe concentricity problems for the first few meters due to the lack of idle speed increase. When standing, it also pulsates warm-
ren strong, but under load the bumper unit calms down to a gentle massage level. The V2 is elastically mounted at the front and rear, rubber elements effectively eliminate vibrations when driving. The airbox sits under the dromedary-like arched tank dummy, its huge suction throat above the oil cooler directs cool wind to the rear cylinder, as does the annoyingly often running fan.
The almost 100 hp V2 pushes into fast-paced areas, the Buell runs off
like a wild bull, sprinting under four
Seconds from zero to 100. The bearish torque curve makes wheelies child‘s play. Already at 3000 tours
there are a whopping 95 Nm and almost 100 things in the last gear, the long stroke revs up powerfully. In the fifth, the limiter seals off at 6700 rpm, before the red area. The factory-specified 217 are optimistic, at 209 is the end. An electronically controlled flap in the stovepipe silencer, which is typical of the brand, contributes to the harmonious power output and direct throttle response:
Depending on the speed and position of the throttle, the gas column swings through all three exhaust chambers to promote torque or escapes directly, which promotes free revving.
The longer arm of the gearshift lever ensures that the five gears are engaged with some precision, but Buell drivers should have enough manual clutch power. Only slight load change reactions cloud the picture, the toothed belt, which has been widened to 14 millimeters, is always kept backlash-free by a tension pulley. Maintenance-free hydraulic valve lifters are a pleasure for the wallet, as are the inspection intervals that are now extended to 8,000 kilometers for all Buell. The frugal consumption of
Less than five liters per 100 kilometers does not require any new oil campaigns in the Middle East. It is incomprehensible that exhaust gas cleaning is missing. Amazingly, intelligent engine management alone should just undercut the current Euro 2 standard, which no other breeder can do with such large individual cubic capacities.
And not such a radical chassis:
A wheelbase of just 1.32 meters with a short 83 millimeters caster and a 69 degree gradient-
The steering head promises agile handling. But the 209-kilo-weight hum does not fall as lightly from one lean angle to the next as expected and only acts accurately on asphalt as smooth as possible. Braking or leaning is called for in corners, because the iron horse acknowledges deceleration with an abrupt straightening up, then it has to be kept on course with pressure. In addition to all of this, the 12er with the standard Dunlop D 207 tires follows all too willingly. That makes both motorcycle and human nervous.
The crux of the matter is acute
Tire allergy, because with the D 208 the American cattle drive like transformed. Unfortunately only for guinea pigs with a red number, because a release should only be available in the spring after new driving tests. Hence the findings of the MOTORRAD laboratory: On D 208 the Buell stays on course much more neutrally when braking and straight ahead, the tendency to lean up is minimized. In curvy areas, the 1200 is now hand-tame, the handling of agile, fluid cornering is an addictive factor. It’s a shame that Buell knows the problem with the 9 and still sticks to the lighter, supposedly handling-enhancing 207.
The spring elements, a size 41 upside-down fork and a central spring strut respond finely enough and not only conveniently filter out rough bumps.
You can be complete and effective
indivi in ​​damping and preload-
cease duel. The shock absorber is linked directly to the two-arm triangular swing arm, which has a dual function to store the engine oil for the dry sump lubrication.
The massive aluminum bridge frame in turn serves as a forestomach for 98-
octane concentrate feed. Bulges in this optically dominant backbone
make room for moderately long legs in combination with quite deep footrests, the front wheel-oriented seating position à la Ducati Monster slightly stretches the spine. It fits perfectly orthopedically and offers a good view, the bench is comfortable. Just a pillion will not be happy
take a seat on the squat Bull Terrier, whose rear light is above the wheel axle. The short front fender and the perforated sheet metal in the frame ridge ensure involuntary shower inserts when it rains.
As compact as the dimensions are, so numerous are the admirers of the bu (e) ll creature at every break. On the way there, the measly engine braking torque is of no help, the large centrifugal mass of the crank drive is noticeable when you take the accelerator away. But you can rely on the unconventional front brake. The perforated 375 brake disc is attached to the outside of the amber-colored rim so that the spokes and hub can be kept light and filigree. The six-piston caliper bites from the inside? easy to dose after a little idle, transparent and vehement. In contrast, the rear stopper acts a little toothless.
Unterm Strich, the fun-tastic bike inherently has good facilities. After Buell recorded a 70 percent increase (!) In new sales in the current year, the active and special XB12S species will find their way. Especially with the right tires.

