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2011 Erik Buell Racing 1190RS Preview

Kevin Duke — Mon, 21 Feb 2011 12:30:00 -0500

2011 Erik Buell Racing 1190RS Preview

But anyone who is familiar with the ever-tenacious Erik Buell knew that we'd again see him and his influence in another streetbike. It was only a matter of time.

Well, that time became this weekend at the Powersports Dealer Expo in Indianapolis, Indiana, when Mr. Buell rolled out his new 1190RS streetbike.

"I'm into this deep!" he told Motorcycle.com during the bike's debut, with a mix of elation and exhaustion painted on his face.

2009 Buell 1125R Daytona SportBike Review

Kevin Duke — Mon, 27 Jul 2009 06:50:00 -0400

2009 Buell 1125R Daytona SportBike Review

But the armchair crew chiefs aren't taking into account that the RR racebike isn't much changed from the modestly powerful 121-horse R streetbike, itself deemed legal for AMA Pro's Daytona SportBike class racing against four-cylinder 600s.

And that's where current events converge with this story, as we recently had the opportunity to sample a race-prepped Buell 1125R in the same configuration as used by Danny Eslick to win five Daytona SportBike races thus far this season. The main difference between 'Slick's Rossmeyer GEICO Powersports RMR bike and the 1125RR is with the engine internals.

Now, some of you may take issue with Daytona Motorsports Group's rulebook that allows an 1125cc bike to race against 599cc Japanese four-cylinder bikes, and this is indeed a controversial decision. Here's some comparative specs to ponder.

2009 Streetfighters Shootout: Aprilia Tuono 1000 R, Buell 1125CR, Triumph Speed Triple

Pete Brissette — Fri, 09 Jan 2009 22:20:00 -0500

2009 Streetfighters Shootout: Aprilia Tuono 1000 R, Buell 1125CR, Triumph Speed Triple

More than enough power and abundant useable torque coupled with an open and upright rider triangle are the underlying traits of naked, or "streetfighter" machines. These sportbike-derived scoots offer the same great handling, braking and overall performance that their racer-type brethren do, but in an everyday, usable package.

We think more US riders should be aware of just how great the streetfighter/naked class can be. So we grabbed our buddy Kaming Ko to help us assess a couple of veteran naked bikes, and one semi-new kid on the block We hustled 'em down the freeway, in and out of cityscapes, and through some of SoCal's great canyon roads, all in effort to find one that could rise above the other two.

It seems we may have found one we like a little more than the others, but it wasn't an easy task! The fact is that all three bikes in our 2009 Streetfighter Shootout are excellent specimens from their makers, each one offering its own unique qualities. With this collection of players, it's legitimate to apply the cliche that they're all winners.

2009 Buell 1125CR Review

Alfonse Palaima — Fri, 03 Oct 2008 16:00:00 -0400

2009 Buell 1125CR Review

Paul James, Buell's Director of Product Communication, presented them to the press near the world's first boulevard, Unter der Linden, just steps away from the deconstructed Berlin Wall. More specifically, we were beneath the urban streets of Berlin at the Potsdamer plaza metro station, in a rave-ready concrete space hidden between public floors of the station. Blending in to the landscape for the common folk, yet unique and worth taking a peek - just like the Buell 1125CR. It's more than just "Harley's sportbike" as Buells are often described. The CR is ready to compete against the Japanese.

The 2009 1125CR cafe racer was revealed in the shadow of a changing city, amidst both the historical and modern architecture as well as a sprawling countryside that is timeless.

Das Ist Good!

2009 Buell Motorcycles Unveiled

Motorcycle.com Staff — Mon, 29 Sep 2008 12:20:00 -0400

2009 Buell Motorcycles Unveiled

In an effort to present the newest of Buell's American sportbikes to the world press, the manufacturer brought us to Germany to present in high style the worldly cafe racer 2009 1125CR.

Consisting of six models and three lines, Buell's street, adventure and sportbike models vary by model and engine configuration but continue the melting pot culture that has grown to exemplify the "American" idea. With parts of the 1125 CR manufactured in China, Italy, Germany and more, the global synergy of buyer, builder and supplier has blurred into one package.

The Buell 1125CR
A cafe racer for the 21st century - the new 1125CR nods respectfully to the past with clubman bars, flyscreen and a tail cowl, while a 146-hp, liquid-cooled Buell Helicon 1125 V-Twin engine and Buell Intuitive Response Chassis (IRC) deliver the performance and handling of a modern superbike. Final-drive gearing has been lowered about eight percent from the 1125R to optimize acceleration. Its sinister styling will make this bike unmistakable on the street.

2009 Buell 1125CR Introduction

Staff — Tue, 22 Jul 2008 09:30:00 -0400

2009 Buell 1125CR Introduction

Buell took a page from the simplicity of design of the XB streetfighter models and applied the iconic stripped-down philosophy to the company's first and only liquid-cooled sportbike, the 1125R. Called the 1125CR, this nearly-identical sibling of the racier-looking 1125R loses the big fairing/windscreen found on that bike in favor of a minimalist flyscreen sitting atop on new, single piece headlight. The new Buell also has slightly lower (about 8% from the 1125R) final drive gearing for improved acceleration according to Buell materials. We say that means even easier wheelies. Everything else on 1125CR is carried over from the 1125R.

We can easily imagine the C stands for cafe as Erik Buell gives his insight on the bike. "Part superbike and part streetfighter, the 1125CR is my vision of a 21st century cafe racer," said Buell. "It's got Clubman-style bars and a flyscreen instead of a fairing..."

Something the CR version of the 1125 will receive that the R version will also get is targeted fuel injectors, relocated O2 sensors, and updated engine spark and fuel maps. A day late in our book. Drats! Okay, we're miffed we didn't wait a little longer to test a 2009 1125R; the test unit in our recently published 2008 Oddball Literbike Comparison suffered from poor fueling at small throttle openings. But, we're glad Buell was listening to those in the press as well as 1125R customers with similar issues! If these revisions clear up the rough running problems of the 1125R, and now 1125CR, these machines should be an even bigger hit than they already are (or hopefully will be in the CR's case). Best of all is that this fix will be available for existing 1125R machines from 2008. Get to your Buell dealer ASAP if you got a bummer!

2008 Oddball Literbikes Comparison: Benelli Tornado Tre 1130 vs. Buell 1125R vs. Ducati 1098S

Pete Brissette — Wed, 16 Jul 2008 11:30:00 -0400

2008 Oddball Literbikes Comparison: Benelli Tornado Tre 1130 vs. Buell 1125R vs. Ducati 1098S

This time we decided to create a new category of sportbikes. These machines aren't especially unusual in any way, but they don't fit the standard definition of their class in the strictest sense. Just when you thought it was safe to come out from behind your favorite dyno chart... It's time for another "literbike" war.

Behold! The Oddball Literbike Comparo! (Insert sound of thundering authoritative voice, or calliope music.)

We assembled three machines that go beyond the class-typical 998 or 999 cubic centimeters summed up from four cylinders, all sitting nicely in a row. No, instead we give you 104 x 64.7mm multiplied by a factor of two for a total of 1,099cc in the form of the 90-degree L-Twin Ducati 1098S.

2008 Buell Ulysses XB12XT Review

Pete Brissette — Wed, 26 Mar 2008 11:00:00 -0400

2008 Buell Ulysses XB12XT Review

No doubt the forward momentum owes a great deal to the company's late-2007 release of the highly-anticipated liquid-cooled V-Twin 1125R, especially considering "dealer fill" (each dealer that wanted an 1125R has received at least one unit) has already been achieved. But the company's current sales success is also due to the humble Ulysses. Of the nine bikes making up the product line, six of those carry the letters XB; of those, the Uly is the strongest selling machine according to Chris Nelson, Director of Product Planning for Buell.

So, despite Erik Buell's venerable racing history and the influence it's had on many of his bikes, the odd-looking and strangely-named (Eric likes Greek mythology) Ulysses with 17-inch wheels, sporty rubber, dirtbike-style handlebar and over 6-plus inches of suspension travel wins the day.

Preview: Buell Adds Second Ulysses

Motorcycle.Com Staff — Thu, 24 Jan 2008 13:20:00 -0500

Preview: Buell Adds Second Ulysses

Furthermore, the Uly seemed to muddy the definition of what an adventure-tourer was. It had 17-inch wheels that could carry sportbike rubber, but it also had more than 6 inches of suspension travel and wide, dirtbike-style handlebars. And because of all that spring travel, seat height was bordering on stratospheric. Even the styling of the front fender and subfender looked suspiciously similar to that on the bike that most agree defines adventure-touring: BMW's R1200GS.

The XB12X continued in the line-up and for 2007 it received, among other revisions, a reshaped saddle reducing seat height to a more humane 31.8 inches, and heated grips as standard.

As time passed, the Ulysses gained a growing following thanks to the user-friendly stonk available down low from its 1,203cc air-cooled V-Twin and its forgiving but very capable road manners. For 2008 it has a nearly identical twin.

2007 Air-Cooled Twins Naked Comparo

Pete Brissette and Kevin Duke — Wed, 05 Sep 2007 06:50:00 -0400

2007 Air-Cooled Twins Naked Comparo

These were honest machines unfettered by fairings and blessed with amenable upright ergonomics and comfy seats, allowing them to be nearly whatever its rider wanted it to be.

But in the modern era of motorcycles, the age of specialization has fractured broad segments into tightly compartmentalized sub-genres. The sport-touring category, not long ago consisting of just a few models, now has players in the light-duty realm (VFR800, F800ST), the so-called Supersport Touring class of heavyweights (Concours 14, FJR1300, K1200GT), and the liter-sized class (ST3, Sprint ST). And that doesn't even include the adventure-touring market that contains admirably competent sport-touring mounts.

So for this test, we went back to basics. But instead of revisiting the UJM segment, we looked past Japan to see what was available in the arena of relatively simple bikes that offer a rider a stripped-down mechanical horse that can handle nearly anything thrown at it. The common thread of this comparo is a liter-plus-sized twin-cylinder engine that is left exposed for all the world to admire its air-cooled mechanicalness. To round out the capabilities of the bikes, the option of hard saddlebags was another requirement for inclusion in this test.

First Ride: 2008 Buell 1125R

Pete Brissette — Wed, 29 Aug 2007 06:00:00 -0400

First Ride: 2008 Buell 1125R

"If only it had a modern, liquid-cooled engine," was often the plea of so many who would characterize their thoughts on Buells as, "I wanna like you, buuut..."

Has a partnership with BRP-Rotax given Buell lovers and those vacillating on a purchase what they've clamored for?

As fate would have it, in the matter of one phone call I went from pondering the above question like everyone else to seizing the opportunity to attend the 1125R intro. The much-chronicled roads surrounding Monterey, CA, would serve as real-world proving grounds, and Laguna Seca, home of the U.S. MotoGP would be the race track du jour.

Buell 1125R First Look

Alex Edge — Sun, 05 Aug 2007 08:20:00 -0400

Buell 1125R First Look

Those of you who obsessively pore through all texts motorcycle-related (as I do) probably have a basic impression of Buell motorcycles even if you've never ridden one. Almost every Buell review praises these innovative American-built sportbikes for their light, precise handling, their ability to carry serious corner speed, and the surprising feeling of light weight (they're not really that light, comparatively) - all features which were obvious to me my first time riding Buell's most recent sportbike, the XB12R Firebolt.

Of course, the rest of the review inevitably mellows its tone when it comes time to describe Buell's Harley Sportster-derived V-Twin (in either its 1203cc or 984cc variants). The low-revving, air-cooled V-Twin motors are actually quite fun in their own way, with copious amounts of torque available right off idle and an interesting low-frequency vibration that adds character without being too irritating. Unfortunately, overall acceleration just isn't in the same class as other modern sportbikes, most of which use dual-overhead-cam, liquid-cooled powerplants that rev higher, produce more power, and generally whomp the Buell in terms of straight-line acceleration.

Buell has finally responded to the long-standing suggestion "amazing chassis, but would be even better with a stronger motor." For 2008, Buell has a new top of the line sportbike, the 1125R, which uses an 1125cc liquid-cooled, DOHC V-Twin mill developed in conjunction with Austrian engine-design specialists BRP-Rotax (ironically, Rotax also developed and built the Aprilia mill).

6-Speed Buell?

Motorcycle.Com Staff — Fri, 18 May 2007 10:50:00 -0400

6-Speed Buell? Hey has anyone seen anything for a 6-speed tranny for a new buell. I have seen the Baker tranny but they are a bit pricey, was wondering if there was anything else out there. Let me know.

Buell Officially Announces Intent To Build Off-road Bike.

Motorcycle.Com Staff — Fri, 09 Mar 2007 14:40:00 -0500

Buell Officially Announces Intent To Build Off-road Bike. From Buell:

EAST TROY, WI (March 9, 2007) - Buell Motorcycle Company recently announced its intent to bring an off-road motorcycle to market, specifically designed for closed-course competition.

"We've told our dealers about our plans to bring an off-road, closed-course competition motorcycle to market within the next two years," said Chairman and Chief Technical Officer Erik Buell. "This will allow Buell dealers the time needed to make plans to meet the needs of this new market and customer."

"Harley-Davidson and Buell are highly committed to broadening the range of products we offer and reaching out to new groups of customers," said Buell President and Chief Operating Officer Jon Flickinger. "We're always looking at new market opportunities, but this one is particularly exciting."

No details about the new Buell motorcycle have been released.

See the original news post where MO broke the story on what Buell has now officially released:

Original Breaking Story.

Ultimate Track Day with Buell Demo Rides at Premium Racetracks.

Motorcycle.Com Staff — Fri, 09 Mar 2007 14:30:00 -0500

Ultimate Track Day with Buell Demo Rides at Premium Racetracks. From Buell:

EAST TROY, Wis. (March 9, 2007) - Buell Motorcycle Company announced a groundbreaking new Track Day Program called "Inside Pass: The Ultimate Track Day" that will open premium race tracks around the U.S. to riders of all brands and give them the opportunity to test ride the latest Buell models on-track during the event.

Inside Pass will allow licensed riders to experience a premium track day aboard their personal motorcycles and also take on-track demo rides of the latest Buell models. At each Inside Pass Track Day, a professional photographer will be taking pictures of each rider out on the track, capturing the excitement and action. Photographs will then be made available online after each event and riders can download their own personal hero photos for free. Riders will also receive prizes such as fresh knee pucks and T-shirts and will also receive a catered lunch along with beverages throughout the day. Buell representatives and local dealership staff will also be on site to answer questions.

Inside Pass will be held at ten top shelf road course race tracks beginning in March at Barber Motorsports Park in Leeds, Ala., and ending at Laguna Seca in Monterey, Calif., in November. Riders of all brands will get the chance to experience an amazing day of strafing apexes and learn first hand how Buell Motorcycle riders "Own the Corners."

Visit www.buell.com for details and registration information.

Inside Pass: The Ultimate Track Day*

March 31, 2007 Barber Motorsports Park, Leeds, Ala.

May 2, 2007 Miller Motorsports Park, Tooele, Utah

June 7, 2007 Road America, Elkhart Lake, Wis.

August 15, 2007 Autobahn Country Club, Joliet, Ill.

September 6, 2007 Miller Motorsports Park, Tooele, Utah

September 12, 2007 Virginia International Raceway, Alton, Va

. September 27, 2007 Pocono Raceway, Long Pond, Pa.

October 4, 2007 Mid-Ohio Sports Car Course, Mansfield, Ohio

October 9, 2007 Road America, Elkhart Lake, Wis.

October 17, 2007 Streets of Willow Springs, Rosamond, Calif.

October 23, 2007 MotorSport Ranch, Cresson, Texas

November 17, 2007 Laguna Seca, Monterey, Calif.

*Track dates are subject to change. Please visit buell.com for the latest information.

Buell Riders Shine in ASRA Thunderbike and Moto-ST Openers.

Motorcycle.Com Staff — Mon, 05 Mar 2007 12:10:00 -0500

Buell Riders Shine in ASRA Thunderbike and Moto-ST Openers. From Buell:

DAYTONA BEACH, Fla. (March 4, 2006) - Deeley H-D/Buell Canada/Ruthless Racing rider David Estok rode a Buell Firebolt XB12R through heavy rain to win the opening round of the 2007 American Sportbike Racing Association (ASRA) Thunderbike series on Saturday, and on Sunday, Daytona H-D/Buell/Richie Morris Racing's Dan Bilansky and Shawn Higbee took a hard fought class win in the MOTO-ST Daytona USA 300 GrandSport Twins class (11th overall) to wrap up a successful season-opening weekend of racing at Daytona International Speedway.

In the Thunderbike race, Estok led from the start of the rain-soaked event and was chased by his Deeley H-D/Buell Canada/Ruthless Racing teammate, Darren James. The 2006 Thunderbike champion, Hal's H-D/Buell Hal's Speed Shop rider Dan Bilansky, slotted his Buell Firebolt into third position. The pole-sitter for the event, San Jose BMW rider Brian Parriott, moved up through the field after a poor start and managed to pass first Bilansky and then James to claim second place. James finished third, with Bilansky in fourth position. Because of the rain and slick track, the race was shorted from the scheduled 10 laps to seven laps.

This was the first race with the Deeley/Ruthless Racing team for Estok, who won the Thunderbike championship in 2005. "Daytona is always challenging and even more so in the rain," said Estok. "The Deeley squad put me on a great bike and our set-up was perfect for the conditions. This is a great way to start a new season of racing."

James, the 2006 Canada Thunder champion, plans to contest the entire 2006 ASRA Thunderbike championship. Buell riders claimed five of the top six positions in the race. Hal's Speed Shop/Badger Motorsports rider Greg Avello finished fifth, followed by Joe Rozynski on his Sound Waves/Hal's Speed Shop Buell Firebolt.

Also on Saturday at Daytona, Estok rode his Deeley H-D/Buell Canada/Ruthless Racing Buell to victory in the Championship Cup Series (CCS) SuperTwins Expert class, a five-lap sprint race.

The next event on the eight-race 2007 ASRA Pro Thunderbike series schedule is the Heart of America Cycle Fest, April 27-29 at Heartland Park in Topeka, Kan.

Buell Teams Score in SunTrust MOTO-ST Daytona USA 300

On Sunday, March 4, Daytona H-D/Buell Richie Morris Racing riders Dan Bilansky and Shawn Higbee won the GrandSport Twins (GST) class in the Daytona USA 300, the first round of the 2007 SunTrust MOTO-ST series. Riding a Buell Firebolt XB12R, Bilansky and Higbee spent much of the race in a fierce battle with the Hal's Speed Shop/James Gang Racing Buell shared by Paul James and Greg Avello, who led 25 laps in the GST class during the event. Pacing the class by about 45 seconds, Higbee came in for a splash of fuel with just two laps left in the race and managed to maintain the lead, completing 100 laps in the 3-hour 20-minute endurance event, and finishing 11th overall.

"It's a fantastic win," said Higbee, who was competing in his first motorcycle race since being injured at Daytona in 2005. "Making it to the finish was our number one priority and we hit the set-up pretty well. It was tough because the James Gang Racing Buell was pushing us pretty hard."

