Buell Xb9s Lightning
CYCLE WORLD TEST
Buell XB9S Lightning
One striking ride
DON CANET
LIKE DÉJÀ VU IN A GROUNDHOG DAY sort of way, I once again found myself logging the first ride on a new Buell in a Steve Anderson wake of words. As was the case with the XB9R Firebolt one year ago, Anderson’s technical preview (“Buell XB9S,” October) spelled out the design philosophy behind Erik Buell’s latest creation in such a compelling way that it left me clamoring for a ride on one of the high-handlebar machines.
Essentially a Firebolt in streetfighter trim, the new XB9S Lightning lends a fresh look and roadwise riding position to the proven power and chassis package of the clip-on-equipped XB9R. While actual physical changes may be few, the end result is a machine that provides a whole new riding experience.
Flash back first to the Lightning press launch held at Southern California’s Irwindale Speedway. As luck would have it, a nearby forest fire had foiled the planned ride over the local mountain roads. Fortunately, Buell had enlisted former dirt-tracker Reg Kitrelle to set up a BattleTrax course in the parking lot adjacent to Irwindale’s 1/8-mile dragstrip. Did someone say something about a parking-lot race? Hey, I’m all over it!
BattleTrax is a solo time-trial event run through a diabolically tight-and-twisty course defined by chalk lines and cones. Kitrelle’s program provided a fun means for Buell to showcase the Lightning’s uncanny maneuverability and ease of handling, while stirring the competitive juices among the band of invited journalists.
Whereas Anderson’s preview suggested the merits of the Lightning’s dirt-track-inspired ergonomics and styling, Irwindale’s dust-strewn pavement-compliments of a neighboring rock quarry-put said ideals to the test. Beginning with my first run through the 32-tum course, I found the Lightning exceptionally competent and trustworthy. Negotiating the slick surface would have been unnerving aboard most street-legal machines, but the Lightning was well within its bounds.
An upright riding position provided by the wide tubular handlebar, abundant cornering clearance and extremely tractable power delivery makes the XB9S the most effective BattleTrax weapon I’ve ever ridden short of a full-on supermotard racer. It was no surprise, then, when my pseudomotard riding style, accented with a fair degree of rearwheel steering, posted quick time. Fun stuff!
While low-gear BattleTrax antics are well removed from real-world riding, they did provide insight into the broad scope of the bike. Day-to-day living with the XB9S was even more enlightening. Unlike the XB9R, which is marketed as “the greatest backroad bike of all time,” the Lightning shoulders no such pretense.
It all really boils down to frame of mind: The Firebolt has me looking for the next set of twisties to prove its purpose, whereas fun aboard a Lightning begins the moment I leave my driveway. In fact, it’s such fun I found myself devising new excuses to ride off on cross-town errands. The Lightning exudes the same “let’s go out and romp” attitude as the KTM Duke II, but with added open-road comfort and practicality.
Thumb the starter button and the air-cooled, fuel-injected, ohv, 984cc V-Twin leaps to life. There’s no choke or highidle lever to fuss with, and the engine quickly settles into a hot-sounding 900-rpm lope. As with the XB9R, clutch pull is Harley-heavy. This might be acceptable on more burly Milwaukee-made machinery, but it stands out like a wart on this model. If Buell is planning any future changes, lighter clutch pull should top the list.
Our testbike arrived with only a couple hundred miles on its odometer. During initial testing, the transmission felt pretty tight, especially when trying to catch neutral. Traffic lights were an exercise in left-foot futility; I had to toe the shift lever repeatedly from second to first and back to second again before finally finding neutral. Beginning the hunt before rolling to a complete stop-a technique that often coaxes a stubborn tranny into neutral-didn’t always do the trick, either. Thankfully, shifting improved as our bike neared the 1000-mile mark.
Clutch engagement, however, was very smooth, even on Day One. And once the bike was rolling, the five-speed box felt light and precise, requiring only the slightest pull on the clutch lever to facilitate a shift. The engine’s substantial flywheel mass and “zero-backlash” belt final-drive eliminate any unwanted drivetrain slop, even when subjected to a hamfisted throttle hand. There aren’t many other bikes-aside from the Firebolt-that afford such seamless gear changes.
Lugging the motor down below 2500 rpm in a tall gear produces a pleasant Big-Twin beat. Attempting this same drill on a Ducati Monster, for example, produces a lurching, shuddering effect that reverberates through the drivetrain. Give the Buell’s throttle a full pull just off idle and the engine will lay out a broad spread of torque that extends all the way to the engine’s 7500-rpm rev limit. Throttle response is excellent, too, although the considerable crank mass needs a moment to build momentum.
Keeping revs between 3000 and 4000 rpm results in smoothness that defies stereotypes associated with big, pounding Twins. Riding smack in the heart of this sweet spot nets an indicated 65 mph in top gear. As speeds approach 80 mph, vibration begins to find its way through the seat and handlebar, but never becomes too extreme, even when the engine is run to the upper end of its rev range.
The tiny fly screen mounted atop the bug-eye projectorbeam headlights provides little wind protection and pretty much regulates high-speed running time. The riding position cants the rider’s upper body forward into a slight lean that balances nicely in the face of a 75-mph windblast. The saddle is more than a styling treatment, offering plenty of padding and support. The footpegs are an inch lower than on the Firebolt, striking a good balance between legroom and cornering clearance.
A few freeway stints between home and office with standard suspension settings prompted me to remove the flatblade screwdriver from the XB9S’s underseat toolkit. The Lightning’s Showa suspension is identical to that fitted to the Firebolt and delivers the same firm, sporting ride. Good news is that the fork and shock are both highly adjustable and offer ample range for dialing in more bump compliance. The factory prescribed settings feel best when engaged in a backroad romp. For daily duty, however, I preferred lighter damping at both ends.
A smooth riding style also allows for a softer setup. Execution of fluid cornering lines and smooth transitions between acceleration and braking are something the Lightning does well. Its wide handlebar reduces the high-effort steering trait of the XB9R, but the ’Bolt’s surefire stability is retained. Even with a short 52inch wheelbase and ultra-steep 21degree steering-head angle, the Lightning doesn’t exhibit any of the nervous nature akin to some other streetfighters. Unique in its appearance, the “inverted” front brake, with caliper inside rotor, performs exceptionally well, too. Initial bite isn’t overly aggressive, yet a strong two-fingered squeeze on the lever delivers enough stopping power to loft the rear wheel. The lever has five-position adjustment and firm feel. The rear brake is effective without being too sensitive, and requires a concerted effort to lock the rear wheel.
Much like the XB9R, there’s nothing kit-bike-like about the Lightning-something you couldn’t say about past Buells. The instruments are attractive and function well. The dash-mounted warning lights can be seen in direct sunlight and the LCD odometer can be toggled between two tripmeters, a low-fuel odometer and clock. The hand controls and switchgear are well laid out and offer smooth operation. I did have trouble removing the seat until I discovered that pulling back and up on the passenger grabstrap does the trick. Other than accessing the spartan toolkit or the compression clicker on the shock reservoir, though, there’s no reason to even go there. Storage space is negligible; I couldn’t fit my wallet under the seat and payday was still a week away!
Ah, well, what do you expect from a bike that carries its gas in the frame and its engine oil in the swingarm? Conventionality? Not a chance.
BUELL XB9S LIGHTNING
$9995