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Buell Lightning XB12S review

Buell Lightning XB12S review
Evolution theory

Specifications – Buell XB12S Lightning

Engine: air-cooled two-cylinder four-stroke 45-degree V-engine, four underlying, chain-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, electronic intake manifold injection, Ø 49 mm, transistor ignition, no emission control, electric starter, Three-phase alternator 520 W, battery 12 V / 12 Ah, bore x stroke 88.9 x 96.8 mm, displacement 1202 cm3, compression ratio 10.0: 1, rated output 74.6 kW (101 hp) at 6600 rpm, max. Torque 110 Nm (11.2 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 4.69 g / km, HC 0.94 g / km, NOx 0.17 g / km Power transmission: Primary drive via triplex chain, multi-disc oil bath clutch, five-speed gearbox, Toothed belt, secondary ratio 65: 27. Chassis: aluminum bridge frame with integrated fuel tank, bolted rear frame, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut, directly hinged, adjustable spring base, tension and Compression damping, internal disc brake at the front, floating brake disc, Ø 375 mm, six-piston caliper, rear disc brake, Ø 240 mm, single-piston caliper. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 180/55 ZR 17 tires in the test Dunlop D 207 Y / U Chassis data: wheelbase 1320 mm, steering head angle 69 degrees, caster 83 mm, spring travel f / r 119/127 mm.Warranty two years with unlimited mileageColors black, redPrice 11499 euros Additional costs 249 euros

MOTORCYCLE Measurements – Buell XB12S Lightning

Driving performance Top speed * 217 km / h Acceleration 0 ?? 100 km / h 3.9 sec 0 ?? 140 km / h 6.5 sec 0 ?? 200 km / h 15.2 sec Pulling 60 ?? 100 km / h 4.0 sec 100 ?? 140 km / h 5.0 sec 140 180 km / h 6.6 sec Speedometer deviation effective (display 50/100) 50/99 km / h Fuel type Super Plus consumption in the test at 100 km / h 4.0 l / 100 km at 130 km / h 5.7 l / 100 km Country road 4.8 l / 100 km Theoretical range 292 kmDimensions and weightsL / W / H 1980/870/1200 mmSeat height 810 mmTurning circle 5870 mmWeight fully fueled 209 kg Permissible total weight * 385 kg Payload 176 kgWheel load distribution v / h 49/51% tank capacity / Reserve * 14/3 liters

Verdict – Buell XB12S Lightning

Compliments, the XB12S is a classy species and a worthy descendant of the ancestors S1 and X1. With its powerful yet refined engine, it goes like an oiled lightning bolt, and the chassis has good facilities. Anyone who empathizes with the potentially bendy Buell, understands its nature and its individual character, reaps great driving pleasure, literally soaks up the landscape. And their independent design with great attention to detail spoils the eye. It’s just a shame that Buell failed to release the 12s into the wild with the right tires.

20 years of Buell

Erik Buell has been consistently filling his dream of the “All American Sportsbike” with life for 20 years. “In the beginning I was a one-man team that repaired, tuned and almost completely built its own motorcycles,” says the ex-racer. After graduating in mechanical engineering in 1979, Erik started, as everyone in his company calls it, as a test engineer at Harley-Davidson while still racing on the Yamaha TZ 750 and Ducati 900 SS. He then switched to engines and chassis from Barton, a small English manufacturer. When the latter closed its doors in 1983, Erik Buell founded his own company. The first Buell was called the RW 750 for “Road Warrior”, a two-stroke four-cylinder with 165 hp, weighing 137 kilograms. In 1987 the road warrior was followed by 50 examples of the RR 1000 Battletwin with a rubber-mounted Harley XR1000 engine in a lightweight chassis. It was the ancestor of today’s Buell types and already had some typical design features. “Centralizing the masses” remained the primary development goal of every new development at the US forge. In 1993, Harley-Davidson took a 49 percent stake in Buell in East Troy, Wisconsin. The Thunderbolt S2 became the first jointly produced model in 1994. In 1998 Erik Buell sold a further 49 percent of the company to Harley and became technical director: “I wanted to gain more freedom to devote myself to my motorcycle visions.” Erik Buell has the feeling for extraordinary bikes and his dexterity on the guitar never lost. Blues and rock ?? n ?? Roll. Congratulations!

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