The Ducati SS1000 of Pete Friedland, Brad Phillips and Frank Shockley finished second in the GST class and 15th overall, while the James Gang Racing Buell placed third, just 3.1 seconds behind, and 16th overall.

The next race on the 2007 SunTrust MOTO-ST schedule is the Homestead 500K, April 13-14 at Homestead-Miami Speedway.

Firebolts, Lightnings and an XB-RR: Buells in Bakersfield

Gabe Ets-Hokin — Tue, 20 Feb 2007 20:50:00 -0500

Firebolts, Lightnings and an XB-RR: Buells in Bakersfield

However, it does have the saving grace of being in between Buttonwillow Raceway Park, a sweet, three-mile sports car track 150 miles from LA, and highway 155, a twisty, beautifully-paved road that carries a motorcycle and rider from the grimy, overheated cesspool below to the cooler, cleaner mountains that rise above the California Central Valley.

So I won't fault Buell American Motorcycles too much for choosing Bakersfield as the site of their 2007 Model Lineup press launch.

Buell Homecoming

George Obradovich — Fri, 26 Jan 2007 14:20:00 -0500

Buell Homecoming BUELL RIDERS TO CELEBRATE HOMECOMING IN STYLE THIS SUMMER

Events Scheduled for July 5-8 in Wisconsin to Include Races at Road America

EAST TROY, Wis. (Jan. 26, 2007) - Buell Motorcycles today announced details of the 2007 Buell Homecoming activities. The events will take place July 5-8 at the Buell Motorcycle Company facilities in East Troy, Wis., and at Road America, the legendary 4-mile race track in Elkhart Lake, Wis.

"We look forward to hosting Buell enthusiasts from around the world for another memorable Homecoming," said Erik Buell, Chairman and Chief Technical Officer. "We recently produced our 100,000th Buell motorcycle, and this will be a great chance to see many of our owners ride their bikes home. The bonds that connect Buell owners are something special, and we always have a great time together."

Activities currently scheduled for Buell Homecoming 2007 include the following:

- Kick-off with a welcoming reception on Thursday, July 5.

- Factory tours, technical seminars and an autograph session with Erik Buell at the Buell Motorcycle Company facilities in East Troy on Friday, July 6.

- Buell hospitality for owners at the ASRA Pro and MOTO-ST motorcycle races at Road America Saturday and Sunday, July 7-8.

- Additional activities, special events and hospitality for Buell owners will be announced in the coming months. See the owners section of www.buell.com for the latest updates.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

HOG: Please Fund Buell's New Engine

George Obradovich — Fri, 26 Jan 2007 14:00:00 -0500

HOG: Please Fund Buell's New Engine Dear Harley-Davidson,

You have lots of money given to you by legitimate chrome-lovers from one end of the union to the other and now you're even selling the shiny things in other places where people wear different hats and don't talk the same.

Raking in profits hand over fist, you've left Eric (Buell) only a little pushrod V-Twin from the 1950s with which to power his otherwise balanced, high performance, sport-oriented and very modern bikes.

I'd bet consensus is that HOG should re-invest a meagre sliver of those profits into hiring some top-of-the-line engineers for Eric, and maybe a slender slice for a little foundry to make some modern engines that rev and go.

Please let America have an actual sports bike brand of its own, you know you want it, you know they're capable of it, you know if you build it they'll buy it.

Especially since they won't have to continually forgive it.

Faithfully,

People who actually ride.

Is this just asking for trouble?

Buell Bucks

George Obradovich — Tue, 23 Jan 2007 12:20:00 -0500

Buell Bucks BUELL ANNOUNCES MILLION DOLLAR RACING CONTINGENCY PROGRAM

More Than $1,000,000 in Cash Contingencies Posted for Privateer Buell Racers Aboard XBRR and XB models in 2007

EAST TROY, Wis. (January 23, 2007) - Buell Motorcycle Company has announced an expanded racing support program for 2007, with more than $1,000,000 posted in cash contingencies for Buell racers competing in a variety of national and regional race series events and classes aboard XBRR and XB motorcycles.

"We're committed to supporting our dealer and privateer teams through this contingency program and through trackside and technical support managed by our own Henry Duga," said Erik Buell, Chairman and Chief Technical Officer of Buell Motorcycle Company. "Nothing makes me and Henry happier than helping privateer Buell racers achieve their goals. And we're proud to support their efforts."

The 2007 Buell contingency program will reward Buell racers competing on all XBRR and 2003 and newer XB model motorcycles. Cash contingencies will be posted in the following racing series and classes:

American Motorcyclist Association (AMA): Formula Xtreme.

SunTrust MOTO-ST Series: Super Sport Twins, Grand Sport Twins and Sport Twins classes.

American Sportbike Racing Association (ASRA): Pro Thunderbike and Pro Superbike classes.

Western Eastern Racers Association (WERA) National Challenge Sprints: Formula 1 Expert and Heavyweight Twins Superstock Expert.

American Federation of Motorcyclists (AFM): Formula Twins Expert and Formula 4 Expert classes.

Willow Springs Motorcycle Club (WSMC): Formula Twins Heavyweight Expert, BOTT Heavyweight Expert and BOTT Middleweight Expert classes.

Washington Motorcycle Road Racing Association (WMRRA): Formula Thunder Expert class.

American Historic Racing Motorcycle Association (AHRMA): Sound of Thunder and BOT F1 classes.

Championship Cup Series (CCS): Middleweight Superbike Expert, SuperTwins Expert and Thunderbike Expert and Amateur classes.
Complete details of the 2007 Buell contingency program, including the racer registration form, are available at www.buell.com in the Racing Support Section. The program begins with races on or after February 1, 2007.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

2007 Buell Lightning XB12STT

Pete Brissette, Managing Editor — Sat, 13 Jan 2007 22:20:00 -0500

2007 Buell Lightning XB12STT "Anyone can dabble, but once you've made that commitment, your blood has that particular thing in it, and it's very hard for people to stop you."
-Bill Cosby

If Erik Buell wasn't successful as a designer/engineer, innovator, racer and entrepreneur in the motorcycle business, he would be successful at whatever he set his heart, mind and hand on.

Sitting in a small conference room for the model/tech briefing of the 2007 Buell Lightning Super TT XB12STT, I found myself quickly drawn to Mr. Buell's decades-long, unwavering enthusiasm for motorcycles - specifically his own. Erik's love for what he does and has done comes through in bursts of exuberance at overcoming the challenges of designing a motorcycle, or rather a sportbike, like no other. Part of his elation comes not only in the making of a bike uniquely Buell, but in trouncing the staid attitudes of a jaded media and a circumspect bike-buying public.

As part of a larger illustration to support his philosophies on Buell design, Erik relayed a story of a certain European publication openly recanting their long-held negative opinions of his creations. He thrust his fist and arm downward, toward his body in an emphatic "Yes!" like a quarterback or pitcher who just slammed the door shut on the opposing team and any hopes they had of survival in one final, skilled move. In what was probably an inward act of contrition to such an outburst not analogous to his character he said, "I'm not an arrogant guy. Those [other] guys are making some good bikes. I just want some respect for what American engineers can do."

He is otherwise soft spoken and humble. But his bikes are not.

We learned in mid-summer of last year from Senior Editor Ets-Hokin that, according to Erik, 2007 would be a year of refinement. Coming on as a late addition to Buell's '07 line-up, the Lightning XB12STT was initially presented to the world in November, 2006 at the EICMA show in Milan, Italy. Buell - not necessarily Erik - uses carefully selected catch phrases and enthusiastic analogies, to align the latest Lightning with the aggressive imagery of supermoto and flat track TT. Additionally, they've given owners a way to make their XB12STT truly their own by providing an all-white color scheme as a blank canvas to express themselves.

If your inner rattle can Da Vinci has escaped you, fear not. You can choose from a couple different, shall we say, pre-"urbanized" paint schemes for the faux fuel tank and fly screen. So, does the new Buell fall in line with its brother models and only bring surface treatments to the table; or are the differences more than Surlyn® deep? Journos representing most of the American motorcycle publications were beckoned to south Orange County, California by the Buell team to swing a leg over their latest "urban assault" machine and assess all that it offers. During the tech briefing led by none other than the Chief Technical Officer of Buell himself, Erik Buell, the moderately attractive assembly of motorjournalists were refreshed on the technologies of Buell bikes. I say refreshed because the XB12STT is suspiciously similar, a hybrid of types, to most all the models carrying the Lightning namesake.

In the event you're in need of a refreshing yourself as to what makes a Buell, well, a Buell, you can either read the following not-so-succinct version or simply read our earlier reviews from the 2006 and 2007 model-year intros.

Still here? Well then, let's get to the meat. The Super TT - to make it easier on the brain and tongue - has as its backbone the same rigid aluminum, fuel-in-frame twin-spar unit found on all the Lightings; it also has the same swingarm as the Lightning Long. The TT also shares the same torque-a-licious air/oil/fan-cooled Thunderstorm 1203cc OHV 45 degree V-twin producing a claimed 84 ft. lbs of torque and 103 hp that the other Lightnings - save for the CityX which uses a 984cc mill - rely on for mile after mile of tomfoolery. Again, just like its siblings, it has stout, inverted 43mm fully-adjustable Showa forks and a fully adjustable Showa shock. It puts the power to the rear using the same belt final drive, as do all the others. The "Interactive Exhaust System" is right where it always is, at the bottom. Finally, bringing the TT to a stop is the exact same ZTL?(Zero Torsional Load) brake system that virtually every other Buell model uses. All Buells operate under what Erik calls the Trilogy of Tech: mass centralization, frame rigidity and low unsprung weight. These traits, says Buell, are uniquely Buell, race proven and imitated. I can certainly agree with the assertion that Buell tech has been imitated..

Dimensionally, the TT is a hair's breadth from being a dead ringer to the XB12Ss, also known as the Lightning Long. Only a few numbers on the spec sheet separate the TT ever so slightly from the Long. The Super TT is less than half an inch longer than the 12Ss but the braced, motocross style bars on the TT make it just over two and a half inches wider than the 29.7-inch width of the 12Ss. The 23.5 degrees of rake on the 12Ss is marginally softer than the 23.1 degrees on the TT. Also, a mere four tenths of a degree separate the 22-degree fork angle on the 12Ss when compared to the TT's 21.6 degrees. They both have a 54-inch wheelbase and share the same 4.7 inches of trail.

On the reasoning behind the slight differences between the two with respect to rake and fork angles, Erik gives the following explanation, "On the Super TT chassis, like on the Ulysses, we have the steering head or frame rake angle more relaxed than the fork tube angle. This does a couple of things: first it gives a more relaxed head angle for rougher roads, and second it gives more trail for stability on unpaved roads. Having the fork angle steeper than the rake allows us to get more suspension compliance, and it allows us to have significantly more trail than the rake angle would suggest, with the bonus of reduced front end inertia." Sounds sensible enough to this non-engineer bike lover.

"What the heck? I thought this was a new model!"

You'd be right to ask such a question with all the indignation you could muster. Yet, a little more attention to detail will expose some key differences.

Where the XB12STT sets itself apart from the crowd is in a much more functional arena. For example, the saddle on the TT is styled much more like a dirt bike or supermoto seat than it is any of the other, more sculpted Lightning mounts. It's long and narrow, which is intended to allow the rider to move around with ease, just like they might on an off-road machine. The seat shares honors with the XB9SX for second-highest height - the Ulysses is tallest, but not by much - rising 31.4 inches above the Earth. While on the subject of bum carriers, it's also important to note that the Super TT has no passenger accommodations. That's right, it's just you, you and more of you. If you really want to expose someone to your riding talents, it'll cost you an additional $300.90 to get the passenger kit.

Despite being all in the family with 43mm inverted forks, the TT actually has a whopping 5.63 inches of suspension travel, up front and the same travel for the rear. This helps contribute to the substantial ground clearance of 5.5 inches. Again, the Ulysses rules them all in this area, but you already knew that. One last note on the practical side of things: the TT is now one of three bikes in the Lightning line to ride on the Pirelli Scorpion Sync.

"The narrow saddle...proved to be one of the defining elements of the XB12STT."
If those mostly technical differences don't set the TT apart enough from the other Lightings for you, the look of it should. Unique to all the other bikes from Buell, the Super TT has a set of blank side number plates where the passenger foot pegs would normally be. If that's not enough, they did away with the traditional front tire-hugging fender and gave it a high-riding unit a la the Ulysses. Of course the fly screen is a matching white as is the faux fuel tank/airbox cover, to help round out that racing look. The other standard color choice is Barricade Orange. But orange is only found on the tank,
er...airbox cover. As mentioned above, for a variety of fees you can customize your TT with optional graffiti-style graphics, one piece at a time or as a kit.

Page2So, there you have it. That's the long-winded version of the main differences between the XB12STT and everything else under the sun. You might ask, "But does it ride any different?" Yes. And no.

In order to find out how the bike differs, we were set off down the much loved - or hated - Hwy 74, also known as the Ortega Highway. Thankfully I was caught up in a small band of intro veteran rebels whom scoffed at the planned ride and proceeded to turn off the beaten path - quite literally at times - in favor of a traffic-free ride. Liberated from commuter hell, we were then left to deal with an equally challenging environment. One of broken pavement, single-lane
routes, filled with over grown scrub, fallen rocks, cavernous chuck holes and enough loose gravel to disguise any hint of asphalt. And virtually none of it was straight or flat. On more than one occasion I found myself saying, "This is ridiculous!" and then, "This is ridiculous!" but with a completely different tone as the ride wore on. I've ridden a few unmaintained National Park fire roads before, but never on a "street bike." Or at speeds not normally associated with self-preservation. And with relative confidence for that matter.

The extra ground clearance and suspension travel on the TT tackled this odd-for-a-street-bike-terrain quite handily, clearing small but sharp rises in the pavement like flat trackers of yore wished they could. Applying my best imitation of someone with substantial supermoto or dirt riding experience, I stuck either foot out as dictated by the turn and shoved the bars down and forward in the same direction. The narrow saddle made this entirely possible and it proved to be one of the defining elements of the XB12STT. Before you start shuddering with discomfort at the thought of long freeway jaunts, relax and breathe easy. It's plenty supple enough, at least for the rider of average build and it puts you into a more upright riding position, which thankfully doesn't worsen wind blast at freeway speeds.

A small measure of surface street riding came into play, and like all other Buells it was safely at home. Perhaps the moderately more aggressive rake and fork angle help play into the TT's willingness to wheelie, or what seemed like a willingness to wheelie, at least compared to my memory of the Lightning Long's relative lack of willingness to do the same.

Otherwise, yes, it's much like the others. It starts easily and fueling to the 49mm down-draft injection system works very well to feed the smooth - if somewhat lumbering - engine. But again, we already know this because we know the other bikes. It also stops with plenty of force and feel with same unique, perimeter mounted rotor that rides on all Buells. Shifting is familiar as is clutch operation: solid and reassuring, light and controlled. Handling is both quick and stable. The Lightning Super TT XB12STT is very much a Buell. That's a good thing in my opinion.

These bikes are, if nothing else, great heaps of fun. On that trait alone they could sell a million of 'em. You have my respect, Erik.

Specifications for non-U.S. markets might differ. Buell reserves the right to discontinue models or change specifications at any time without incurring any obligations. Vehicle specifications may vary from country to country depending on local laws. Some models are not available in certain countries.

1 Prices may be subject to change without notice and rule as at the date of delivery. See your dealer for details.
2 Unladen, wet configuration (no rider, all fluids).
3 Without mirrors.
4 Laden, wet configuration (design rider, all fluids).
5 Bottomed-out configuration (100% suspension compression).
6 Showa®, Dunlop® and Pirelli® are registered trademarks of their respective owners.
7 Based on tests conducted under lab conditions per U.S. E.P.A. test procedures. Mileage will vary depending on personal riding habits, weather conditions, trip length and vehicle condition.
8 Hibrex® and Flexten® are registered trademarks of the Goodyear Tire & Rubber Company.
9 Availability may vary from dealer to dealer, and is subject to change without notice.

World Stoppie Record Broken by Buell

Motorcycle.Com Staff — Sat, 25 Nov 2006 18:50:00 -0500

World Stoppie Record Broken by Buell "World's longest two man 'stoppie' flies into the record books." Read more

Buell Milestone

George Obradovich — Fri, 17 Nov 2006 15:50:00 -0500

Buell Milestone From Buell:

Buell Celebrates Production Of 100,000 Motorcycles.

American Sport Motorcycle Manufacturer Rides Racing Roots to Major Milestone

EAST TROY, Wis. (Nov. 17, 2006) - Buell Motorcycle Company today celebrates production of its 100,000th motorcycle, a 2007 Ulysses XB12X model, at its factory in East Troy, Wis.

Buell Motorcycle Company, founded by Erik Buell in 1983, is the only American manufacturer of sport bikes. Starting with Erik's dream of building his own racing motorcycles, Buell has evolved into a leading manufacturer of performance street motorcycles, with a majority of its sales in international markets.

While seven Buell XB models in three distinct families and the Buell Blast are offered in 2007, Erik Buell began it all with the production of the RW750 model in 1983. That 750cc, two-stroke machine was a pure race bike designed specifically to compete in the AMA's then-premiere Formula One roadracing class. After the AMA dropped the class in favor of Superbikes, Buell incorporated his innovations into the RR1000, the first model in a line of performance street motorcycles. Erik Buell was inducted into the Motorcycle Hall of Fame in 2002.

"We take great pride in knowing we've provided 100,000 bikes worth of fun and unique experiences for our owners and loyal enthusiasts," said Erik Buell, Chairman and Chief Technical Officer. "Reaching the 100,000-motorcycle milestone as the only American sport bike manufacturer is a real tribute to the riders and employees who have passionately supported Buell motorcycles over the years."

Buell plans to celebrate the 100,000-motorcycle milestone with its employees and other guests at its facilities in East Troy, Wis. A special ceremony will mark the production of the 100,000th Buell motorcycle as it rolls off the assembly line.

Highlights of Buell's product history include development of the RR1000, RR1200 and RS1200 sport bikes in the late 1980s, launch of the S2 Thunderbolt in 1994 and S1 Lightning in 1996, introduction of the M2 Cyclone in 1997, launch of the Buell Blast in 2000, introduction of the Firebolt and Lightning XB models in 2003 and the launch of the Ulysses XB12X in 2006.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

Buell to Support New Moto-ST Endurance Series.

Motorcycle.Com Staff — Sat, 09 Sep 2006 13:00:00 -0400

Buell to Support New Moto-ST Endurance Series. From Buell:

SuperSport Twins Class Presented by Buell as well as Contingency for all Classes

EAST TROY, Wis. (September 7, 2006) - Buell Motorcycle Company recently announced support for the new MOTO-ST endurance racing series, which will begin with the 8-Hours at Daytona on October 21, 2006. Buell will be the presenting sponsor of the MOTO-ST SuperSport Twins (SST) class and will offer $10,000 of contingency support to privateer Buell racers aboard XB and XBRR model motorcycles at the inaugural Daytona event. The Buell contingency bolsters the $100,000 total event purse recently announced by MOTO-ST.

"We're really excited about the MOTO-ST endurance series and we're proud to support the privateer Buell racers who will step up to the challenge," said Erik Buell, Chairman and Chief Technical Officer of Buell Motorcycle Company. "Endurance racing is a true test of man and machine and the sights and sounds of all those V-Twins thundering around the high banks of Daytona for eight hours is going to be awesome."

