Buell Lightning Cityx Xb9sx
BUELL LIGHTNING CITYX XB9SX
Sheer Lightning
DON CANET
WHEN BUELL INTRODUCED THE XB9S LIGHTNING TWO years ago, I was struck by the huge difference a simple tubular handlebar and lower footrests made to what was essentially a naked XB9R. But the real difference was more psychological. I found the Lightning liberating to ride. The XB9S carried none of the pretense associated with the 9R, which was touted as the ultimate tool for unraveling a tight, twisty road. Rather, it delivered simple riding pleasure, no matter the pace or the place. And more importantly, unlike some other sport-oriented machines, I never felt as if I weren't doing the bike justice.
Well, the new-for-2005 Lightning CityX (say "City Cross") XI39SX has a more menacin~ mission role that is as transparent as its "Hero Blue Translucid" bodywork. Start by "Xing" out any notion that this is a benign iiaked bike. There's too much road~-warrjor attitude at work here, arid the effect it can have on a rider is not unlike Jim Carrey's transformation in The Mask!
It should be oh~ious that wheelics stoppics and stand up bumouts are all included in the CityX's sack of tricks. If stunt riding or hooli ganism is your hag, look no farther. It's a safe bet your riding buddies will &~ntice you into prosing that sour ability to v~hcelit. is worthy ol such a machine.
But kt assume you ic a niaturc tider ho doesn t succumb to such peer prc'~uie Or maybe you ire simply fond ol youi drivei s license. Is the CityX right for you? Its bad-boy attitude aside, this is basically the same oi~ streetfighter-inspired standard we took a hking to in 03 Aggrcssive appearanet. asidc it rcmains a good daily runner
Thanks to sophisticated electronic hid-injection, there's no choke or high-idle lever to fettle; simply thumb the starter button and the air-cooled 984cc V-Twin fires right up. Riding away following a cold start presents no stumbles or stut ters, and once fully warm, the engine idles at a hot-rod like 900-rpm lope. True to the engine's Sportster roots, clutch pull is Harley-Davidsonheavy, but engage ment is very smooth. The crankshaft carries plenty of flywheel inertia, making ultra-smooth get aways a simple task.
CYCLE WORLD TEST
The weighty crank and unique "zero-lash" belt drive system com bine with the five-speed transmission to deliver seamless upshifts. The silky drivetrain also does an amazing job of damping overly deliberate or sloppy bootwork. And during aggressive downshifts, the added crank mass helps to mini mize engine-braking-induced rear-wheel hop. Finding neu tral while at a standstill presented none of the problems we encountered with the `04 XB9S-admittedly, a low-mileage example-we tested in our recent World’s Best Streetbike shootout (“Excellence Exemplified,” October). Buells definitely run better with a few miles under their belts.
Throttle response is crisp and clean, just don’t expect the snappy pickup typical of many Italian or Japanese liter-class Twins. Then again, lugging the engine at lower revs produces a smoother, more pleasing ride.
Engine vibration, while always prevalent through the handgrips and footpegs, is never annoying. Individual power pulses are very distinctive at low rpm, but become rhythmic and soothing as revs build into the 3000 to 5000rpm midrange. Maintaining 4000 rpm in top gear nets an indicated 75 mph, just right for Southern California freeway flow. Unfortunately, the mirrors buzz a fair bit at this speed. Speeding up to 85 mph provides a slight improvement, but may have negative consequences-oops, that is a CHP on my tail!
The engine is happiest between 4000 and 6000 rpm, smack in the middle of its plateau-like torque curve. Peak horsepower is produced at the upper extreme of the 7500rpm rev range, but the engine becomes mechanically noisy beyond the 6000-rpm mark.
With its upright riding position and miniscule flyscreen, the CityX concentrates turbulent airflow below your head and shoulders with enough wind on your chest to support your weight at legal freeway speeds. The tradeoff is that extended runs above 80 mph are taxing.
Supermoto inspiration has elevated seat height-33.0 inches-beyond that of other XB models, but the fact that suspension travel-4.8 inches front and 5.0 inches rear-is unchanged limits actual supermoto potential. In the real world, the reshaped and thickly padded seat is not only extra comfy, it offers an enhanced view over traffic and added legroom. Shorter riders may want to consider fitting an XB12S seat or even the ultra-low XB12Scg saddle. All interchange. The bike’s taller stature and supermoto-inspired handguards make for a lane-splitter’s dream. Add the headlight ’roo bars, and other motorists will know this urban brawler means business.
