Buell XR9R FireboltSportfighter

14 Май 2015 | Author: | Комментарии к записи Buell XR9R FireboltSportfighter отключены
Buell Lightning XB9S

The Lightning XB9S has the personality of original streetfighter, the legendary S1, infused with new Buell that customers want. new streetfighter touts many of the industry-leading features first on the Firebolt XB9R, including oil-in-the-swingarm and a Zero Torsional front brake.

Additionally, the rests on the same telepathic geometry — the compact wheelbase features a steep rake with 52 percent of the weight balanced on the front These traits, combined the all-aluminum, lightweight and extremely chassis, gives the XB9S agility, flickability and intuitive

Key characteristics of the Lightning ® XB9S

-Minimalist tail section, track style bars and position, and bare essentials fairing combine for a more in-control riding position

Digital Fuel Injected 45-degree V-Twin force engine delivers serious


-Telepathic chassis geometry 52-inch wheelbase, 21-degree angle, and 52-percent front distribution means this is all about exceptional agility and performance

-The Lightning extremely light wheels of an design concept

-Frame as tank — keeps the lower on the bike for improved

-Swingarm as oil reservoir — for tight packaging and lower of gravity

-Zero Tortional front brake — reduces unsprung weight incredible braking power; forces are transferred by the optimum to the rim

-All-new, lightweight, multifunctional frame — its massive and super rigid quality for a tight ride, great and flickability

-Mass centralized — the weight of the exhaust remains as low and near the center of the as possible, resulting in intuitive and handling

-As with other motorcycles, the XB9S builds on founding principles of mass rigid frame, and low unsprung

Review

Torrance, California, 25, 2002 — You know bike this bike me of? It reminds me of a KTM Duke, but with a more power, a KTM Duke you need a crane to mount. I I’d be able to write only the KTM is as stubby and small as the but my spec charts inform me the Duke is in fact five longer of wheelbase than the Buell.

Come to think of it, the Lightning is specwise to my beloved little TT-R125L—which has a 50-inch wheelbase and a higher seat than the When the TT-R collapses my (m)…, though, it and the Buell nearly the same ergoes. The does weigh substantially 420 pounds all gassed up—but it so well you barely notice. cool how Buell was able to use big old engine and still wind up a

package smaller, and just as as all the

Japanses 600s, huh?)

In the test, Vanessa the Receptionist the looks of a Yamaha YZF600R the Buell, which proves a stupid test and that County women do have an anti-Harley bias.

My 8-year-old though, likes the Buell. Buells look like the of the future, he says. Yeah I can already see the lips quivering out But it only makes 80 horsepooooower.

a KTM Duke makes less 50, and it’s another favorite (Difference being, the KTM is a drag on the if you have to go somewhere more 20 miles away, and the Buell’s a cruiser indeed.) Right, any 600 or liter-bike will bore any with 80 horsepower a fresh any time speeds become but in most street situations I ask you yet again: How many times do become elevated above 100 mph or so? friends, is the key to Buell performance.

screaming four cylinder will disappear into the above 100—but the XB9 packs all its below 120 mph or so—and down I for one am of the opinion it will hang anything. A GSX-R 600 out-torques the 600s with 46.5 at 10,5000 rpm. Well, Mr. already past 46.5 at rpm, and goes on to pump out 65 at 5500 rpm.

The Buell produces 80 percent of torque all the way from 3200 rpm lights out at 7500—the GSX-R 6500 rpm until 13,000-whatever.

the Buell pilot simply it in top cog and twists the grip. The difference is of like between driving a hot rod a built small-block or a finicky There’s a place in the world for of course.

The place for most of us being the U.S. of A. though, I contend that the former has the of power you can enjoy much often, not to mention the cacophonic

Running ever-so-smoothly at 4500 rpm and 80 the Buell is in the heart of its powerband, and top is good for anything from 40 and a hundred-however-many mph the twin can stir up. The big gas tank, has a pass through for the air in the left frame spar. The connects to this and fills the gap the spars, where the fuel would normally be.

Chassiswise, the Buell turns the tables by the sort of nimble reactions expect from the exotic car instead of the solid-axle Nova. its stubby wheelbase, steep and very short trail you might expect a certain but nothing could be further the truth. At 90 mph over the very slabs that make our heavier and longer ZRX1200 feel a bit, ahem, . the little Lightning remains unflappable.

It is the world’s fastest Stingray. Credit must go to stiff frame and to some competent suspension calibration. The over sharp pavement is not Wing or even Ohlins it really is a reasonable facsimile the compression adjusters are backed out a A suprisingly comfortable deep-dish and a handlebar which falls to paw make it a bike you could all day.

As a matter of fact, our complaint with the XB9R was its narrow clip-on bars and footpegs. The S is the bike we wanted all and our sources tell us there was a bit of discussion as to which Buell been introduced first. called me and asked.

The ergoes, it seems, were repsonsible for the confusing handling picked up by our own Minime and various magazine journalists who thought the was just too heavy-steering for a bike its No more. Now, the tighter the the bigger the XB9S’ advantage just about anything trying to keep up with it.