Buell will award Buell racers in the SuperSport Twins class with $2,000 to win; $1,000 for second; $750 for third; $500 for fourth; and $350 for fifth. Buell racers in the GrandSport Twins and Sport Twins class will receive $1,000 to win; $750 for second; $500 for third; $300 for fourth and $200 for fifth. Complete details of the $700,000-plus 2006 Buell contingency program, including the racer registration form, are available at www.buell.com in the Racing Support Section.

MOTO-ST is organized by Professional Motorsports Productions of Toronto, Ontario, Canada and is sanctioned by the American Motorcyclist Association (AMA) of Pickerington, Ohio. The Grand American Road Racing Association, based in Daytona Beach, Fla., provides the series with administrative and commercial support. The MOTO-ST advisory board features some of the most respected individuals in the world of motorsports, including AMA Hall of Fame members, respected motorcycle racing journalists and renowned officials from various forms of road racing. Learn more about MOTO-ST at www.moto-st.com.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

Big, Naked and Beautiful: Open-Class Standards 2006

MO Staff — Tue, 29 Aug 2006 20:00:00 -0400

Big, Naked and Beautiful: Open-Class Standards 2006

Open dem' peepers, Charlie! What you envisioned is the category of machine that we at MO like most of all; the open-class standard. You can call it a "Big Naked" or a "Hooligan", but it all means the same thing: a plus-sized motor, minimal bodywork and a semi-sporting chassis combined with an upright seating position. It's a bike that harkens to the good ol' days when you had a full head of hair and a robust sperm count (or almost all your eggs), when the "Universal Japanese Motorcycle" roamed the Plains in great numbers. They were bikes that could do it all; tour, commute, race or knock about the twisties on a nice, sunny day.

Most American motorcyclists don't see it that way, though. The vast majority of the hundreds of thousands of streetbikes sold in the USA annually are hard-core sportbikes or cruisers. Open-class standards make up a very small part of the market, somewhere between 20,000 or 30,000 a year. Is it build it and they will buy or buy it and they will build? Who knows?

Calling all Buellers

George Obradovich — Mon, 24 Jul 2006 09:00:00 -0400

Calling all Buellers Kpaul has been seduced by the Firbolt XB-12R. I am going to go out and spend my stock bonus.. But first I am going to test ride it just to make sure..

Questions for the Buell Brigade?

Can you do all the maintenance on your own? i.e. I am all thumbs mechanically. I can change oil and sparkplugs (and gap them) but anything more than that .Self adjusting valves right? Fuel Injection no carbs right?.

If you use synthetic oil, how long can you go between oil changes?

How is the Buell on tires? How much are they?

How about insurance? Right now I have full coverage and liabilty. Does anyone have Harley insurance?

How are the Harley dealers when it comes to Buell service

How much can you dicker on the price of a Buell? no second stickers right?

Any reliability issues with the new Buells ?

Oh it is On McWilliams is Ready for Laguna

John P Burns — Wed, 19 Jul 2006 06:10:00 -0400

Oh it is On McWilliams is Ready for Laguna A highly placed source within Buell racing who probably wishes to remain anonymous but I forgot to ask, really, who did not used to be the Editor of Cycle magazine, reports following a day of testing that the XB-RR of McWilliams is running better than ever.

Also, the XB-RR will be running new, 16.5-in. wheels at Laguna, as well as Pirelli's Grade A rubber-tires never available to the team before.

McWilliams has asked for a slipper clutch from day one. Now he has one, and it reportedly works well.

Finally, McWilliams has ridden Laguna Seca before, on Kenny Roberts' GP bikes.

Look for a Buell on the FX podium, haters. The race, I believe, is schedjed on the Speed channel directly following the GP race in which Rossi will kick all their assets again.

Buell at Laguna Seca.

John P Burns — Fri, 30 Jun 2006 14:40:00 -0400

Buell at Laguna Seca. EAST TROY, WIS. (June 29, 2006) - Buell Motorcycle Company announced today that three race teams will enter the Formula Xtreme class during Round 7 of the 2006 AMA Superbike Championship July 21-24 at Laguna Seca in Monterey, Calif. The AMA races are being held in conjunction with the Red Bull U.S. Grand Prix.

Warr's of London Harley-Davidson/Buell (Great Britain), with the support of Buell Motorcycle Company, will enter veteran Irish racer and MotoGP star Jeremy McWilliams aboard an XBRR. McWilliams raced an XBRR at the Daytona and Infineon AMA rounds earlier this season.

Classic H-D/Buell-Millville H-D/Buell-Innovative Motorcycle Research rider Mike Hale will also contest the Formula Xtreme round at Laguna Seca on an XBRR. Hale has recovered from injuries sustained in a testing accident in May and will be racing the XBRR for the first time at an AMA Formula Xtreme event.

H-D/Buell of Vallejo has also entered the AMA Formula Xtreme class at Laguna Seca with AFM veteran Shawn Reilly aboard an XB12R.

"We think it's great that the AMA added the Formula Xtreme race to the Laguna weekend schedule. We're looking forward to showing the world how exciting and diverse this class has become," said Chairman and Chief Technical Officer Erik Buell.

Buell Exhaust Options

Motorcycle.Com Staff — Fri, 09 Jun 2006 20:20:00 -0400

Buell Exhaust Options www.americansportbike.com

Here's the scoop on all the available mufflers / exhaust systems available for Buell XB9's and 12's.

It seems to show that the stock and race systems are good, but depending on where you want your power, aftermarket might be the way to go.

If nothing else all these systems provide the aural stimulation that most people are looking for!

Buell at Road America

George Obradovich — Tue, 06 Jun 2006 17:40:00 -0400

Buell at Road America BUELL DEALER TEAMS COMPETE IN AMA RACE AT ROAD AMERICA

Estok and Crevier Ride Buell XBRRs in AMA Formula Xtreme

ELKHART LAKE, Wis. (June 3, 2006) - Buell dealer teams competed in the AMA Formula Xtreme race at the AMA Superbike Championship event at the Road America course. Steve Crevier, riding a Buell XBRR for Deeley Harley-Davidson/Buell Canada, ran as high as seventh position before ultimately crashing out of the race. Classic H-D/Buell-Millville H-D/Buell-Fastbuells.com rider David Estok finished in 14th place on another Buell XBRR. The race was won by Yamaha USA factory rider Eric Bostrom on a Yamaha YZF-6R.

Estok was riding as a last-minute replacement for Mike Hale, who was injured in a crash during testing last week at Summit Point Raceway in West Virginia. Hale intended to ride at Road America, but a practice session on Thursday determined he was not ready for the race weekend. Estok, who won the ASRA Thunderbike Championship for the team in 2005, was asked to fill in for Hale. A rain storm eliminated Formula Xtreme practice on Friday, and Estok, who had to qualify with limited time to work on bike set-up, started in 20th position for the 10-lap race.

"We just missed on our set-up," said Estok "We didn't have much track time to get things sorted out."

Crevier also had a disappointing qualifying session, and lined up for the race start in 16th position. Post qualifying adjustments made to his bike improved its performance, however, and Crevier moved up to eighth place after the first lap and was in seventh place on lap three when he was assessed a stop-and-go penalty by AMA race officials for jumping the race start. Crevier had indeed left his starting-line spot early, but pulled the bike back into position and was not moving forward when the race began. After stopping in the pits, Crevier dropped to 17th position, but moved back up to 12th on the next lap before crashing out unhurt in Turn 1 on lap seven to end his day.

"We are proud of the effort these Buell dealer teams and their riders put in today," said Buell Chairman and Chief Technical Officer Erik Buell. "David Estok filled in admirably for Mike Hale, despite very little seat time. And I think Steve Crevier was headed for a great finish before the stop-and-go penalty, then he crashed while pushing hard trying to make up the lost time. The XBRR was reliable this weekend, so we've made progress in that regard. These teams are on the go."

Both Buell dealer teams received support from Pirelli Tires, Sentry Insurance, Harley-Davidson Financial Services, Screamin' Eagle SYN3 Synthetic Motorcycle Lubricant, and Harley-Davidson Visa.

The Buell XBRR is a limited-edition production racing motorcycle based on the Firebolt XB12R reworked at the factory for closed-course competition. It offers private racers a professional-level, race-ready, production-based platform.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

Buell XBRR Returns to Racing at Infineon.

Motorcycle.Com Staff — Mon, 15 May 2006 07:00:00 -0400

Buell XBRR Returns to Racing at Infineon. From Buell:

Jeremy McWilliams will ride for joint Warr's/Hal's dealer effort

EAST TROY, Wis. (May 15, 2006) - Buell Motorcycle Company announced today that a joint dealer-sponsored race team will enter their Buell XBRR in the Formula Xtreme class during Round 4 of the 2006 AMA Superbike Championship May 19-21 at Infineon Raceway in Sonoma, CA.

Warr's of London Harley-Davidson/Buell (Great Britain) and Hal's Harley-Davidson/Buell ( New Berlin, WI), which fielded separate entries in the Daytona 200 season opener in February, will team up to enter a single XBRR with Irish MotoGP star Jeremy McWilliams aboard. McWilliams qualified 8th aboard an XBRR at the Daytona 200 before a mechanical problem forced an early retirement.

"We just started delivering XBRR motorcycles to dealers. It's very exciting to see one of the first bikes shipped heading to Sonoma with a rider and team of this caliber. Many of our dealers have a passion for competition and a history of racing at a high level. It's great to see Warr's and Hal's step back up to the challenge of Formula Xtreme, and I'm sure many more will join the battle as their XBRRs are built and delivered," said Chairman and Chief Technical Officer Erik Buell.

The joint team is receiving support from Pirelli Tires, Sentry Insurance, Harley-Davidson Financial Services, Screamin' Eagle SYN3 Synthetic Motorcycle Lubricant, and Harley-Davidson Visa.

XBRRs have also been built and shipped to other dealer teams, including H-D/Buell of Vallejo and Classic H-D/Buell-Millville H-D/Buell. The H-D/Buell of Vallejo team is expected to contest the AMA Formula Xtreme race at Infineon with AFM veteran Shawn Reilly, while the east-coast based Classic H-D/Buell-Millville H-D/Buell-Innovative Motorcycle Research team and rider Mike Hale are targeting the AMA round at Road America for their XBRR-debut.

The Buell XBRR is a limited-edition production racing motorcycle based on the Firebolt XB12R and designed exclusively for closed-course competition. It offers private racers a professional-level, race-ready, production-based platform.

Buell XBRR News

George Obradovich — Thu, 04 May 2006 18:30:00 -0400

Buell XBRR News

From Harley-Davidson:

BUELL XBRR PRODUCTION BEGINS
Revised Components Developed to Improve Reliability

EAST TROY, Wis. (May 4, 2006) - Buell Motorcycle Company announced today that the production of XBRR race bikes, based on the Firebolt XB12R, has begun. A total of 50 XBRRs will be built in the production run.

Buell announced last month that XBRR production had been delayed as engineers analyzed and refined components based on what was learned from the XBRR's AMA Formula Xtreme racing debut at the Daytona 200 in March. Redesigned parts include new driveline components and a new timing trigger wheel, as well as a switch from a high-contact to a coarse-pitch 5th gear, according to Chairman and Chief Technical Officer Erik Buell. A larger oil cooler was also developed for the XBRR.

Some of the new components were tested on XBRRs during the American Sport Bike Racing Association (ASRA) 250km Team Challenge endurance race at Road America in April, during which Veatch Motorsports rider Dave Estok and Deeley H-D/Buell Canada's Steve Crevier finished 1-2 (with Estok crossing the finish line first overall) in the Solo Challenge class. Crevier also set a new ASRA Superbike Road America track record aboard the XBRR during the event.

"The XBRR was designed to be an affordable, turn-key race bike for privateer racing teams competing at a professional level," said Buell. "Reliability is critical, and we're confident that the improvements we've made since Daytona will ensure that."

Buell said XBRR-equipped privateer teams may choose to re-enter the AMA Formula Xtreme series as early as the AMA's next round at Infineon Raceway in Sonoma, CA, May 19-21.

The Buell XBRR is a limited-edition production racing motorcycle based on the Firebolt XB12R and designed exclusively for closed-course competition. It offers private racers a professional-level, race-ready, production-based platform.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

Buell Not Quite Ready for Prime Time.

Motorcycle.Com Staff — Wed, 12 Apr 2006 06:20:00 -0400

Buell Not Quite Ready for Prime Time. It looks like it will be a little longer before we see a bunch of privateers racing Buells in FX.

Read about it here

I have received a note from Buell...

Motorcycle.Com Staff — Tue, 14 Mar 2006 21:10:00 -0500

I have received a note from Buell... Ok, I got another email from the dealer.

This is what it said:
Hi Kyle

I have received a note from Buell - they are saying that they cannot build you the 2006 in Orange - They are suggesting either cancel and get your money back or change your order to a 2007 model keeping the Orange or pick up the black 2006 bike that is on its way here?

Apologies buddy - let me know your thoughts.

Since this email I have got another one stating that he has the "Buell Product Manager" looking at USA Stocks for me.

I am wondering how long it would take to get an 07 model, probably much longer time frame.

Would a xb12scg be too cramped for me? I am 5'11'' and weigh around 150.

I do not really want the black model he mentioned.

I am considering the scg because I'd rather be 2 inches lower and have that badass translucent air box, than have the black Ss.

Let me know guys....

Comments in .....3-2-1...

All the Buell love here lately. Perhaps MO should take J. B. back on as a consultant. I can see it now: "Please direct all Buell questions to our Director of Buell Enthusiasm."-Pete =)

Read more

New XB12Ss

Motorcycle.Com Staff — Tue, 14 Mar 2006 20:20:00 -0500
New XB12Ss Ok, I just subscribed a few minutes ago, but I've been reading the forums for sometime now. I just recently ordered a new 2006 Buell XB12Ss ( no race kit ), so no, I can not give you my opinion because I have not taken delivery yet, and I won't until June ( takes awhile to get bikes, as I am in Germany ). If you's have any words of advice on for the 06 XB12Ss, fill me in please. I intend on the majority of my riding being to and from work, and occasionaly with a budy of mine, who owns an R6. Any advice for facing him?, I'm sure he'll want to race sometime. I've found quite a many roads in the mountains here that look enticing. I was scouting the local area for some twisties, and when I actually found some there were vehicles on the road besides bikes... I think they had it established among the locals to be a "bike only" road, cuz man was I getting alot of looks driving in the car. But they definately looked to be enjoying themselves almost all were draggin' knee's; was a enthusiasts dream. Thanks Alot.

Brine

Read more

Buell At Daytona

George Obradovich — Tue, 07 Mar 2006 17:20:00 -0500
Buell At Daytona TWO BUELL RACERS ON DAYTONA THUNDERBIKE PODIUM

Seven Buell Riders in Top Ten at ASRA Season-Opener; XBRR Wins First Race

DAYTONA BEACH, Fla. (March 5, 2006) - Harley-Davidson/Buell of Frederick rider Bryan Bemisderfer rode a Buell Firebolt XB12R to a second place finish at the first American SportBike Roadracing Series Thunderbike National race of the 2006 season at Daytona International Speedway. Hal's Speed Shop/Sound Waves rider Sam Rozynski was third, also on a Buell Firebolt XB12R. The race was won by Nate Kern on a BMW R1100S.

Millville & Wildwood Harley-Davidson/Buell rider David Estok, the 2005 Thunderbike series champion, put his Buell Firebolt on the pole with a lap of 1 minute 51.263 seconds during Saturday qualifying.

At the start of the Thunderbike final, Estok burned up his clutch and pulled off the exit of the International Horseshoe on the opening lap. Hal's Speed Shop rider

Dan Bilansky, who qualified second on a Buell Firebolt, led the opening lap but suffered a mechanical failure on the main straight and pulled off. That left the door open for Kern, who started the 10-lap race from the back row after his third place qualifying effort was disallowed due to a technical infraction.

Appleton Buell/Hoban Brothers Racing rider Jeff Johnson was fourth on a Buell Firebolt, followed by Hal's Speed Shop/Spyder Leatherworks rider Paul James, also on a Buell Firebolt. Dave Maney was sixth on a Ducati 748, followed by fellow Ducati rider Michael Delage and Buell rider Chris Young. Blue Springs Harley-Davidson/Buell rider Walt Sipp, who started from the back row due to missing qualifying on Saturday, worked his way up to second before he crashed out on the second to last lap and finished ninth. Liberty Harley-Davidson/Buell rider Anthony Caligiuri rounded out the top ten.

"I'm really excited to see so many privateer racers campaigning Buell XBs. We really believe in grassroots racing and our whole racing contingency and support program is geared to support their efforts," said Chairman and Chief Technical Officer Erik Buell.

Earlier during the Championship Cup Series multi-regional events at Daytona, the new Buell XBRR notched its first race win in the hands of Buell of Hannover (Germany) rider Rico Penzkofer, who topped former World Superbike racer Dario Marchetti and his Ducati 999RS in the CCS SuperTwins event on Saturday. Four different Buell dealer teams racing the Buell XBRR used the CCS/ASRA race weekend as a shake-down and practice opportunity for the Daytona 200, scheduled for Saturday, March 11. They continue testing today and Tuesday during the American Historic Racing Motorcycle Association event. AMA practice begins Wednesday with qualifying for the Daytona 200 on Thursday.

The next event on the eight-round ASRA Thunderbike National schedule is April 21-23 at Road America in Elkhart Lake, Wis.

To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. For the Buell dealer nearest you, pull into www.buell.com.

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Buell At Daytona

George Obradovich — Tue, 28 Feb 2006 14:00:00 -0500
Buell At Daytona FOR IMMEDIATE RELEASE

BUELL XBRR TO MAKE COMPETITION DEBUT IN DAYTONA 200

Four Dealer Teams to Enter New Buell Production Racing Motorcycle

EAST TROY, Wis. (February 27, 2006) - Four Buell dealer teams with racing experience will be entering new Buell XBRR production roadracing motorcycles in the 65th running of the Daytona 200, the opening round of the 2006 AMA Superbike/Lockhart Phillips USA Formula Xtreme series, scheduled for March 11 at Daytona International Speedway in Daytona Beach, Fla.

The Buell XBRR is a limited-edition production racing motorcycle designed exclusively for closed-course competition. It offers private racers a professional-level, race-ready, production-based platform. Buell will be producing a total of 50 XBRR motorcycles this year.

The teams slated to enter the Buell XBRR in the Daytona 200 are:

Buell Hannover of Hannover, Germany, with 2005 BMW Motorrad Power Cup rider Rico Penzkofer.

Deeley Harley-Davidson/Buell Canada of Vancouver with rider Steve Crevier, the reigning Parts Canada Pro 600 Sport Bike champion.

Hal's Harley-Davidson/Buell of New Berlin, Wis. with AMA Pro Thunder winner Mike Ciccotto.

Warr's London Harley-Davidson/Buell of London, England with 250 GP and Moto GP star Jeremy McWilliams.

These four riders will appear on March 10 at an autograph session from 10 a.m. to noon at the Buell Demo Truck located on the North side of Daytona International Speedway.