With its short 52-inch wheelbase, steep 21-degree steering-head angle and minimal trail, the XB chassis would seem capable of turning on a dime-or even tying itself in a knot. In actual practice, however, the bike offers unflappable stability. Even with the ample lever age provided by the motocross-style handlebar, a fair amount of effort is required to flick from side-to-side at medium to high speeds. The righting effect felt when trail-braking into a corner is also more pronounced than on many sportbikes.
The Showa suspension offers a good range of adjustment front and rear, making it possible to dial in the ride to suit most any riding conditions. I found the standard settings on the firm side and a bit harsh during freeway commuting or bopping about town. An excursion over a favorite backroad, however, made good use of the legs with the damping clickers on even sportier settings.
The brakes are up for backroad burning, too. The rimmounted front brake has good sensitivity with nice feel, and the lever offers five positions of distance-from-thebar adjustment. The rear stopper offers good power without being prone to lockup.
Removing the seat reveals little storage space, with room enough only for the toolkit. There are no provi sions for securing a helmet, though a resourceful owner could hook a short loop _________________________ of cable around the seat mounting boss on the subframe.
No question, the CityX screams its intentions: Break the rules! Then again, the XB family was born out of non-conformity. What other modern bike stores fuel in its frame and oil in its swingarm? Can you name another pave ment-pounder this side of a Grand Prix road racer that has equally radical steering geometry? If the XB9SX's cross-braced handlebar, bark-busters, wire-caged headlight, rim-mount ed front brake rotor or see-through airbox cover-with an "X" marking the spot-isn't statement enough, then perhaps a stonkin' stoppie is in order after all.
EDITORS NOTES
I ENJOY TAKING THIS BUELL BY THE "B 1-lorns" and letting it do its thing. Hanging on, tail-out, front or back wheel in the air, it doesn't care. It's a stoppie machine--taut, tidy, lean. Take a demo ride and you'll see what I mean. I don't claim to know everything, but of this, I'm sure: Like me, this twowheeled urban-assault vehicle (call sign: `~CityX") prefers the wild outdoors to the close confines of conformity, where agents try to oppress our freedom (fought and paid for) to freak out a little. Hear my shout! I gotta make a getaway to that place where the only sound in my ears is the sound of my ride. Let freedom ring!
From decomposing, bar-busting backroads to coastal curves to the open road, the XB9SX handles it all with no distress at all. To Buell or not to Buell, it's your call. -iviark C'eri,icky, Assistant Editor
A FEW YEARS AGO. WHILE COMPETING IN the Loudon Classic roadraces aboard a Buell sportbike, I had an opportunity to speak with Erik Buell. As I recall, much of our conversation pertained to supermoto racing. Erik expressed interest in the STTARS series I had started back in 1997, bringing the European-style pavement/dirt disci pline to North America.
It came as little surprise that he showed an interest in the hybrid machines we raced; after all, the man is known for imaginative design and engineering that de& the norm.
While the CityX is said to have supermoto inspiration, one lap around a track with jumps, humps and berms will quick ly put the bike in its rightfiul place: the street. Back-alleys and technical backroads are where the XB9SX's short-travel suspension best suits the terrain. Think of it as a downtown trailbike. -Don Canet, Road Test Editor
ERIK BUELL HAS BEEN COMING OUT OF left field from the beginning. The motorcycles that his company has pro duced over the past decade have been both strange and wonderful. The XB9SX is no exception. -
What sets the CityX apart from Buells of the past is that it works so very well. Prior to the XB series, they'd always been quirky and problematic. Not anymore. And of the XB line, the 9SX is the best yet. better even than the l2S. Thank the 984cc engine, which isn't as torquey as the 12's, but which ends up being a lot more fun because it revs higher and quicker. A bonus is that the smaller-displace ment bike is more willing to change direction.
About the only gimmick I don't like is the translucent bodywork. Love the handguards. the moto-style handlebar and headlight guards, but lose the Tupperware.
Buells have finally caught up on refinement, and I've finally caught up with Mr. Bud's forward-thinking ways. Except for the bodywork, of course.
-Mark Hover, Feature Editor
BUELL
XB9SX
$8695
