Buell S1 Lightning Strike review

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Buell S1 Lightning Strike review

Spoiled for choice

The new Buell S1 Lightning Strike is available in eleven different color combinations. And because that alone would be too little for a special model, the Americans also buy a more powerful engine.

Four colors for the frame and wheels, four colors for the paintwork – at Buell there are eleven color combinations for the S1 Lightning Strike. Why only eleven cannot be explained at least mathematically. So be it. Other things of the special model are easier to analyze.
For example the engine called Thunderstorm. Buell promises 88 hp for the twin derived from the Harley Sportster drive. A value that the test bench confirms: the torque of the test machine is even higher than the manufacturer‘s specification: 117 Newton meters at 5000 rpm; apart from a slack between 2000 and 3500 tours, there is never less than 100 Newton meters available. The Buell technicians gave the Harley engine a lighter crankshaft, higher compression and new heads.
Obviously a successful treatment: the S1 pushes forward powerfully after the torque drop from 3500 rpm. Regardless of whether you are strolling on the country road or chasing curves, the 1199 cm³ twin drives the bird of paradise confidently in every situation. With so much power, the very long translation of the gear is not too important. Only the extremely long first gear is annoying in city traffic. The third is usually popular overland, the fourth is almost exclusively reserved for expressways – and the fifth? It only makes sense as a fuel-saving overdrive on the autobahn, it is not good for anything else.
The twin is surprisingly smooth-running. If it shakes vigorously in its rubber mount while standing, it calms down from 2000 tours and then hums obediently to itself without shaking the seals from the driver’s teeth. The fact that it doesn’t scream acoustically is mainly due to the voluminous stove pipe under the engine. The silencer only emits a pleasantly sonorous sound.
So it’s a good basis, but propulsion isn’t everything, a bike should also brake. The Buell can do it, at least at the front. Six pistons bite into a brake disc in the family pizza format and stop the S1 safely at any time. According to the sales brochure, the following applies at the back: “Since the front brake is so snappy, the rear brake requires a lot of operating force to prevent the driver from overbraking.” In other words, you can save yourself having to step on the pedal, unless your foot needs one little movement. The disc cannot really slow down.
In terms of division of labor, the chassis holds it like the stoppers: front good, rear well. While the upside-down fork from White Power comfortably swallows unevenness, the shock absorber, which is subjected to tensile loads, mercilessly transmits even the smallest bump through the board-hard and narrow seat to the driver. A forced gait on undulating stretches is not one of the main disciplines of the S1. The Buell only scores points on level slopes thanks to its upright seating position, wide handlebars and handy chassis geometry. Physical effort is always required when dealing with 220 kilograms of US mechanical engineering.
In short: for around 100 marks per kilo, the B.uell S1 Lightning Strike a great and economical engine, but not suitable for travel. But they’re not really interested in such a colorful cafe racer anyway.

Specifications – Buell S1 Lightning Strike

Engine: Air-cooled two-cylinder four-stroke 45 degree V engine, transverse crankshaft, four underlying, gear-driven camshafts, two valves per cylinder, bumpers, hydraulic valve lifters, rocker arms, dry sump lubrication, a Keihin constant pressure carburetor, Ø 40 mm, contactless transistor ignition, none Emission control, electric starter, three-phase alternator 319 W, battery 12 V / 12 Ah. Bore x stroke 88.9 x 96.5 mm, displacement 1199 cm³, compression ratio 10: 1, rated output 65 kW (88 PS) at 6100 rpm, max. Torque 105 Nm (10.7 kpm) at 5600 rpm Power transmission: primary drive via triplex chain, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt, secondary ratio 29:55. Chassis: tubular steel frame, upside-down fork, guide tube diameter 40 mm, with adjustable rebound and compression damping, two-arm swing arm made of steel profiles, a spring strut with adjustable spring base, rebound and compression damping, front disc brake, six-piston caliper, Ø 340 mm, rear disc brake, single-piston caliper, Ø 240 mm. Cast aluminum wheels 3.5 x 17; 5.0 x 17 tires 120/70 ZR 17; 170/60 ZR 17 Chassis data: wheelbase 1420 mm, steering head angle 65 °, caster 99 mm, spring deflection f / h 119/125 mmService dataService intervals every 4000 kmOil change with filter every 8000 km / 2 lMotor oil Harley-Davidson HD 240Fork oil Harley-Davidson spark plugs 6R12Timing belt 1000Le / minTire pressure front / rear 2.2 / 2.5 barColours orange, silver, black, white, performance variants -Guarantee one year with unlimited mileagePrice including VAT 22,660 MarkDimensions and weightsL / W / H 2055/755/1174 mmSeat height 830 mmTurning circle 6810 mmWeight fully fueled 220 kg permissible total weight 396 kg payload * 176 kg wheel load distribution 50/50% tank capacity / reserve 19 / 2.3 liters driving performance / measured values ​​top speed solo 187 km / h acceleration0-100 km / h 4.3 sec0-140 km / h 7.7 sec0-160 km / h 10.4 seconds pull-through 60-100 km / h 6.3 seconds 100-140 km / h 12.8 seconds speedometer deviation display / effective 50/49, 100/97, 130/125, 190/187 fuel type super fuel consumption in the test at 100 km / h 3.9 l / 100 km at 160 km / h 5.3 l / 100 kmL andstrabe 5.0 l / 100 km Theoretical range 380 km

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