The entry of four independent teams in the Daytona 200 brings to fruition the original goal of the Buell XBRR program: To make affordable bikes for privateers who want to compete in the prestigious AMA Formula Extreme class and other pro-level road racing classes.

"Although Formula Xtreme has seen some exciting and very fast motorcycles from the factories, the gap between factory riders and privateers is pretty large," said Erik Buell, Chairman and Chief Technical Officer, Buell Motorcycle Company. "We talked with the AMA and asked them if we could modify bikes at the factory and sell them to privateers, and that we wouldn't be running a factory team. The reception from the AMA to this was quite positive."

While motorcycles raced in Formula Xtreme must start as a street model, the modifications allowed are extreme, hence the name of the class. Formula Xtreme rules allow different displacements and modifications for different types of engines.

"We started with our Buell Firebolt XB12R model, which has wonderful handling, and did the modifications allowed by the AMA rules," said Buell. "There was an intense effort by a small team of folks in the company, many of whom have been or are privateer racers. The Buell dealer network is quite excited about the prospect of being able to go up against the factories with private dealer teams."

Buell Motorcycle Company has also sought sponsorship opportunities for the dealer teams and privateers. Pirelli will provide support for the four teams competing at Daytona, and will offer a contingency program in Formula Extreme that provides free tires to Buell riders finishing through 20th place.

"Tires are a substantial expense for private teams, and the frustration of not getting the factory-level tires is always aggravating," said Buell, who was a successful privateer road racer early in his career. "I can't thank Pirelli enough for what they are doing for the riders and the sport."

The Buell teams racing at Daytona are also receiving sponsor support from Sentry Insurance, Harley-Davidson Financial Services, Harley-Davidson Visa, and Screamin' Eagle SYN3 Synthetic Lubricant and will compete for their share of $36,000 in Buell contingency funds posted for the Daytona 200.

Buell Motorcycle Company has expanded its racing support program for 2006, with more than $700,000 posted in cash contingencies for Buell racers competing in a variety of national and regional race series events and classes aboard Buell XB models and the Buell XBRR production racing motorcycle.

Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.

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XBRR Sold Out!

Motorcycle.Com Staff — Tue, 24 Jan 2006 16:10:00 -0500
XBRR Sold Out! According to Paul James, Communications Manager for Harley-Davidson "...we have sold out the full-production run of 50 XBRRs to Buell dealers." As Paul states, they were all purchased by dealers and not the public. Start getting in line at your dealer...-Pete

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Buell Announces Expanded 2006 Racing Contingency Program.

Motorcycle.Com Staff — Mon, 23 Jan 2006 15:20:00 -0500
Buell Announces Expanded 2006 Racing Contingency Program. From Buell:
More than $700,000 in Cash Contingencies Posted for Privateer Buell Racers aboard XB and XBRR models
EAST TROY, Wis. (January 23, 2006) - Buell Motorcycle Company recently announced an expanded racing support program for 2006, with more than $700,000 posted in cash contingencies for Buell racers competing in a variety of national and regional race series events and classes aboard XB models and the XBRR production racing motorcycle.

"We're committed to supporting our dealer and privateer teams through this contingency program and trackside support at select events," said Erik Buell, Chairman and Chief Technical Officer of Buell Motorcycle Company. "I remember the days of scraping and scrounging and working crazy hours as a privateer racer. This program will help our racers achieve their goals, and seeing them succeed is a great thrill to all of us at Buell."
The contingency program will reward Buell racers competing on the 2007 XBRR and 2003 or newer XB model motorcycles in the following series and classes: American Motorcyclist Association (AMA) Formula Xtreme class; American Sportbike Racing Association (ASRA) Thunderbike and Superbike classes; Western Eastern Racers Association (WERA) Formula 1 National Challenge Sprints; American Federation of Motorcyclists (AFM) Formula Twins Expert and Formula 4 Expert classes; Willow Springs Motorcycle Club (WSMC) BOTT Heavyweight Expert and BOTT Middleweight Expert classes; Washington Motorcycle Road Racing Association (WMRRA) Formula Thunder Expert class; and Championship Cup Series (CCS), SuperTwins Expert and Thunderbike Expert and Amateur classes.
Complete details of the 2006 Buell contingency program, including the racer registration form, are available at www.buell.com in the Racing Support Section. The program begins with races on or after February 1, 2006.
Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.
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Race-Use-Only Bike Brings Buell Full Circle.

Motorcycle.Com Staff — Mon, 23 Jan 2006 15:10:00 -0500
Race-Use-Only Bike Brings Buell Full Circle. From Buell:
EAST TROY, Wis. (January 23, 2006) - Erik Buell and company come full circle with the introduction of the 2007 Buell XBRR, a limited-edition production racing motorcycle designed exclusively for closed course competition. A spiritual successor to Buell's first motorcycle, the 1983 RW750, the XBRR is poised to change the face of privateer racing with a professional-level, race-ready, production-based platform featuring top-shelf racing technology and typical Buell innovation.
See the bike.

>"The XBRR combines the current culmination of Buell's leading edge chassis technology and Harley-Davidson's air-cooled V-Twin powertrain development in a platform designed by and developed for dedicated racers," said Erik Buell, Chairman and Chief Technical Officer, Buell Motorcycle Company.
For Erik Buell, the XBRR marks a return to his racing roots. As a successful privateer road racer early in his career, Buell eventually built his own race bikes for the AMA's then-premier Formula 1 class. The RW750 was a hand-built race bike, and it became the first official Buell motorcycle. Two were produced before the AMA discontinued the class after 1985. Buell then translated his race-bred design principles into a line of successful street bikes leading up to the current XB platform.
The Buell XBRR features a modified XB Thunderstorm 1339cc (103.6mm bore x 79.4mm stroke) air/oil-cooled V-Twin motor rated at 150-hp (measured at the crankshaft). The engine is fed by a dual-downdraft 62mm throttle-body electronic fuel injection system and a ram-air intake system integrated with a new wind-tunnel developed carbon fiber fairing.
The XBRR is the first production Buell since the 1988-89 RR1200 to feature a full fairing. Its lightweight carbon design integrates ducts for cooling of the engine and oil cooler. The fairing was extensively wind tunnel tested to improve aerodynamics and reduce drag.
The XBRR chassis is the revolutionary XB design with fuel-in-the-frame and oil-in-the-swingarm, modified with a billet axle adjustment system and chain-drive to allow gearing changes for different race tracks. Suspension travel is managed by fully adjustable Ohlins units, with 43mm front forks and a remote-reservoir rear shock.
A new ZTL2 (Zero Torsional Load) eight-piston front caliper grabs a standard XB front rotor providing outstanding braking performance, but with less weight than conventional designs. New XBRR six-spoke magnesium wheels weigh 33 percent less than standard XB wheels.
Instruments include tachometer, indicator lamps for shift, power on and low oil pressure. The XBRR features a unique Buell Racing paint scheme.
Buell XBRR features:
1339cc (81.7 cid) Thunderstorm Powertrain: o 4.080 inch (103.6 mm) bore and 3.125 inch (79.4mm) stroke o 12.5:1 compression ratio o Dual 62 mm down-draft fuel-injection throttle bodies o WAVE-analyzed header and mass-centralized muffler o 150+ peak engine horsepower at 8000 rpm (per SAE J607) o 100 ft. lbs. peak engine torque at 6500 rpm (per SAE J607)
· Black 6-Spoke Cast Magnesium Racing wheels: o Front: 3.5 inch (88.9mm) x 17 inch (431.8mm) wheel with 120/70R-17 tire o Rear: 5.5 inch (139.7mm) x 17 inch (431.8mm) wheel with 190/55R-17 tire
· Buell ZTL2 reversed rotor front brake with eight-piston Nissin caliper · Ram Air system integrated with full racing fairing · Carbon fiber bodywork · 43mm Ohlins adjustable front suspension with inverted forks · Ohlins fully-adjustable rear suspension with coil-over monoshock with remote reservoir · 55-degree lean angle (hard contact) · 30.5-inch (775 mm) seat height · 21-degree rake and 3.4-inch (86 mm) trail · Cast-aluminum swingarm with billet axle adjustment system o Center position wheelbase 52.8 inches (1341 mm) o Range wheelbase 51.8 - 53.8 inches (1315 mm - 1367 mm) · Buell Racing paint scheme · To accommodate eligibility in a wide variety of racing classes, an engine modification kit will be available to help conform the XBRR to a wide range of class regulations.
Buell will produce 50 XBRR motorcycles with a short initial run in late February and the balance made in April. U.S. MSRP is $30,995.
It is illegal for anyone to ride this motorcycle on public roads. The Buell XBRR motorcycle does not meet NHTSA or EPA regulations for on road use. This motorcycle may only be used on closed courses. We reserve the right to discontinue models or change specifications at any time without incurring obligations. Vehicle and accessory specifications may vary from country to country depending on local laws. Some features and accessories are not available in certain countries. Be aware that many countries prohibit the importation, registration and/or use of vehicles and accessories not built to their countries specifications. Check with your local dealer for details.
Buell Motorcycle Company, a subsidiary of Harley-Davidson, Inc., produces sport motorcycles, motorcycle parts, accessories and apparel. To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell. Pull into www.buell.com for the Buell dealer nearest you.
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Buell Racing Support Program

Motorcycle.Com Staff — Fri, 23 Dec 2005 20:10:00 -0500
Buell Racing Support Program Buell Motorcycle Company has announced an expanded race contingency program for 2006. The enhanced program will pay cash to Buell racers competing in:
* Championship Cup Series (CCS) * Willow Springs Motorcycle Club (WSMC) * Washington Motorcycle Road Racing Association (WMRRA) * NEW: American Motorcyclist Association (AMA) * NEW: American Federation of Motorcyclists (AFM) * NEW: WERA Motorcycling Roadracing
Buell Motorcycles
The full release is 'Read More.'-MO

From Buell:
BUELL ANNOUNCES EXPANDED RACING CONTINGENCY PROGRAM
More Cash Contingencies Offered to Privateer Buell Racers In 2006
MILWAUKEE - (Thursday, December 15, 2005) Buell Motorcycle Company recently announced it will increase its racing support program for 2006, with cash contingency paid to racers aboard Buell motorcycles in multiple regional and national race series. Buell racers will be chasing more than a quarter million dollars of cash contingencies at race tracks across the U.S. in 2006.
The program will continue to reward Buell racers competing in Championship Cup Series (CCS), Willow Springs Motorcycle Club (WSMC) and Washington Motorcycle Road Racing Association (WMRRA). In addition, Buell plans to offer new contingencies in the American Motorcyclist Association (AMA), American Federation of Motorcyclists (AFM) and WERA Motorcycle Roadracing.
"We're proud to support the racing efforts of our Buell dealers and privateer riders nationwide through our expanded contingency program and trackside support at select events. They are a dedicated group and this is our way of saying thanks," said Erik Buell, Chairman and Chief Technical Officer of Buell Motorcycle Company.
Details of the 2006 Buell contingency program, including the racer registration form, will be posted on buell.com on January 23, 2006.
To learn more about Buell motorcycles, visit your local Buell dealer today and experience the pure streetfighter attitude, style and performance only found on board a Buell.
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New Buell XB12Scg for my wife

Motorcycle.Com Staff — Thu, 24 Nov 2005 08:20:00 -0500
New Buell XB12Scg for my wife My wife has fallen for the new Buell XB12Scg. After all the Buell Blast horror stories available on the web, I am having some reservation...not with my wife you don't Mr Buell!
So, you Mofo XB12 Buellers, what's your experience?

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2005 Sport Touring Comparo

MO Staff — Thu, 20 Oct 2005 19:30:00 -0400
2005 Sport Touring Comparo
Depending on how sporty you like your touring bike, or how touring-oriented you like your sportbike, there is something for every taste these days.
Which is the best? To answer that, we first spent some time hashing out here at MO what a "Sport-tourer" is. Does it mean factory hard bags? Anything lighter than a Goldwing? Better handling than a Suzuki Madura? Since the five of us couldn't really agree, we figure the thousands of you out in MO land wouldn't agree either.
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Touring on a Buell XB9/12 ?

George Obradovich — Tue, 27 Sep 2005 07:20:00 -0400
Touring on a Buell XB9/12 ? I'm looking at buying a lightning (xb9sx or xb12s/Ss maybe) However one of my buying criteria is that I can ride 4 to 7 days at 500 to 600 miles and day and I'm wondering if the Buell can provide enough comfort.

I'm thinking with a larger windscreen, and the buell touring bags the answer woud be yes but would like some feedback.

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The B-Team: Value Supersport Shootout 2005

MO Staff — Thu, 08 Sep 2005 19:40:00 -0400
The B-Team: Value Supersport Shootout 2005
Value. What does that word make you think of? For some it means cheap: settling for less to save a few bucks. But for others, it means getting maximum bang for your buck. It means using your money to its fullest to get exactly the motorcycle that will best fit your tastes, abilities and riding style.
For a prospective motorcycle buyer, there's a lot of ways to spend seven to nine thousand dollars on a new motorcycle. But what's the best way to spend that kind of money and make sure you have a sporty motorcycle that can do as much as possible?
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New Buells online now

George Obradovich — Sat, 23 Jul 2005 22:00:00 -0400
New Buells online now For those of you who've been waiting and haven't noticed yet, the new 2006 Buell models are online now.

The featured bike is the much rumored XB12X Ulysses sport/adventure tourer. A funky thing it is with a revised and elongated frame swingarm combo and a host of other items including a pillion pad that doubles as a multi-position luggage rack. Although, absent is a stubby Buell signature tail for obvious reasons. I think I like it.

The other bike, for me, is a bit of a let down as it is not the sport-tourer that many hoped for. It's the XB12S Lightning Long (cue porno sountrack), a stretched version of the 12S that seems to use the revised frame and swingarm from the 12X. (Although the wheelbases of the two are slightly different.) Probably not a bad idea for taller folks as the bike offers roomier ergos, but a far cry from a new sport-tourer.

Anyway, judge for yourself and sort through all of the details at www.buell.com.
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Those Buell people are up to something...

George Obradovich — Fri, 08 Jul 2005 16:20:00 -0400
Those Buell people are up to something... Rumor has it a new video teaser "Own ALL the corners" is going up later today on the website... something new and unexpected from Buell.

A dual sport? Adventure sport/tourer?

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No burnouts, no wheelies, no tread life?

George Obradovich — Wed, 27 Apr 2005 22:00:00 -0400
No burnouts, no wheelies, no tread life? I was surprised to find that my 2004 Buell XB12s Lightning would not pass the Virginia State Vehicle Inspection due to the lack of tread on the rear tire. Firstly I am no "bike hero" or "would be racer", just your average rider respecting the laws of the road(with the odd blast to 120 mph.) I will not be fitting an OEM replacement Dunlop 207 as I feel 1600 miles is hardly adequate mileage for my riding style. The next question would be to buy sport touring tires or try something else. The XB9SX comes with Pirelli Scorpion Syncs and I can see they have more defined tread indicators, I just wonder if they will be as sticky. So ready, aim, fire those opinions away!

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2005 Buell and Harley Davidson Line-up

Sean Alexander — Tue, 15 Mar 2005 15:40:00 -0500
2005 Buell and Harley Davidson Line-up
The Buell Lightning series offers a unique blend of minimalist, naked styling and the real-world powerband of an American V-Twin engine. The riding position is athletic. Agility is uncompromised. The torque is unreal. Compact and narrow in profile, the Buell Thunderstorm- V-Twin engine is the perfect powerplant for serious street performance. Both the 92hp Thunderstorm 984 and 103hp Thunderstorm 1203 (these are *CLAIMED* numbers. MO tested these engines at an SAE corrected 76.7hp/69.8Lbft and 89.7hp/72.6LbFt respectively) engines are 45-degree air/oil/fan-cooled V-Twins with electronic fuel injection. Both are tuned to put out a mountain of ground-pounding torque and deliver the kind of midrange acceleration a rider can really use on the street. The Buell Uniplanar engine mounting system reduces vibration to the rider and increases frame rigidity by utilizing the engine as a stressed member of the chassis.
The Lightning is created utilizing the Buell Trilogy of Technology design principles - frame rigidity, mass centralization and minimal unsprung weight. To lower the center of gravity, fuel is carried in the massive aluminum frame, engine oil is carried in the swingarm, and the muffler is located below the engine. The Buell® Zero Torsional Load- front brake features a single 375mm rotor mounted near the wheel rim, gripped by a six-piston caliper. Because braking forces are transmitted directly from the rim to the rotor, torsional load at the front wheel is virtually eliminated and brake feel and control is enhanced. Reduced torsional load permits the use of a very lightweight cast aluminum front wheel for a significant reduction in unsprung weight and steering inertia.
Buell Lightning models are agile and flickable, thanks to a short 52-inch wheelbase and 21-degree fork angle. Both the rear Showa® shock absorber and the new 43mm Showa upside-down fork are adjustable for pre-load, compression and rebound damping to accommodate rider weight and riding style. The Lightning offers an unmistakable style, inspired by the rough-andtumble world of flat-track racing. Handlebars are wide and aggressive. Dual headlights are mounted below a short flyscreen. The clipped, aluminum tail section covers the meaty, 180mm rear tire with a screened panel.
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Streetfighter Shootout

MO Staff — Tue, 21 Dec 2004 19:00:00 -0500
Streetfighter Shootout
They can take you from a Monday Track Day, to a Tuesday Commute, to a Wednesday Night Drag Race, to a Thursday Grocery Run, to a Friday Canyon Fling and on through a two-up weekend, without even batting an eyelash. If motocross tracks were still mostly flat, a simple tire-swap would allow them to tackle that too. Though today's bikes aren't all created equal, the UJMs do a good job of covering the wildly different needs of riders who'd typically use a racer-replica for the weekends, a cruiser for commuting and a sport tourer for longer trips. Yes, the UJM class is nothing, if not practical. However, these particular bikes reside on the anti-social fringe of the "Standard" genre. Furthermore, they're not even Japanese. What we have here are the exotic cousins of the UJM, the Aprilia Tuono, Buell XB-12S and the MV Agusta Brutale S.
These three bikes might defy exact categorization, but they thrive on a good real world flogging. To see which is best, we invited MO guest testers Martin "Sportbike_Pilot" Hackworth, Arthur "Buzz_Waloch", and George "Longride" Obradovich to join the regular staff on a two-day mixed-loop ride through the cities, freeways, countryside and mountains of Southern California. When we were done, each tester wrote separate opinions of the three bikes, as well as ranking them from first to last. What follows are 7,500+ words, 13 Videos, 86 photos and 5 dyno charts describing and contrasting each of these three bikes.