Now enough handlebar leverage, and less weight on the riders’ to allow flinging the Lightning corners like yesterday’s shorts. And if there’s still a tendency to stand up on the brakes—which is since S and R share all chassis wide bar makes it easy to

Better yet, think of the to stand up as feedback worth attention to. Whatever, Don Canet of World, the fleetest motojournalist of all by a found the XB9R to be a mere back from the winning F4i in a multibike handling test in magazine a few months ago—and the S run rings around the R on any public Alas, what fun would be if things were perfect?

The and clutch, while light-years of the run-of-mill Sportster, remain a few or magnitude behind the best cog-swap mechanisms. Clutch is heavyish and long-throw, and you need to use it for every shift—not to process the shift, but because the zero-lash belt’s ahh, zero gives no cushioning at all like you get a chain with an inch or two of

All I (an admittedly huge fan of these new can say is; you get used to the way these things and the beauty is you don’t have to them much. In sporting use really not bad at all; when deliberate, the box is good. It’s town—stop and go and in traffic—when your is on other things, that the 2-3 hangs fire about the time—but I think ours is better as the miles break it in.

Wait, here’s another That beautiful gas tank of a only holds 3.7 U.S. Our R always got around 45 mpg; the S is to get 40, and the low fuel light is on at around 120 (whereupon the LCD tripmeter automatically displaying miles-travelled-on-reserve).

Gearing is the Maybe your big head up higher produces more Maybe the S just encourages us to the throttle harder?

In the end, I like the Buell’s attitude, its disposition. It managed to pry me off my Kawasaki thing not managed by a Ducati S4 a Honda 919 or a Yamaha FZ-1 were also taking up in the MO cave—even though all those make more power.

Its size and anti-peaky power encourage you to wheelie, ride on lawns, take kids for `round the block even if don’t want to go, and honk the at teenage girls in Britney-wear.

My to the mighty ZRX, in particular, is a one. With its size, lack of handling refinement its tone of voice, with the pipe), it’s obvious to sentient beings that is a speed tool that even shed crocodile if it … or … you. The is the complete opposite. It’s a puppy with a wagging not a Rottweiler.

Its tiny size and power delivery encourage you to ride on peoples’ lawns, kids for rides `round the even if they don’t to go, honk the horn at teenage in Britney-wear—and if I weren’t too lazy to up tires I’d really to take it to Maely’s Ranch for a dirt-oval action (especially somebody at Buell mentioned dirt-tracker. ) I think it would pretty well, and if it didn’t, ahhh, you guys were the who brought it up.

Certain people always spoil the mood by out things like, for $10,000 you have an R1—and which you rather have if you were a family? Tough call. For me, a man an intimate fastrackriders.com relationship allows me more than my share of track days, I need the R1. However, if I were Public and track days few and far between, and if I lived in a climate hot summers especially—then I could see becoming a Buell man.

Lately it seems there are a lot of owners out there. If you already some sort of serious this Lightning is the perfect pony.

My only regret is the Advertising Department informs me we a new Buell campaign running at MO, and so many of you won’t believe me I tell you how really good little bike is. Your Cynicism does not always

I admit I was quite skeptical riding the new Buell XB-9S. As it out, in many regards, skepticism was totally off base. It was in others.

There is no problem the engine. A rocketship it ain’t, a it ain’t. The XB-9 does the vibes that tickle netherbits in that Harley but it also possesses the lungs to rev smack into the rev limiter north of 7,500-RPM. It delivers torque and easy wheelies in a rush that (VFR may I borrow your cliche?) like an electric motor.

than the lack of a choke and the whine of the fuel pump, never know the bike was injected. It doesn’t hitch, or surge. The handlebar bend is

The throttle feels like it on precision ball bearings and the are nice and fat with just the firmness.

For such a compact the seat and overall riding are excellent. Niggles and gripes? The feels like you are compressing a door spring, using a cable connected to a lever in an over tightened pivot from the same pot-metal as a Nepal. The clutch problem is by a gearbox that dislikes shifting.

Furthermore, this bike a touch of schizophrenia. It has that big air-cooled V-twin, but it is topped by very plasticky faux gas with glitzy raised Buell appliques that for all the world like one o’ dem fantastic rice burner

Then there is the cruiseresque, sterling-silver tea steeper between the rails behind the seat. parked at the curb in its yellow scheme, the 9S can resemble the cutesie those of you who weren’t comfortable pink Polo shirts in the 80s may

a problem with that.

fun around town, fun on the freeway and fun in the

As a general purpose motorcycle, the is hard to fault. It’s fun town, fun on the freeway and fun in the canyons. the 9S in traffic is an absolute joy. its delightful midrange and high bars, it makes rush feel like asphalt

If it wasn’t for the clutch it would be the commuter. IMHO, the front end a little vague, for a banzai blaster or track weapon. The brake is slightly grabby, yet not powerful.

Reapplication of front after turn in, causes a hitch in the front suspension, saps confidence in those streetfighter wars. I never got to this in my limited test but if I lived with the bike on a basis (Not an unpleasant at all) I would most be able to dial out the traits I like, or learn to ride them more effectively. line? It’s fun with its own character.

I like it, warts and

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