3rd Place: MV Agusta Brutale S
Martin on the MV Agusta Brutale S: The Brutale is first and foremost an exquisite piece of rolling sculpture. You could get by just pushing this thing around everywhere and still be the envy of all your friends. This bike succeeds without any muss or fuss, in being what every over-hyped chopper in the world aspires to be, i.e., "Cool". The fact that it gets down the road like a rocket on a rail is a bonus. It is perhaps the most uniquely beautiful production motorcycle I've ever laid eyes on.
I had the opportunity to ride this bike once before, back in August when Buzz brought it out to Willow Springs as part of a story that we were working on. My impression was that of a 750cc crossbow bolt, tiny, agile and goes like a bat outta hell. Aside from the sharp looks, I was also impressed by what happened when the starter button was pushed - an eruption of roarty notes that sound exactly like what a bike that looks like this ought to sound like. An aural and visual feast. Oh yeah!
The engine in the Brutale is the same radial 16-valve engine found in the latest F4. It's a trick 749cc mill with under-piston oil spray, a lightened crankshaft, special Brutale fuel-injection mapping and the aforementioned groovy-as-all-get-out twin-pipe exhaust which conspire to produce decent but not overwhelming power. The chassis layout is the same as the F4 on which it is based, i.e., chrome-moly frame tubes with an aluminum single-sided swing-arm. Front suspension is courtesy of 49mm upside-down Showa forks and rear suspension is handled by a Sachs shock. Front and rear suspension are both fully adjustable. The Brutale is slowed by six-piston Nissin calipers that put the pads to 310mm discs. The wheels are beautiful, polished aluminum five-spoke units.
The Brutale is much more than muscular eye candy. It is a whip sharp motorcycle that does almost everything well. It's a visual stunner that is also eminently functional with one caveat. It's tiny. Pay attention ya'll because we're talking 9/10-scale model of an actual dream bike. Since it is very compact, anyone over 5'10" or so is going to have a hard time getting shoe horned into a relaxed riding position. The Brutale is set up for a tight fit and I couldn't get my knees to fit into the sculpted cutouts in the tank sides, due to the short distance between the seat and pegs. Not only did this mean I had to ride down the road with my knees splayed way out to the sides, (not the way you want to drag a knee in a corner) but I also struggled to move around on the bike in wring-it-out mode. I like to shift position when I'm flogging a bike and the Brutale cramped my style (and my legs) a little. Even with this handicap, the Brutale went around corners like a slot car, (our bike was equipped with Pirelli's excellent Diablo Corsa tires which seemed especially well suited to this model) so ergonomics are at least par for the course. After all, none of these bikes are Gold Wings. Buzz who fits on this bike well, was able to make it haul ass through the twisties. Salute!
All of the controls on the Brutale are intuitive and the information display is very easy to read. Brakes, shifting, throttle response and clutch action are as precise and glitch-free as one should expect from a piece of rolling sculpture (yes, Virginia, this is a swipe at spendy custom boat anchors, er, I mean, choppers). The Brutale doesn't lack a thing in the motivation department. We're talking some major giddy up and go here. A prior strafing run down Rosamond Blvd. suggests to me that you are probably not going to be embarrassed by any pesky 600's or big standards on this thing. Yowsah! (I'm 100% certain a ZX-6R or FZ-1 will blow the Brutale's doors clean off. -Sean)
So the Brutale is beautiful, functional, cool, sexy and generally the best thing since nickel night in a Thai brothel. Nirvana? Well the sun don't shine on a dog's ass all of the time and the nadir here is the view rearward. The mirrors are a waste of sheet metal and glass and are even less useful than those on the Ducati 999. Must be an Italian thing. Generally, on a bike this fast what is behind you isn't much of a concern unless, it's Sean Alexander on a Concours - in which case it is a very good idea to be able to reconnoiter the lay of the land for a full 360°. That aside, the Brutale is as full of moxie as any sane rider could possibly want, it really wants to get on down the road and handles great while doing it.
Though all three of these bikes were attractions wherever we stopped, the Brutale was definitely the winner of every beauty contest. The Brutale is the best combination of looks and functionality I've encountered in motocycledom. It's a Ferrari with two wheels. Hell, it's damn near sex on two wheels. I think I may have to start strong-arming little old ladies, just so I can get a Brutale for myself. -Martin

Buzz on the MV Agusta Brutale S: If there is a prettier, more sculpted bike on the planet, I haven't come across it yet. I still stare at it daily, and I own it! Never have colors, shapes, and textures blended so harmoniously with real world usability.
The Brutale needs to be kept on the boil for good thrust. However, that's easy to do with the short gearing and excellent transmission (Unlike the Aprilia, you can actually find neutral on the MV). The howl of the intake warns you that objects will shortly be closer than they appear. It is a bit harsh and "busy" for sustained freeway riding though.
The MV is compact like the Buell and changes direction quite easily. The stiff throttle can become a challenge at times but the Brutale really rips through the corners. It's almost as smooth as the Buell, but not quite. She needs a bit more suspension fiddling to be perfect.
Wheelies are still easy on the MV, they just take a bit more effort than the other bikes. You need more RPM and then she just takes off, so your wheelies are generally of the high speed variety. -Buzz

George on the MV Agusta Brutale S: The first time I saw the MV Agusta Brutale in person, it made my jaw drop. I think it made everyone's jaw drop. From the moment Buzz pulled up with it in his pickup, I stared at this bike. It's beautiful. Pictures don't do it justice. Looking at all the angles and curves, and how they all come together perfectly to form this rolling artwork, you wonder how they did it. But they did. When we rolled this beauty off the truck, and parked it next to the other test bikes, it took less than 5 minutes for 3 people to come wandering over for a look. It was that way everywhere we went.
Buzz and Martin started giving me crap about how I would be riding a 750cc wedgie. A closer look revealed a riding position very similar to the Buell's. Maybe a longer reach to the bars, but a quick seat check said all would be well with the MV and me. In town it wasn't a wedgie, but riding it was like wearing very tight briefs. All the equipment is in place, and it sure as hell isn't going to move around much. The bike has ONE riding position and that's it. Around town, the bike felt taut and responsive, and accelerated like stink when the revs were kept high. When the curves are tight, is when this bike becomes more than just another pretty face.
Twist the throttle hard, and the bike emits a howl that will shiver your spine. This is one bike that needs no after-market help in the sound department. It is easy to turn in, and tracks like it's on rails. For me it was like riding a mini bike on steroids. Crazy small and crazy fast. Grins under the helmet are coming faster than the curves. Brakes are one finger strong, and easy to modulate. The only damper on this fun is the throttle, which is stiff, and very hard to open initially, making it hard to modulate at partial throttle openings. Hell, just hold it wide open and that problem is solved. That will also solve the problem with the mirrors, as I can see about 1/4 inch from each end, but I get a great view of my elbows. This bike needs at least 8K showing on the tach, and from there, the fun and the banshee wail take over the ride. The really cool part, is after ripping through the curves, you can just park it and stare at the thing some more, which I kept finding myself doing. I could see leaving the wife and kids, and possibly make a deal with the Devil himself to have a chance at owning this baby.
Alas, reality waits. This Italian girl has a bad side. One rapid trip on the freeway will convince you that the twisties need to be very near indeed. All the things that make it turn corners so well, and put that unshakable grin on your face, soon communicate in no uncertain terms, why this bike is called the "Brutale". The stiff throttle annoys, the vibration puts appendages to sleep, and the riding position quickly makes you wish for more options. Furthermore, all this happens in a very short span of time. The bike is geared so low, that it's always turning 7 to 8K when moving rapidly. This has it howling like crazy, even when you want to chill. The suspension that felt so right when turning, now feels very stiff. At speed, you could run over a quarter with this bike and tell if it was heads or tails. All road imperfections are sent direct mail to the hands or the butt. I can't see a damned thing out of the mirrors either. Not a willing long distance friend, to be sure. Buzz says he can make about 150 miles on this bike before the pain sets in. I think I could make it that far too......if we stopped every 30 miles!
Like any Italian beauty, even when she unleashes her bad side on you, one look at her and all is forgiven. Did I mention this bike is beautiful? So the Brutale is a bike with a split personality. Supportive, willing and oh so much fun on the curvy roads, while being coarse and uncomfortable on the long and straight stretches. Of course, this bike could be terrible everywhere, and I would still want one. Even though it's the most expensive bike here, I could buy one just to put in the garage and stare at. Maybe I'd start it up to listen to the high pitched wail every now and then. The fact that it works so well, is frosting on the cake. The two things that hold this bike back from winning, are its lack of comfort and the fact this bike doesn't have a "bad" bone in its body. These are "Streetfighters", right? This one may be more dancer than brawler, but I like it. -George

Sean on the MV Agusta Brutale S: The guest testers have covered almost everything. However, I'd like to add a few observations as a (Cough!) "professional".
The Brutale is indeed a jewel of a bike. The closer you look, the more you expect to find "Faberge" stamped on its parts. However, its hideous headlight borders on obscene and its highway manners make me sorry I didn't take the car. The short wheelbase and stiff suspension conspire to make your ride a rough one, while the buzzy & frenetic powerplant has you feeling frazzled in short order. In other words, this is not a touring bike. That's a good thing, because you'd be lucky to get 100 highway miles out of the 26MPG Brutale. On the other hand, the Brutale is blessed with a planted mid-corner feel and though the cockpit doesn't allow for much movement from its pilot, the bike still handles well enough to allow for some serious canyon carving.
This is a bike for those of you who want the "coolest" ride in the group and intend to use it solely for sweaty Sunday morning backroad flings or Wednesday "Bike Night" gatherings. If you want a multi-purpose tool, I'd suggest you look elsewhere. -Sean

Page 22nd Place: Aprilia Tuono 1000 R
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One Year / 12,831 Miles on a 2004 Buell XB12s

Motorcycle.Com Staff — Mon, 13 Sep 2004 10:00:00 -0400
One Year / 12,831 Miles on a 2004 Buell XB12s One year ago today, I bought a new 2004 Buell XB12s with race kit. What follows is my story of how this bike actually held up after a year of commuting to work and canyon playtime in and around the Phoenix Arizona area. Plus, interactions with the dealer, modifications to the bike, problems and comments from other riders and non-riders, my thoughts, ideas etc. At the end is list of my pro's and con's and actual service intervals.

Sweet! Here's a BLOG style, real world review from a fellow MOron. Just be sure to rest your eyes from time to time. - MO

09/13/03 - 0915/03 - 01 - 209 Miles

I commute about 50 miles everyday by motorcycle to work and back so reliable transportation is important to me. I wanted a bike that was very rare, fun to ride, very reliable, cheap to buy, own and maintain ($8,995 at Chandler Arizona H-D Buell and 45+ mpg). Also, one that would fake out cars in to racing me at stoplights and one without a chain to clean and lube all the time. With that in mind I traded in my 2001 M2 Cyclone for this new 2004 XB12S Buell with race kit, that I named Little Red Pit Bull, see link for photo.

The new Buells are supposed to be reliable so hopefully they will be. Before the 2001 Buell I owned a 1999 250 Ninja and a 1986 900 Ninja. I have since ordered an additional bike for my wife to ride on the back of, a Honda Gold Wing.

Anyway, you wouldn't think the old 2001 Cyclone and new XB12S were even made by the same manufacturer! The quality and reliability features are a leap beyond the old Buells. They even have a fork air flow bug protector to keep the fork seals from going bad!!

Ops! Gotta watch that kick stand deployment, it is WAY too easy to put the bike into first gear when you just meant to put down the kick stand! How embarrassing, you pull up to the mall on your brand new steed, and in front of a whole line of people walking out slam the bike into gear just as you try to put the kick stand down.

The handling is very good. This bike is not only flickable, you trust going right to the edge right away with this bike, it's that incredible in handling. It makes my old 900 Ninja feel like a truck. The strange thing though is the bike is so short that it feels like the front wheel is right under you and almost connected to the back wheel. Very short, very small.

Can't wait to get past the 500 mile break in, it really sucks keeping the bike at 3,000 rpm or less and accelerating slowly!

Put my good mirrors from http://www.chaparral-racing.com on this bike, as the stock mirrors are way too small. The mirrors are Bikemaster Supersport for bar mount application and the part number and pricing is Right Side Product Number 360-1123 Price: $9.99 Name Bikemaster Supersport Left Mirror Product Number 360-1122 Price: $9.99. The price was RIGHT. Their toll free number is 1-800-841-2960.

09/13/03 - 09/16/03 - 209 - 600 Miles

Ok, finally hit 500 miles and hammered it! Here's what I found out, 4,000 to 7,000 RPM is much stronger then my old M2 Cyclone.

I swear this bike has the sweetest sounding roll off from upper RPM pop pops (with the race kit installed) I have ever heard. I look for tunnels and under passes just so I can run it up and then roll off to hear that sweet pop pop sound! Those of you who did not buy the race kit, I pity you as it totally transforms this bike. My friends XB12R is so quiet you hear all the bad sounds, like the fuel pump etc. and not that sweet exhaust note.

This morning 9/22/03 on I-10 at 6:00 AM temp 78°F I found the following:

60-80 mph top gear roll-on 4 seconds
60-80 mph 4th gear roll-on 3 seconds
60-80 mph 3 third gear roll-on 2 seconds YE HAH!

Downshift twice to 3rd at 60 mph then hammer it and this bike takes off like a demon out of hell! I was shocked how much faster it was then my old M2. My old M2 Cyclone didn't make any difference what gear I was in 3rd, 4th, or 5th it was about 60-80 in 4 seconds on a cool morning. I can really use the new bikes 3rd 60-80 in 2 seconds.

Plus in the after noon on the 202 between Country Club and Gilbert I accelerated to 120 MPH from 80. My old bike would quickly run out of steam around 110 and then pull slowly to 120. This bike went by 110 like it was nothing and was pulling strongly through 120 when I came up on slower traffic and had to shut it down. If only I had a 6th gear!

This bike is a dream out at Canyon lake, Arizona Route 88 from Apache Junction to Tortilla Flats!

09/24/03 - 09/25/03 - 601 - 700 Miles

The bike has this really neat feature on it when you run low on fuel. And no it doesn't automatically refill it's self. When the low fuel warning light illuminates, it brings up the low fuel trip gauge and it starts counting up the number of miles ridden since the low fuel light illuminated. Very very handy! I went around a sharp corner and that's why I think it illuminated a little early. I was only down 2.6 gallons and I thought it was supposed to illuminate at 3 gallons down.

The lady from Buell Head Quarters called today after I had asked about the lack of a dyno chart on the Buell web site showing stock power ratings compared to the race kit. She read off to me what she had and is going to send out to me either in an e-mail, snail mail or post on the web. She said the peak HP for the XB12's stock is 94 and with the race kit about 96 with peak torque the same at 72. You can see the chart at http://www.geocities.com/gbrummett/Buell_XB12_Dyno.jpg I have seen this vary a lot from different tests. I have seen the stock XB12 Buells dyno as low as 89.9 horsepower and as high as 99.9 in Sport Rider's test. Most tests seem to show around 89 to 92 horsepower stock at the back tire.

09/25/03 - 09/26/03 - 700 - 750 Miles

Ok, got home last night and checked the oil. Much to my shock the dealer had overfilled the oil by a huge margin during the first service. No wonder the bike seemed a little down on power. It was filled almost to the top of the dip stick!! I drained over half a quart out to get it close to the full mark.

So this morning on the way in I did one of my acceleration tests and the bike is running better then ever. Roll on's from 3rd gear on level ground at 60 mph to 80 now take just 2 1/2 seconds!

09/27/03 - 09/29/03 - 750 - 850 Miles

This bike is just too easy to wheelie, I want to use full power in 1st and 2nd but I always find myself in an unintended power wheelie. Also the back is very light and when downshifting you have to let the clutch very slowly or the back tire will break traction. With that said it's still one really fun bike to ride around town. It's like saying all the time "Let's go have fun" just like our black Labrador Retriever.

Got the new Corbin seat in yesterday and it absolutely rocks! I can power wheelie with less of a problem now, as I have more control. I must have been sliding backward on the stock seat causing me to wheelie even higher and feel out of control. The new Corbin seat holds me in position tightly with the high back hump behind my butt giving total control. As a big bonus my butt doesn't hurt after riding only 10 miles now. I feel like I could ride all day long.

It never fails, pull up to a stop light and some bozo in a new Mustang just has to race his engine, doesn't seem to happen with Vettes (smarter drivers?). Anyway, it's all over so quick I've gotten to the point where I'm starting to ignore them now. Gotta be how small the bike looks with me on it. No one in a car ever challenged me when I had the 86 900 Ninja, no one!

09/30/03 - 10/06/03 850 - 1250 Miles

Rode the bike up Hwy 60 through Globe on to Show Low. This bike was made for the Salt River gorge which is 30 miles east of Globe on 60 towards Show Low. Took the bike to the bottom and then back up to the top then turned around just like in the adds and rode up and down again. Got some curly cue heat souvenirs on the outside of the tire treads from the heat. First time I have done that on a Buell and it was only about 70°F. Was getting the curly cues on the trip back up to the top but oh was it fun!

Gas mileage, yes mileage, how about a low of 42.5 and a high of 46.5 on this trip. Not bad, that gives me a worse case scenario range of 127.5 miles and best case scenario of 139.5 before I hit the low fuel warning light and then I would have at least another 29.75 before I ran dry.

A rattle just began at idle when cold. I took it to the dealer and it was the mounting stud nut for the right side of the instrument panel came off allowing the turn signal blinker controller to fall to the bottom of the instrument pod causing a vibration noise, went to dealer for repair. A mechanic put on new nut and washer with lock-tight. Found out later that this dealer has a history of not putting this nut back on correctly when they install the race kit ECM.

BRAG "Buell Rider Adventure Group" was supposed to be having a ride in Show Low Oct the 4th. They must have been out somewhere, I never saw a sign of any of them. I was the only Buell on the road. Did see an Aprilla Mille R riding with a new Suzuki GSX-R 1000 out by the Gorge.

10/07/03 - 10/13/03 - 1250 - 1800 Miles

Ran against an old Kawasaki 750 this morning, I'm slightly faster from 0-80 when we shut down. We were both on Gilbert road heading out of the light on Southern. We ran twice and it was pretty close but I'm faster.

Rented a 2003 Gold Wing this weekend and took Tommie riding. What a huge bike, but it seems smaller once on a roll. It's not bad at slow speeds and very good on the straight but is a handful in the corners.

My bike feels and sounds like a snarling little Pit Bull after the Gold Wing.

Looks like we will be buying one, Tommie really loves it.

10/14/03 - 10/22/03 - 1800 - 2050 Miles

If I find myself next to a 600cc or 750cc sport bike at a light and they aren't winding the ***** out of it when the lights about to change, then they are dead meat. They fall for it every time, they don't think I'm going to take off fast because I'm just idling, or they think hey, it's just a Buell. What they don't know is that this bike has more torque at 2500 rpm then they have at redline.

So the light turns green, I look both ways quickly... then hammer it. Keeping the front wheel just skimming the ground leaned over forward just as I approach redline the bike snaps up into a low power wheelie and I hit the limiter at about 55 mph, which is my signal to grab second. Then I trounce some more, but by then it's usually all over.

Before all you big bike riders out there start getting offended let me tell you that my friend Jim has a modified 1200 Ninja which can absolutely and consistently smoke me any time, anywhere any speed. He is going to take it to the Salt Flats so he can get his 200+ MPH ball cap and paper and yes he can probably smoke your new R1 or GSX-R 1000 too. The only place I can hold him is in the very slow and tight corners. So I know the liter bikes and above have some serious speed. But I also have been on those bikes and they are heavy and have very slow steering in comparison to a Buell XB. Even the new 600 super sport bikes seem heavy and slow in steering in comparison.

10/22/03 - 10/28/03 2050 - 2222 Miles

Really loving the sound and torque of this bike. Plus not a single oil leak yet although I do have this damp area in the v of the engine around what looks like drain plug between the base of the cylinders. It gets a sheen of oil around it after a few hundred miles for a total of what must about to about 1 drop total. I wash it off and it comes back, the dealer said it was normal. Could be where all the crap collects when I wash it or it rains, Hummmm...

I looked at the photo again of the back of the XB9S that American Sport bike did with the new tailless light and license plate holder and I noticed that they had taken the back passenger foot pegs off. The bike looks much cleaner without them on there that's for sure. When you take off the passenger pegs and you put on the tailless holder it really accents the back tire and how big it is so I think that's what I am going to do. Need to buy some tools however as it looks like Buell decided to get stupid and use star wrench bolts all over the place.

I'm also thinking of buying the carbon fiber foot peg heel protector guides. They look much better then the bright shiny ones on the stock bike. So, I took off the back passenger foot pegs and as a really nice bonus access to the oil dip stick that's inside the rear swing arm is now very easy.

Had a friend come up to me in the parking lot and tell me what a sweet sounding bike my bike is. He said it looks like a little bike but sounds like a big one.

10/29/03 - 10/30/00 -2222 - 2300 Miles

Riding along yesterday on the free way an R1 or R6 came up behind me and started riding behind me as wingman. Got off the I-10 at the Broadway curve and had to slow for traffic getting on the 143. When it opened up I downshifted to 3rd at about 55 mph and had no problem staying with the other bike whatever it was as we accelerated up the 143 northbound to about 100 mph. Must have been the R6. The third gear roll on for 55 or 60 to 80 is so fantastic. I have said it before will say again that 60 to 80 mph 3rd gear roll-ons only take about 2 seconds flat, FANTASTIC!!

10/31/03 - 10/31/03 - 2300 - 2375 Miles

Got the license plate relocate kit from American Sport Bike last night. Part number 9031 - XB9S License Plate Relocate, Price: $349.95.

Went over to BJ's house last night and put it on. It was more difficult then we thought because we had to align, tap and drill holes for the turn signals. For $349.95 you would think they would at least have tapped and drilled holes for the turn signals and license plate! We also had to bend the bike turn over kill module mounting a little for the right side turn signal mount to fit inside the tail in it's new location. See photo at http://www.geocities.com/gbrummett/grants_2004_buell.gif

The end result though is what the bike should have looked like from the factory. Much cleaner without the pasta strainer / cheese grater rear fender. Now the bike looks really mean and the back tire really stands out.

11/01/03 - 11/12/03 - 2375 - 2750 Miles

Yesterday in the parking lot of Sam's Club is exactly why I bought a new Buell XB12S. I rode in and parked next to a brand new Suzuki GSX-R 1000. These two guys coming out go right past the GSX-R and go "Man what kind of motorcycle is that?" I could tell they were looking at my bike and not the GSX-R which gave me great satisfaction. They laid question after question on me, "Buell? Who? What? How many CC's, how much, do I like it, it's so small). I loved it, not even a look at the Suzuki!

11/13/03 - 11/20/03 - 2750 - 3000 Miles

Love the cold weather startups much better then older non-fuel injected bikes. Starts right up in the colder mornings of lower 40 degrees and can be ridden right off.

Am thinking about buying the Heel Protector Kits in either Wrinkle Black p.n. 50340-02Y or in Carbon Fiber p.n. 49096-03Y. The Wrinkle black is only $36.95 and the Carbon Fiber is $104.95 so that may be the deciding factor.

11/21/03 - 01/05/04 - 3000 - 3750 Miles

Got a Safety Recall Notice for inspection of routing of the Horn wiring and replacement of the horn mounting bolt with a shorter bolt. Will take in soon.

01/06/04 - 01/12/04 - 3750 - 4050 Miles

Beautiful weekend. Went out to Tortilla Flats near Canyon lake and had a blast riding the curves. Hooked up with an interesting group and found out what it's like against them. This very experienced group took off just in front of me riding a 2003 GSX-R-1000 Suzuki, 2003 YZF-1 Yamaha, Triumph 955i and 2003 Aprilia Mille R. I tell you I had my hands full right from the start. We took the road the other side of Tortilla Flats that has very little traffic and the pavement ends about 6 miles up the road. It starts out very twisty with 15 and 25 mph corners then opens up. I was right on their butts going into the corners but every straight as we approached the apex of the corner they would squirt ahead like I was standing still. We hit the long straight right after the creek crossing and they jumped way ahead. I had been catching them as they braked for the slower corners. Now they were out ahead and un-catchable. As we came to the second set of really slow corners they were already out of sight. By the time I got to the turn around they were already stopped with helmets off and talking. So, the moral of the story is, this bike may be a match for them in the slower corners on the street, but it's no match when the roads have corners with speeds above 60 MPH and start having straight sections.

Back tire is getting very low on tread now. Must decide on when and what tire soon. Was told they had a good deal on Pirelli Diablo tires. I wonder how they perform.

01/13/04 - 01/16/04 - 4050 - 4200 Miles

Back Dunlop tire is worn down to the threads. Replaced with new Pirelli Diablo and I get a new front tire free with their on-line special.

One thing I am noticing right off the bat is the fact that the new Diablo Pirelli tire does not seem to lose pressure like the Dunlop 208 tire. The Dunlop would lose as much as 2 or 3 pounds a week. The Pirelli has not lost a pound yet. (I later found I was losing air by my sloppy air gauge use).

Also during cornering the tire seems less prone to wear. I heard this tire will last longer then the Dunlop, I hope so.

01/17/04 - 01/23/04 - 4200 - 4400 Miles

Loving, it riding it, will it ever warm up around here???

01/24/04 - 01/11/04 - 4400 - 5200 Miles

Continue to get stares wherever I go. The bike is running better then ever. Pirelli delivered the new free front tire as promised it was on my front porch, gotta love the web program special. These new Pirelli tires have transformed the bike!

Gotta also love the suckers who think this bike is smaller then it is, so many people challenge me and I just have to way lay them.

01/11/04 - 04/12/04 - 5200 - 7000 Miles

Ordered the Heel Protector Kits in Wrinkle Black p.n. 50340-02Y today, hope they look great.

Went out to the Canyon lake to Tortilla flats last couple of weekends. Running the snot out of the bike including hitting 130 MPH on 202 between Country Club and Gilbert when I don't see any cops, running it to redline and then rolling off in different gears just to hear the pop pops. Not a problem, still no leaks, nothing wrong. Hope to run up to Globe this weekend.

04/13/04 - 04/19/04 - 7100 - 7660 Miles

Went to Salt River gorge (Hwy 60 between Globe and Showlow) and the new Pirelli tires are just smoking hot!! Cornering was very predictable and there were no curly cues and strips of tire coming off like the Dunlop's would do. Went there and went to the bottom of the gorge and back up until I ran low on gas. Went to the Chevron station which is on the west side of the gorge filled up and went back down to the gorge until low on gas then went back to Globe. Ate lunch filled up and went back to Superior using Hwy 70 and then 177. Great ride, but could not believe the people riding bicycles out in the middle of nowhere. Also went by and picked up my new Heel protector kits and put them on. They look great, much better then the bright aluminum look. They almost disappear now which is what I wanted. They only thing was the bolts were really tight. Ended up getting a ½ inch ratchet and using a cheater bar. Bent two of my wrenches.

130 MPH seems to be this bikes top speed on level ground no wind, at least at an altitude of 6,000 feet at 70°F. Found open road twice and the bike will accelerate rapidly to 120 mph then slowly on to 130. I was crouching down as low as possible and had one hand as lose as possible holding the throttle wide open. Maybe these bigger mirrors hold it back or maybe my bike just won't go any faster because it's against the rev limiter. It's right on the yellow line at 130 mph of 6500 rpm

Did find a situation where I wanted more power and was constantly hitting the throttle stop. A big cold front came in this afternoon. Was coming up out of Salt River gorge into a 50 mph headwind with my big fat butt (295 pounds) on board up the 6% grade and the bike in 4th gear at about 85 mph and that was all she would do. You would think it would continued to accelerate, but I guess that gave me a wind speed of 135 mph and that with a 6% up hill grade was all she wrote. Still, felt weird throttle wide open and only doing 85 mph.

Went by today and picked up my free Buell Sling bag, they are having a demo ride special where if you stop by and test ride then they give one to you. Very nice bag.

04/20/04 - 04/29/04 - 7830 - 8000 Miles

The wife and I rented a Honda Gold Wing this weekend, very luxurious, but also very huge and vague. I swear the amount of slack in the steering was enough where you had to move the steering tiller several inches to do a counter steer. Got back on the Buell and it felt like a precision laser scalpel by comparison, it felt like I could take several thousand different lines in any given corner. It almost felt like being on a 100 horse power bicycle by comparison.

04/30/04 - 05/14/04 - 8000 - 9000 Miles

Continue to get looks wherever I go. Had a guy on a White Lightening X1 Buell come up and give me a real look over. His bike was in really good shape. Another guy at What-a-Burger really came out and looked the bike over, he used to have an old M2 Cyclone like mine. He's getting ready to buy a new XB12S.

My friend with an older Yamaha YZF 600 just traded it in on a new Black 2004 XB12R! He loves it, and is now saving up for the race kit.

05/15/04 - 05/28/04 - 9000 - 9200 Miles

The front tire is really worn down on the left side and cupping. So much so that it's causing the handlebars to wag. It's down past the wear bars and past the tread in some areas. So... had my new Pirelli Diablo tire put on. Once again the attention to detail at Chandler H-D Buell has gone down hill. They forgot to put my valve stem cap on, which would normally be no big deal except these Buells comes with really nice aluminum caps so a rubber or plastic one looks like crap. So will go by today and try to have them find it.

They also overfilled the tire to 39.5 psi and the book calls for 36. Lowered pressure to 36 but there is still a lot of that protective coating crap on the tire which makes it really slick, so I'm gradually working my way over on each side before really laying the bike over and judging the tire.

05/29/04 - 06/10/04 - 9201 - 9500 Miles

Front tire is much better now with just a few hundred miles on it. It is really starting to have feel now. Must have been all the protective coating. I'm even running 36 psi again in the front. Front brake pads were down to the limit so had them replaced.

Continue to get stares wherever I go. You would think I left Pamela Anderson in the parking lot the way guys cluster around and stare. Ok, so maybe it doesn't get that many stares, but hey there is usually at least one or two people looking at it when I come out to most parking lots.

06/11/04 - 06/18/04 - 9500 - 10,000 Miles

Totally getting used to the Pirelli Diablo front tire now, either that are it's really broken in now. Just a hint of high speed wobble other then that I love it.

Getting ready to take it in and change the oil. It's starting to get really hot around here so thought it would be a good time at 2,500 miles since the last change.

06/19/04 - 06/22/04 - 10,000 - 10,185 Miles

Rode out to Tortilla Flats this weekend. Saw one guy on a new Ninja ZX-10R, really riding hard and hot. Met another guy on a Suzuki SV650 that was really heavily modified.

I think I got some lower octane gas. I stopped at this Chevron I don't normally use and the bike is pinging like mad. Of course the 108°F temperature and low speeds at Tortilla Flats might have something to do with it. I'm going to buy some 104+ HP octane booster payday. It worked for my old Buell M2 Cyclone.

Was running with a guy who has a Honda Valkrie yesterday on the 202. My bike absolutely stomps that bike both in roll-ons and in off the line.

Sitting in the early morning sunlight I am starting to see an outline of the cords underneath the rubber on the back tire. Will probably have to order that new back tire soon. Still I have over 6,000 miles on it. That's 2,000 more then I got with the stock Dunlop. I have run both back tires at 38 psi the entire time I had them on the bike so it should be a fair comparison.

06/23/04 - 06/24/04 - 10,186 - 10,292 Miles

Back tire finally bit the dust. The back Pirelli Diablo now has 6,000+ miles on it and finally the cords are showing. Had the dealer put on a new one and change the oil and filter while they were at it.

06/25/04 - 06/28/04 - 10,292 - 10,500 Miles

Dealer overfilled engine oil again, but not as bad as last time, at least it was close.

Also noted that in the summer when it's running 100°F+ that if I let the engine oil level go down to the lower full level on the dip stick it won't move even after 1,000's of miles. If I fill above this mark the oil will always quickly go down to that level and then stop. So I just ignore it and let it sit on the lower full mark.

Ok, got the new rear tire put on and either I'm getting used to the Diablo tires, or this one did not have as much crap on it. I was into the tighter corners in only 25 miles and feeling good. Good to have on such great tires both front and rear knowing that they will last 1,000's of miles longer then the Dunlop's and handle better to boot.

Occasionally the bike will idle low now at about 750 rpm after it's been running a few minutes and then I start it back up. I found that by adjusting the idle up a couple of clicks that this went away. Adjusting it more then two clicks results in it idling too high and not returning to idle.

06/28/04 - 07/19/04 - 10,292 - 10,645 Miles

Went on vacation for two weeks so missed a lot of riding time. Bought some of that 104+ HP octane booster. Put in half a can of it and my pinging problems at Tortilla Flats went away. Also noticed that if the temp is going to be higher then 105°F and I'm ever going to be stuck in traffic it's best to add a little to stop any pinging. I usually use about ¼ of a can except when I'm at Tortilla Flats. The slower speeds make it way hot when the temp is 110°F.

Still went out riding this Saturday to Tortilla Flats out by Canyon lake and met a guy who is riding a GSX-R 750. We tore up the road out past the flats and had a blast. I'm now riding on the very edge of the back tire with no chicken strip left so I must be getting very close to the edge of my limits but haven't touched down yet. We then road back into town together, I gave him my card and will see if he wants to go riding again.

07/20/04 - 07/29/04 - 10,646 - 11,140 Miles

My best friend on his XB12R just got a ticket for 91 in a 65 on the US. 60. Guess I gotta slow down as I too travel at a very fast rate in the HOV lane on 60.

Got a free bottle of Harley Glaze Wax from the dealer since I am approaching the one-year anniversary of my purchase. Got out an actually waxed the entire bike in the heat.

Got to where I don't check the oil but once a month now. The level never changes.

07/30/04 - 07/31/04 - 11,141 - 11,247 Miles

Have gotten to the point now where at red lights just as the light turns green I will feed in about 1,500 to 2,000 RPM as I let out the clutch, then feed in just enough throttle to let the front tire just skim the pavement. I run it like this through the intersection and just as I start to run over the cross walk on the other side of the intersection I look down and I'm doing 50 mph. Then I up shift a couple of times into third maybe on into 4th and cruise on down to the next light. This bike is so fun to do that time after time. Gotta watch it though as any ripples in the pavement or just a little too much throttle and the front tire is off the ground.

08/01/04 - 08/03/04 - 11,247 - 11,340 Miles

Went out to start the bike, and heard a ping and then a rattle start in the instrument headlight-fairing pod. Took off the cover and what do ya know. The horn-mounting bracket has broken again right at the mounting bolt area. I thought the first one was from mishandling by the dealer, but now I am beginning to think that the design is flawed and lets the horn vibrate to the point where the bracket eventually fails. If this happens again then I will know for sure.

Hit a false neutral between 3th and 4th this morning, very irritating!

Still all in all love the bike. At almost 12,000 miles and one year it's still looks brand new and I have people ask me all the time if I just purchased it.

08/04/04 - 08/09/04 - 11,340 - 11,500 Miles

Took the bike over to the dealer and they ordered my new horn assembly. They are thinking the same thing I am that ordering a second one will get someone's attention and maybe a redesign of the bracket or placement is in order.

Hope it comes in soon as now the horn rattles like made inside the housing and everyone is staring at me for the wrong reason. If I pad the horn so it does not rattle then the sound is really muffled when I honk the horn and you just can not hear it even at idle let along at 80 mph.

Just bought a new Helmet yesterday. It's a Shoei X-11 Norick 5 in size large. Man what an upgrade over my old Arai R-7. Quieter, lighter, easier bigger release tabs on the chin strap you can use even with gloves on. The visor is easier to change out, and the graphics which look like a tribute to the native Americans with feathers and a dream catcher look really cool.

08/10/04 - 08/15/04 - 11,501 - 11,640 Miles

Finally got the new horn in. So much quieter now thank GOD! Wonder how long this bracket will last before breaking, at least it's under warranty.

08/16/04 - 08/25/04 - 11,640 - 12,000 Miles

Heading back on the freeway from lunch today. Slowed down and got over in the right lane to exit I-10 at Chandler Blvd. and bang the big truck up ahead hit a large mattress. It came out in several pieces and I was sure glad I was on the Buell and not the Gold Wing. I went around several pieces but traffic behind me went crazy. Didn't hear any wrecks behind but didn't stay around either.

08/26/04 - 08/30/04 - 12,000 - 12,300 Miles

Rode with my adopted daughters friends out to Canyon lake Route 88 to Tortilla Flats on Saturday morning. Had a great time. Tom was on a GS500 Suzuki and his friend on a new 2004 636cc Kawasaki Ninja. It was interesting, once again rider experience makes a lot of difference when riding the twistes. Tom's friend on the Kawasaki could not believe it when me and Tom left him far behind when we got to the twisties near canyon lake. In all fairness he is a fairly new rider but it was still funny the look on his humbled face. Also I was smoking him at the lights and had to explain that his bike makes power at higher RPM's and he is going to have to rev the engine up pretty high to get a good lunch and then practice until he gets it down.

Still we had a lot of fun and met up with a guy breaking in a new Kawasaki 10R Ninja and rode or tried to ride with him a while. Fast fast fast bike! Impossible to stay up with on my Buell.

Mileage has settled into the 45 miles per gallon range, it seems like it's gotten even better in the last few thousand miles as used to I would get around 42 to 43. Either that or I'm getting old and slowing down a little.

Am getting the funds for the Gold Wing now and just found out there are no more 2004 models out there. Put money down on a new 2005 Gold Wing expect delivery soon.

08/31/04 - 09/09/04 - 12,300 - 12,600 Miles

Took the bike in for another 5k service, get it back and not only is the engine oil overfilled by half and inch, but the clutch is so far out of adjustment that you have to release it almost all the way to get to the friction zone. Told Toni my service scheduler and she was plenty upset with the service dept. I only wish the mechanics and service people took their job as seiously as she does. She sent it back to get redone. They got the clutch right but took a couple of tries to get the oil level right. What's so hard about getting the oil level right???

If it wasn't for the horn bracket and dealer over fill problems this would be a perfect bike with no problems. Still all in all it's been more reliable then either of my Kawasaki's. Now if I could just have the transmission out of the Kawasaki and the V-Twin out of a Ducati 999 to put into the Buell.

Oh well, life's not perfect.

09/11/04 - 09/13/04 - 12,600 - 12,831 Miles

My gas mileage seems to have settled down now to the 46 to 47 mpg range now that the bike is broken in. Almost as good as my old 250 Ninja at 50 mpg and much better then the 86 900 Ninja.

Just got back from lunch and had a really really close one today. Some jerk in a S10 pickup decided he wanted over in the turn lane even though he was past the gore point and parked. Only problem was he decide to change lanes into me right as I was riding past. Very close!

Still don't like the transmission, sorely miss the Kawasaki positive neutral finder and clutchless upshifts and would love to see an all new water cooled V-Twin from Buell

I don't miss cleaning, lubing and adjusting a chain every other weekend. Would rather be out riding instead of cleaning that crap off my bike.

And I still love all the attention from riders and non-riders alike.

So there you have it, 1 Year 12,831 miles on a Buell XB12S. Only one problem that was the design of the bike, broken horn mount bracket (twice). Other then that just the dealer problems mentioned above.

Let the comments begin.

Pro's

Handling
Flickable
TORQUE
(anytime, any speed, Yeah BABY!)
Warmth
(The frame gets nice and warm and the fan blows warm air in the winter)
Makes me want to be BAD
I love to run it up and down the power band just to hear the race kit equipped engine note
Sounds AWSOME!
Everyone looks for a Harley and sees a tiny muscle bike, throttle roll off pop pops!
3rd gear 60 to 80 Roll-on
2 seconds flat on a cold morning!
Reliable, so far
Great commuter bike
42 to 48 MPG!
Looks COOL / Rare!
Just way too cool and different to even describe, lots of attention
Size
Everyone thinks it's a 250 or 400, suckers! I especially love surprising car drivers and unwary 600 sport bikes!
Belt Drive
No lube, no cleaning, no adjusting

Con's

The Seat Absolutely Sucks!
Corbin Here I come
A Little Small For Big Riders
I'm 6'2"
HEAT and HOT FAN
The heat from the fan will roast your thighs at stop lights on hot days
Too easy to wheelie
I weigh 295 lbs, leaning forward and running wide open in 1st & 2nd you will do a power wheelie
Watch out for cops!

Kick Stand Location
Very easy to put bike into gear when putting down the kickstand
Unstable over 120
Very nervous, have to really loosen grip at speeds over 120
Wind blast and Top Speed
No where to hide at 130 MPH and 130 MPH is top speed.
Needs higher Rev Limit
No overrun in lower gears, have to shift early at times, but not if bike reved to 9,000
Size
You have to tell everyone it's a 100+ HP 1200, some people even laugh, at first.
Horn
New Buell horns sound like a Japanese bike, the old horns sound like a truck horn

Other bikes Owned

2000 Kawasaki Ninja 250
1986 Kawasaki 900 Ninja
2001 Buell M2 Cyclone

Bike Problems

Safety Recall Notice for re-routing of the horn wiring harness 01/03/04 3750
Horn mounting bracket broke at mounting bolt. 04/22/04 7,600
Horn mounting bracket broke at mounting bolt. 08/02/04 11,348

Dealer Problems

Dealer overfilled engine oil level during service 09/23/03 653
Dealer did not correctly tighten or install instrument pod mounting nut after installing the race kit electronic module.

The mounting stud nut for the right side of the instrument panel came off allowing the turn signal blinker controller to fall into the instrument pod causing a vibration noise, went to dealer for repair. They put on new nut and washer with lock-tight. Found out the dealer mechanics probably did not put back on or put back on too loose when they put on the race kit and that this dealer has a history of this with other customers. 10/06/03 1000
Dealer overfilled engine oil and adjusted clutch so far out that there was almost no friction zone. 09/03/04 12,500

Wear Replacement Items To Date

Replace back tire with Pirelli Diablo, they have special on-line to get the front tire free. This tire is much much better then the stock Dunlop. Bought this tire for $118 at Arizona Motorsports at http://store.azmusa.com/1430000.html 01/16/04 4200
Replaced front tire with Pirelli Diablo, Dealer Chandler H-D Buell left off valve stem cap 05/27/04 9,150
Replaced front brake pads at Chandler H-D Buell 06/10/04 9.500
Replace back Pirelli Diablo tire, the current one was down to the threads 06/24/04 10,292

Services

Service Dealer Mileage Date
500 Mile Chandler H.D. Buell, Chandler AZ 637 09/23/03
5000 Chandler H.D. Buell, Chandler AZ 3900 01/09/04
10000 Chandler H.D. Buell, Chandler AZ 8000 04/29/04
Oil Change Chandler H.D. Buell, Chandler AZ 10,292 06/24/04
15000 Chandler H.D. Buell, Chandler AZ 12,500 09/03/04
Read more

$20 says...

John P Burns — Fri, 21 May 2004 21:30:00 -0400
$20 says... both Buells spank Doug Chandler/ Gary Medley Ducati 749R at Pikes Peak FX race this weekend.

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2004 XB12S: Cheddarheads Strike Again

John Burns — Tue, 20 Apr 2004 10:10:00 -0400
2004 XB12S: Cheddarheads Strike Again
That's right, just as I was thinking to myself, damn these Buells turn good on the brakes...
I locked up the front and took the guy out like a bowling ball heading into a tight little right. I also took a handlebar in the chest, and for the first couple of weeks afterward it hurt almost too much to smoke. Hence, I was all set to announce my retirement when the phone rang just now: Erik Buell calling to tell me don't feel so bad, Johnny, our timers said you were going faster than Don Canet at the time...
This is of course, complete and utter crap and I bet Tripp (Tree'-up) Nobles put him up to it-and yet I shall grasp at this straw and believe it forever.
Read more

2003 Funky Twins Comparo

MO Staff — Fri, 17 Oct 2003 21:00:00 -0400
2003 Funky Twins Comparo How can you go wrong with a racetrack called "Horse Thief Mile?"
The name alone conjures up a bit of spirited lawlessness - always good fodder for a motorcycle outing - appropriately summing up the newest addition to Willow Springs Raceway in Rosamond, California. Some West Coast moto literati were invited out to lay down some of the first rubber on its virgin tarmac so we at Motorcycle Online decided to use the occasion to flog out a big twins comparison.
Horse Thief Mile is the pet project of Willow Springs' owner Bill Huth, who took the design of the track from a combination of corners he regularly rides on Highway 1 in Oregon and recreated them here for all to enjoy.
The course is comprised of eleven turns and, as the name suggests, is exactly one mile in length. Don't let the brevity of length predispose you to judgment. The track is generously wide and laid out over the undulating topography at the base of the hills that form the backdrop for Willow Springs Raceway.

Although relatively tight and with no real straightaway the diminutive circuit is an absolute gas to ride. The layout is such that you can get a good rhythm going and even though the top speed is going to be much slower than most tracks there's still the inherent rush of adrenaline that comes with pushing each section to your personal limit.

Also, because of the constant elevation changes, your ability to assess braking points becomes paramount. Downhills allow you to gain speed rapidly and force you to get on the binders earlier than expected. Conversely, uphill corners allow you to move your brake points deeper. Mentally, this continual juggle keeps you on your toes. By removing the sometimes spooky aspect of 150mph plus speeds inherent to race tracks, Horse Thief Mile's technical layout represents a unique training ground to concentrate on technique. Beginners new to track days and pros alike, will find something of value here.

"The test bikes that would be leaving behind the rubber were an eclectic threesome of V-twins; the new Buell XB 12R, BMW R1100S Randy Mamola Replika and the new Ducati Multistrada."

With regard to motorcycles, it doesn't get much broader or dissimilar than this. Or does it? All three bikes are un-conventional air-cooled twins and when you look at the lap times, they're all quite-close in outright performance. In addition to this threesome, let's toss-in 105 degrees of California desert summer sun, an unruly gang of journalists eager to put down their first footprints on a new track and the task of working-up a comparison between these bikes, over a day of raucous 20-minute sessions. The riders that would be leapfrogging from bike to bike were; Eric Bass (aka "EBass"), Sean Alexander (aka "Dirty"), Alfonse Palaima (aka "Fonzie"), and guest tester, Jeff Buchanan. This crew reflects a wide range of skill, as well as the diversity of riders common to the real world.

As the day's sessions progressed and we began taking turns trading between the three bikes we quickly answered the first and perhaps most basic question, "Which bike was fastest and why?" We were in agreement across the board on this one.

The Buell XB-12R gets top honors. Its motor pulls like a freight train right off the bottom and keeps on punching all the way through the powerband. You could practically leave the bike in third gear and run Horse Thief all day. The Buell allows you to come into a corner a gear high and just torque your way through. That low-end grunt was a huge advantage when corners exited into an uphill. We each also felt the Buell was the most sporty of the three bikes, the ergonomics making it the easiest to move around on and the most comfortable to hang off of in corners.

More than ample ground clearance with the XB helps build confidence when leaned over. The Buell feels planted and solid which is what you want on a track like this. The XB's brakes work well, and it seems to have less of that un-settling tendency to stand-up under trail braking, than our previous XB series test bikes had. You can run right up to the entrance of corners and slow the bike down with good predictability using a light two-fingered squeeze. However, slamming the bike down through the gears too quickly results in some wicked rear-end hop. Make sure the tach is at the lower end of the rev range, before downshifting for corners, or at least do a god job of rev-matching your downshifts.

We usually wear earplugs to muffle wind and exhaust noise, but with the Buell, we use them to squelch the odd sounds akin to churning broken glass and marbles coming from below. Seriously, the engine sounds like a Briggs and Stratton lawnmower with a dozen bolts loose. We also managed to find a few false-neutrals between gears during our time with the Buell. However, it certainly shifts better than what you'd expect from a Sportster based mill.

The universal second choice for track honors was, surprisingly, the Ducati. Now, taking a Multistrada out on a racetrack is a little like driving a Bentley through the drive-in at Burger King. You can do it, it just isn't really appropriate.

We would rather have used the Ducati Supersport 1000DS for this shootout, but alas the Multistrada was the only 1000cc air-cooled Ducati available at the time. That having been said, the Multistrada had wonderfully usable power, with a silky-smooth delivery. In the V-twin world, it's hard not to love the classic Desmo motor. Overall, the bike is tight as a drum and everything works with precision. It also has easily the best transmission and clutch in this group. Despite being an upright against the sportbike ergos of the others, the Multistrada was surprisingly fun to ride on the track.

Ground clearance was non-existent in right-handers as we demonstrated by taking turns mutilating the rock guard on the low-slung exhaust, grinding an array of holes in it, so that it looked like a piece of aluminum Swiss cheese by the end of the third session.

Remember, to be fair, the Ducati isn't intended for a racetrack. It is designed for and at home in real life situations; canyons, streets, and highways. I have a feeling the Multistrada may have delivered the biggest grins for our staff riders. Surprisingly, Jeff buchanan logged his fastest lap aboard the Ducati. They say transponders don't lie. That leaves (shall we say third place?) the BMW.

This is somewhat surprising, because it looks to be the most serious racer of the three. However, in a time of punchy, high revving motors and awe-inspiring rear-wheel power, the Motorrad engine is disappointingly sluggish, especially for track situations.

This combined with a few too many extra pounds on the old girl don't lend themselves kindly to a supposed "race replica." The long wheelbase results in wonderful stability but the tight turns of Horse Thief don't accommodate it. The BMW is a workout to jump from side to side on and had us sweating by the third lap. By the end of each session, we were still trying to find somewhere to plant our feet and knees so they wouldn't hang up on cylinders or passenger footrest brackets. Handling is superb, but you get a lingering suspicion in corners that those expensive and vulnerable cylinder heads are just waiting to touch down as costly outriggers. Sean and Jeff had a few "moments" with the anti-lock brakes on the BMW. That unnatural, arbitrary feel is the last thing you need when slamming down from speed into a corner, only to have the brakes do their own thing. Don't get us wrong, the anti-lock brakesare fantastic in most street situations. But on the track you need consistent response and feel lap after lap. We were caught out by the brakes, once because they felt like they'd gone away and a couple times because they unexpectedly grabbed hard, when trail-braking. After that, the seemingly independent minded servo brakes, saw us tentatively trail braking, with thoughts of tucked front ends and scraping up that beautiful blue paint and Randy Mamola's signature.

"The Buell's aggressive layout with regard to handlebars, pegs, seat will pretty much negate any long distance touring, unless you're comfortable with the typical race replica ergos."

For street practicability we all agreed that the Ducati's seat would be a bit hard on the bum for long hauls. Also, its design pushes you forward and has your groin constantly getting friendly with the tank and it's hard to look cool at red lights while un-wedging your jeans from your crotch. The Ducati is much better suited to a day of exploring on lengthy twisting, turning canyons and back roads, but it held its own pretty damn good and got the nod above the BMW for power delivery. Much of that is attributed to its excellent motor and by far the best transmission of the three. The Buell's aggressive layout with regard to handlebars, pegs, seat will pretty much negate any long distance touring, unless you're comfortable with the typical race replica ergos.

Page2When parked at the Burger Barn however, it's another story. This Buell is a looker! Mean and nasty. As for street practicality, it is, after all, a Harley and manages to keep up the reputation and weep little mysterious drops of oil from the cases. Also, forget about ever being able to make out anything in the rear view mirrors due to excessive vibration at low rpm, around town. The mirrors are clear and vibrations are well damped at highway speeds though.
"After all the laps and the somewhat harsh evaluations listed above, we were asked which bike we would choose overall. To each his own. And to that end, choosing a bike for all-around use, each bike came away as somebody's little darling."

The BMW is the looker of the three but on the track, it doesn't quite live up to the race claim of its name, and by the same token, its riding position means you'll need to stretch out every so often when churning out miles on the street. This is a shame, because most boxer twins are great sport tourers. Now, perhaps the most surprising bit of all.
Eric Bass chose the BMW RS1100S Randy Mamola Replika, forgiving its sluggish low-end for what you get out of the motor on top. Eric is an art lover and the BMW tantalizes with extremely clean, bold lines.
If Sean Alexander, fastest man on the track, had to choose, he would put the Buell XB12R in his garage. He thinks it's the fastest and most fun bike with the fewest compromises.
Fonzie, MO's Photographer + all around handy computer guy, graphics guru and handyman, diligently sat out the track sessions to capture our track comparison on film, rode the bikes in everyday street situations and came away with the nod going to the Ducati Multistrada. Comfort and the best of the three over a mixed bag of riding conditions made it the most attractive.
Jeff B picks the Ducati, hands-down. Saying: What it does (provide a comfortable, fun, good handling, well-engineered kick in the pants), it does better than the others. The engine, transmission, brakes and ergos are top notch.

The riding position gives you a bird's eye view of traffic ahead yet you can get down to business in the canyons if you like and hang onto the back end of many a GSXR. In my opinion we unfairly put this bike on a track and it came out none the worse for wear. Actually, it performed quite well. And assuming my transponder was working properly, it just goes to show, you can't judge a book by its cover.

In-depth Q&A with the MO Staff

1.) What is Horse Thief Mile, and how does it relate to real-world roads?

Sean A: A winding ribbon of asphalt laid over a freshly cut serpentine dirt trail in the foothills above Willow Springs Raceway. Horse Thief Mile doesn't have any "real" straights, just curving sections of track connecting sharper corners. I don't see a direct correlation with "real" roads, because it is obviously a race track. I suppose it is tighter than average and has some blind corners which makes it a lot closer to Latigo Canyon than your average racetrack, but it isn't going to be mistaken for anything other than a racetrack.
Jeff B: Horse Thief mimics the feel of a typical back canyon run. There are no real straights and multiple elevation changes. Speeds are lower than most racetracks. Braking becomes crucial because of the added momentum of coming down a hill into corners, a good test of brake points and bike control. The track was designed to simulate a traditional canyon piece of road and they've succeeded.
"I found it to be a very unique track that will probably attract riders simply for the fact that there is nothing else quite like it." EBass: I found it to be a very unique track that will probably attract riders simply for the fact that there is nothing else quite like it. Relentlessly action packed with technically challenging elements such as constant elevation changes and visually concealed surprises such as the ninety degree kink at the end of the sweeper, or the second "hidden apex" that pinches off a decreasing radius bender. An excellent training ground for the would-be canyon carver who will undoubtedly be called upon to respond rapidly and assuredly without much information on what lies immediately ahead. Don't bring your liter bike here. You really only need three gears and to be honest, two would do just fine (and did on the Buell). With no straightaway to provide tension release (much like the aforementioned canyon) the intensity level remains relentlessly high both physically and mentally. The 115 degree temperatures don't help much either. I'm sure when the weather cools down that the infamous Willow Springs windstorms will make that decreasing radius nail-biter even more of an adventure as well. Honestly, at the end of our 20 minute sessions, I was toast, and I wasn't even pushing that hard! But a load of fun for sure.
Fonzie: It's a yet-to-be-named track. The latest project by Bill Huth - owner of Willow Springs Raceway Park. Designed to be most like actual street riding with blind curves, descending radius turns, and non-stop elevation changes. With hardly a straight-away, this hillside track is meant to emulate the canyon roads of Oregon and anywhere else you can find a twisty road - less the on coming traffic! The track does need some cleaning up for it to bring on a full scale race. However, the brand new asphalt is breaking up in spots so it does add more "street" realism to the course.

2.) Which bike was fastest on this racetrack? Why?

Sean A: Buell XB 12R. The Buell was the fastest, because it had the lightest weight, coupled with the best ground clearance and the most mid range thrust. The Buell felt solid and planted, giving more confidence everywhere, which translated into higher entry and exit speeds. Since Horse Thief is ALL entries and exits, the Buell was easily the fastest bike.
Jeff B: Buell XB 12R. It had the most usable power and its torque was a huge advantage in getting going out of tight corners, especially when an uphill followed. Top end felt the fastest with the Buell as well. Also, its design as a laid out sportbike made getting off the bike easier. I found a neutral between each gear at some point and several times from 2nd down into 1st, coming up empty handed into a corner, scary. Jap bikes have made us all very sloppy. (Later, after further analysis of the transponder data, we found out that Jeff actually went slightly faster on the Ducati than he did on the Buell. The following is a copy of his email to us, after we informed him of his correct lap-times.)

Date: 10/9/2003
From: Jeff Buchanan
To: MO Staff

Well now, that's very interesting; fastest on the Duc! And that's with slowing down for right handers, because the pipe guard was making such a raspy, grating noise when it dragged on the ground.

I suppose I'm inclined to change my vote now, based on the stopwatch. I chose the Buell because it gave me the impression I was hauling whereas the Duc had me thinking I was tip-toeing around the track. So, as the President does with immunity all the time, I'm going to change my vote and go with the Ducati as best all around.

Jeff

P.S. Are you sure the transponder guys were keeping accurate track of us - maybe you're actually looking at Sean's results, instead of mine? He was hauling on the Duc.

EBass: Definitely the Buell. My time on this bike was taken on my first (extremely tentative) session but I went out on a fourth un-timed session later and surely smoked my earlier times. It needs to be taken into consideration that this was a very peculiar track that did not allow power or acceleration to enter into the equation much, if at all. The Buell had plenty of low end torque to get out of the corners and leaned better than the other two. Good ergos for hopping around from side to side. I did get a little handlebar jiggle under hard braking conditions after passing another rider. I'm not sure what the rationale is for leaving a steering damper off of a bike with such steep geometry, but I suppose Erik Buell must have his reasons. I also had the rear end go a little squirrelly on me when downshifting into a turn so you need to be at the bottom of the tach before throwing it into first. Speaking of shifting, the tranny feels like it was lubricated with Bazooka Bubble Gum. The gyroscopic force on the front wheel due to the wide diameter disc brakes makes it feel like it's made of granite at high speed, but on the tight track it gave it just enough stability. If it sounds like I'm complaining a lot, I don't mean to. The Buell was definitely the fastest bike for this track, and a fun bike with a few kinks to work out .

Fonzie: From my POV - behind the lens - it appeared that the Buell was the fastest, paired with Sean on top of it. Jeff is also a fast rider, but that's not important here.

3.) At the track, why was #2 second? How did it handle? What did it need in order to hang with #1?

"To hang with the Buell, the Multistrada would need stiffer springs, firmer damping and a more tightly tucked exhaust header." Sean A: The Ducati felt light and feathery. Unfortunately, it also felt vague and had terrible ground clearance issues with the exhaust heat shield on the right side. Even when hanging off far enough to drag my foot, shin and knee (see photos), the bike quickly made mincemeat out of the aluminum shield. But, the Multi Strada had far and away the best gearbox and brakes of these three bikes. You'd think that the upright ergos and tall/wide bars would give you the leverage to fling it around super motard like, but the long -soft suspension, caused the bike to get a little nervous when ridden aggressively. To hang with the Buell, the Multistrada would need stiffer springs, firmer damping and a more tightly tucked exhaust header. I believe THAT bike is called a Ducati Supersport 1000DS, I wish we could have gotten one for this test.
Jeff B: Believe it or not, I'd take the Ducati Multistrada 2nd. It has good power and great handling, even as an upright bike not really intended for track use. This must be a great bike on the street and in the canyons. The Ducati just isn't designed for any serious lean angle as we found out by mutilating the exhaust guard in right hand turns. I would be interested in comparing lap times against the Buell, for all I know I matched it on the Ducati. (After checking the timing computer, it turns out he actually WAS slightly faster on the Ducati.)
EBass: BMW R 1100S Replika. Although bulk and lack of torque just killed it coming out of the corners, its stability and smoothness in the turns was comforting on such a wicked course. The tranny was also a dream after coming down off the Buell. Unlike Sean and Jeff, I didn't have any problems with the brakes biting on me, but I had spent quite a bit of time on the bike prior to track day and they were on it for literally the first time. They do come on fast and hard but I was used to it. What did drive me nuts was the vibration in the bars. My hands were literally losing feeling by the end of my session. I would say that this was the wrong track for a big bike but the Beemer might have been more fun elsewhere.
Page3
4.) At the track, why was #3 mediocre, how did it handle, and what did it need in order to hang with the other two?

Sean A: BMW. The word "Truck" came immediately to mind, as soon as I exited pit lane on the BMW. The bike feels easily 200Lbs heavier than the Buell or Ducati. It also feels about a foot too long. Of course this makes the bike stable and on the street, it should inspire confidence. But, at a tight racetrack like this, there was no getting away from the feeling of managing a lot of weight and the thoughts of what would happen if it got away from you. The EVO ABS brakes are powerful, and I loved them on the K-1200GT, but on a bike with racetrack pretense, they make about as much sense as a screen door on a submarine. Here's a hint: "Racer's want to control the brake force themselves." The servo assisted BMW would go from light application to major WOAH! in about 0.1mm of lever travel. In a straight line this is not a big deal, but trail-braking the thing into a corner, had visions of tucked fronts dancing in my head. To hang with the Buell, the BMW would need +20HP, -100Lbs, another inch or two of ground clearance and a set of standard brakes.
Jeff B: BMW. The R 1100S just didn't blow my skirt up the way I thought it would, especially given its racer good looks. The BMW motor is too sluggish for me to feel anything other than slow on. Handling is superb, but you always have a lingering suspicion those expensive cylinder heads are just waiting to touch down as costly outriggers. The anti-lock brakes caught me out twice and I ran wide because I got spooked by the unnatural responses coming through the bike.
EBass: Ducati. The Duc was just cracking me up. It's not often that I hear things scraping when I ride, but I felt like I was ice skating on that bike. Just cruising along shifting back and forth from one foot to the other to the sound of screech, screech, screech. The seat height was so tall that my legs felt almost straight as I carved away at what was left of the pegs, brake lever, and heat shield after Sean was done literally "carving" the racetrack with them. At first, the bike felt utterly awkward but I settled into it fairly quickly and just had fun. The acceleration and braking were good, but sharp lean angles were strictly prohibited. I'm sure the tires had plenty more to give, but it just wasn't going to happen without losing some parts.

5.) Which bike did you like best on the street, why? What did it do "Average" What, if anything "Sucked" about it?

Sean A: Buell. Most nimble, most comfortable (for me), easiest to ride, best looking, nice and narrow for lane splitting, does fantastic wheelies! Average? Fuel range was just OK, Mirrors are quite good, not the best, but very usable when the bike isn't sitting at idle. OK comfort when two-up but a little cramped, with the passenger leaning a little too far forward. What sucked? The Buell had massive amounts of detonation, when the weather was hot and the bike was ridden hard, while running CA's 91 octane pump gas. On a hot day, the rear cylinder and exhaust header give off enough heat to cook the inside of my right thigh, while puttering around town, or stuck in traffic.
"Ducati. Power, comfort, handling. Best suited for street riding in general. What more could you ask for?"Jeff B: Ducati. Power, comfort, handling. Best suited for street riding in general. What more could you ask for? Average? Can't really think of anything. Sucked? The seat may get a little stiff on the bum on long rides. One session on the track couldn't really simulate any distance but I'd assume that's going to be the complaint.
Fonzie: Ducati. Handled the road surface better and had a loose / quicker turning response at low city speeds. Highway grooves are taken with stride and a bit less bump to the rear end. What's average? They're all different and making it hard to say. What Sucked? I guess if not being able to smoothly cruise the freeway at 90+ speeds is a sucking point - this bike sucked. Seriously, it did feel like a dirt bike with the higher seat and curved bars, but I didn't think that that sucked about it.

6.) Which bike did you like second best on the street? What, if anything, did it do "Better" than the others? What did it do that's just about "Average" here? What sucked about it on the street?

Sean A: Ducati. It has a commanding view of traffic, is roomy for riding two-up and easily has the best gearbox of the bunch. What's average about the Ducati? Well, the handling is nice and light, but there is a little too much flex and play in the chassis and soft suspension. Let me tell you what sucks about this Ducati: The mirrors are trash, they're small and awkwardly shaped. Like the mirrors on the 999, they have a very limited range of motion and don't stay aimed once adjusted. Ergos are a little funky, seat feels a little too low, bars a little too high with a bend that causes an awkward reach to the grips. My arms got tired fairly quickly when commuting on the Duc. The seat is angled a little too much, so you always feel like you are trying to slide into the tank, BUT the seat has a very grippy cover which makes your jeans stay behind, while you slide foreward, causing quite the serious wedgie.
Jeff B: BMW. Actually, for everyday street use I'd go against my earlier statement (track) and list the BMW Replika as my second favorite street bike. I would have to believe it's a lot more appropriate on the street, than it was on a racetrack. The BMW engineering is hard to question. The bike works well as a handler and has good brakes. The anti-lock system on the track was a bit disconcerting but would be nice for everyday traffic situations. Average? Once again, that powerplant. The sluggish response in a time of raspy 600cc's is hard to acquire a taste for. Sucked? Too many frame/body protrusions to get caught on.
Fonzie: Buell. It has to be the XB12R for the gusto! What it did best was launch off the line with that additional horsepower. Surely the best of the bikes for speed and torque and visibly the fastest during our testing. What's average about the Buell in this comparo, nothing average here. The only thing that "sucked" about the Buell, was that I got to ride this one the least. The other writers liked it too much to let it go!

7.) Overall, which bike would you pick for all-around street and track use?

Sean A: No doubt Buell XB-12R. It's a kick in the pants to ride and aside from heat issues, it works really nice in the real world too.
Jeff B: Ducati. Of the three bikes, I'd take the Multistrada. It does what it does best. It's comfortable, fast and fun.
EBass: BMW. I've gotta give my nod to the Beemer. It's slow and bulky off the line, but smooth and stable with an even and consistent powerband once up to speed. ABS is always welcome on my brake calipers. Also comfortable for longer trips (with the exception of the buzzy bars and high-pegs) and with an ample pillion underneath the tailpiece should a passenger care to tag along. As sinfully ugly as I consider the Rockster to be, the Replika is that gorgeous. A visual delicacy. Not a canyon carver, but for my style of riding, it'd be my pick of the litter.
Fonzie: Ducati. Having ridden these three bikes on the street/freeway only, I would pick the Ducati Multistrada. It's easy to turn and takes the road surface like a champ.
"Ducati. Of the three bikes, I'd take the Multistrada. It does what it does best. It's comfortable, fast and fun."

8.) Overall, what is your second pick good for, and what does it suck at?

Sean A: Ducati. The Multistrada would be perfect for two-up sport (adventure) touring, with the addition of some suspension work and a re-contoured seat. As delivered though, the stock seat has a funny angle, that grips your jeans while your body slides forward, causing the mother of all wedgies.

Jeff B: Buell. More than adequate on the track. Motor is fun. But wear earplugs otherwise you'll swear the engine and tranny are full of marbles and coming apart beneath you. Seriously. It sounds like a Briggs and Stratton lawnmower with a few bolts loose. What does it "suck" at? Long hauls.
EBass: Buell. A better bike for an aggressive rider. Very torquey and flickable. A great bike in tight slow turns. But just too quirky for my taste. Very cool looking when parked or in motion, the thing looks and feels like it's going to explode any second at idle with the turn signals flapping around like they're about to fly off. Surprisingly rideable for longer distances and less idiosyncratic once up to speed, it's just too demanding of my concentration in managing all of its little Buell-isms.
Fonzie: Buell. I like it for the color and accelleration! It's like a bullet from a gun. Riding position takes a moment to lock into, with its sporty ergos and very short wheelbase.

9.) Overall, what is your third pick good for, and what does it suck at?

Sean A: BMW. Un-comfortable on the street and none-too-rapid on the racetrack, the R-1100S is best left to those who want a showpiece to look pretty in their garage or living room. I think the Rockster would be just as fast on the track and WAY more comfortable on the street.
Jeff B: BMW. Sorry, the thing looks bitchin. But I just couldn't get the thing going and my feet and ankles seemed to hang up on every piece of hardware. The BMW had me sweating by lap three and my body felt like it'd been through the gym. I have new respect for the people who are racing the Boxer Cup. It must be a workout.
EBass: Ducati. In my opinion, this bike was designed for a particular terrain, that being poorly conditioned country roads. It's probably great for that, and if you live somewhere with a preponderance of those sorts of routes you should run out and buy one post haste. Otherwise, it's just too tall. I mean dirt bike, gimme a ladder tall. The seat is hard as, well a Ducati seat, and the bike is neither well suited to long straight freeway miles, nor super aggressive cornering.

In Summary

Sean A: #1 In this group the Buell stands out as the most fun motorcycle with the fewest compromises and the highest performance. It is well behaved, nimble and surprisingly comfortable. #2 The Ducati has a lot of potential but suffers from a disjointed feeling and ergos that could use a little fine tuning. #3The BMW brings up the rear, with an extra 100Lbs, mis-sorted ergos, buzzy grips on the freeway, mediocre performance and a steep price.

Jeff B: #1 Ducati. Looks, comfort, engine/tranny. It's new. Perhaps the most practical bike of the three for everyday riding/commuting and could actually make you climax in the canyons. You could chase GSXRs all day long in the canyons then put bags on it and take off up the coast. #2 Buell. Kind of racy. Sounds cool. Plenty of pull with the motor. Vibration would probably get old, trying to hang onto the bars for long stretches and never being able to make out a single object in the mirror. Front brake is awesome, could probably throw you over the bars if you weren't careful. That HD motor is just too antiquated to get very excited about. #3 The BMW isn't as comfortable as I would have expected from first impression. Great looks. Who knows? Maybe with some getting used to I might actually learn to love it. But from my one track session I was looking forward to the next bike. Please note that Arthur Coldwells, Publisher of Robb Report Motorcycling rode the BMW and has decided to buy one. So what the hell do I know?
Fonzie: #1 Ducati. Having only ridden these bikes locally, I would have to suggest giving the Multistrada a second look. I read that a lot of you dislike the look of the fairing, but it's the best of three for a mixed bag of riding conditions. The ability to take some luggage and a second rider is good. The upright riding position is good for the long road trip, but then again the Buell and BMW both would get you there faster, so... #2 The Buell would be pick of the litter, if I needed speed all the time. Built to deliver, the XB12R gives more torque and power than the other bikes. #3 The BMW Replika wins the prize for looking the fastest, but drops out of the race when put up against the Buell on the racetrack, or the Ducati on the streets of LA.
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Buell VS Other Sport Bike Real World Experiences

Motorcycle.Com Staff — Sun, 03 Aug 2003 08:20:00 -0400
Buell VS Other Sport Bike Real World Experiences I'm hoping to see some real riding experiences of real Buell riders riding with other Sport bike makes in the real world on the street, on canyon roads, back streets, etc.

Also, no one ever seems to mention that 90% of all Buells are NOT stock. Almost all have some serious modifications. How do the modified Buells stand up against the other sport bikes?

Let's hear it Buell owners, what do you have?

Our riding group here at work consists of 1 Honda CBR600RR, 1 Honda CBR600F4, 1 older Yamaha 600, and 3 Buells, 2 modified XB9R's and one stock M2 Cyclone. We constantly find that off the line the 2 modified Buells seem to romp the new CBR600RR and Yamaha. In and around town at speeds below 100 mph it seems to be who ever is the craziest rider can be out front in the group.

Over 110 mph of course the roles are reversed and the Yamaha and Honda's rule.
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Cooling and reliability.

Motorcycle.Com Staff — Fri, 18 Jul 2003 19:30:00 -0400
Cooling and reliability. Hello.
I have some questions aimed mostly at current owners of the Buell XB9S and XB9R. How reliable have you found the bike to be thus far? What have the problems been?
I am open minded about Buell, as they seem to have modern engineering (besides, perhaps the engine), good handling, and a reasonably low seat height. Additionally, the larger engine makes the concept much more tempting.
However, reliability is important to me. Also, I ride in Manhattan during rush hour quite a bit, and I find that even my liquid cooled bikes (MZ Skorpion Traveller and Triumph Sprint ST) overheat. How well does the Buell manage while idling in heavy traffic? Any potential modifications to reduce the possibility of melting an engine?
Regards,
Potential Buell Buyer
What a powderkeg of a post... ...but here goes anyway. FWIW, MO has never had a problem with a Buell testbike, including our Open Bikini Shootout in which all the other bikes gave up, and the Buell kept chugging along. A little kudos to Buell/H-D for that, at least.
Modern Buells are programmed to shut off if they get too hot in traffic situations. That is, it'll turn off before it melts down. In olden times, you could simply up the pilot jet to a 42 or 44 to get it to idle cooler, but on the new EFI units, that's harder to accomplish...

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2003 Naked Twins

John Burns — Tue, 24 Jun 2003 21:10:00 -0400
2003 Naked Twins
The new frame seems inspired by Hot Wheels-all stamped-out plasticky-and the "styling" of the whole bike unravels from there. Looks like to me Suzuki's response to the success of the original SV was to attempt to cash in by making the bike even cheaper to produce-though the new frame is claimed to be stiffer and of course, better in every way.
The SV goes down the road well enough, too, but that old-tech damper-rod fork went out of style years ago. It gets the job done, but without the supple feel of a modern cartridge, none of the adjustability, and a complete absence of the manly confidence that comes from being publicly rigged with a pair of large-diamter upside downy fork tubings.
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Buell After market parts

Motorcycle.Com Staff — Sat, 05 Apr 2003 13:30:00 -0500
Buell After market parts I recently purchased a 2001 Buell Cyclone M2. After owning several crotch rockets with vast choices for after market parts, Im stuck. Naked just doesnt cut above 70 mph. I tried to find a small fairing/windscreen to "cut the wind". Well no one makes a cafe fairing nor windscreens for the Buell. I purchased a "F-15" windscreen from National Cycle. Does it job but doesnt have the "look". ie (ZRX 1200, SV 1000S etc). Also some creative engineering was done to make it fit. Does anyone know of a company that makes a cafe fairing to fit a 2001 Buell Cyclone. At wits end.
Thanks Mike
National Cycle would've been our only suggestion, and, yeah, they're not the best-looking windscreens out there. Maybe some readers have better fairing suggestions? We, of course, grafted Aprilia RS250 full-coverage bodywork onto our race Buells...

...which looked spiffy and let us bolt on any height windscreen, but that's a might bit too much work (and required welding lugs on the frame's head tube). The point is that custom fabbing another, nice-looking windscreen on is probably your best bet, and not really all that hard. I can be done with the standard dog-ear headlight clamp mounts of a Buell. Maybe some GPz550-style 1/4 fairing for which you can buy a taller screen?
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Buell BattleTrax Series

George Obradovich — Tue, 01 Apr 2003 11:40:00 -0500
Buell BattleTrax Series Press Release from Buell:

East Troy, WI - Buell Motorcycle Company invites riders to participate in the 2003 Buell National BattleTrax Series, a free motorcycle event that challenges riders to compete in a controlled environment and rewards skill and consistency. The National BattleTrax Series, which kicked off March 8 during Daytona Bike Week, showcases Buell's latest award-winning motorcycles - the Lightning XB9S and Firebolt XB9R.

"Buell motorcycles have always emphasized the importance of mass centralization and frame rigidity, and low unsprung weight, which gives riders improved handling and agility," says Erik Buell, chairman and chief technical officer. "BattleTrax is a great way to showcase these performance attributes, which provide benefits in any type of riding."

BattleTrax is a closed-course motorcycle event involving a well-marked, circuitous route on a paved surface. The event is designed for all experience levels, giving every rider an opportunity to test their skills. Riders travel the course - one at a time - as efficiently as they can. An electronic timer monitors each rider's performance. The course, laced with twists and turns, is guaranteed to test riders' skills and produce ear-to-ear grins.

The winner of each regional event - determined by a timed bracket-style format - will receive a trip to Las Vegas to compete for the national championship on July 16, 2003. Buell Motorcycle Company will provide each winner with round trip airfare to Las Vegas and two nights' hotel accommodation, along with a special Buell prize. The national champion will receive the Buell National BattleTrax Series Championship trophy and bragging rights for a lifetime.

Scott Berry of Arlington, Mass., was crowned the winner of the first regional event at Daytona. "I was really looking forward to the BattleTrax event at Daytona," said Berry. "I liked the bracket format. I was counting the time down in my head and trying to be smooth on the course. I am pumped to go to Vegas for the finale."

The 10-event national series continues this spring and summer giving riders the chance to test their motorcycles and themselves.

"BattleTrax is a fun skills course intended for riders of all experience levels," says Paul James, communications manager. "Riders set their own bracket time, and ride within their own limits to match it, which makes for an even playing field and rewards smoothness and consistency."

Participants need to bring their motorcycle, full-face helmet, appropriate riding gear and a valid motorcycle driver's license. Riders must be at least 21 years of age to participate. See the following schedule or visit www.battletrax.com for a complete list of Buell National BattleTrax cities and event details.
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Hey MO! Try this....

Motorcycle.Com Staff — Fri, 21 Feb 2003 12:40:00 -0500
Hey MO! Try this....
The stoppie:

qt movie of 225m stoppie

The article:

here

Good luck...

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