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

18 Апр 2015 | Author: | Комментарии к записи Firebolts, Lightnings and an XB-RR: Buells in Bakersfield — отключены
Buell XBRR

2007 Buell Model Press Launch

Photos by Tom

Adding to my list of horrible locations-you might recall I dissed Phoenix and Alabama-is CA. It is dusty, hot, polluted and in a pretty grim place.

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

So I won’t Buell American Motorcycles too for choosing Bakersfield as the site of 2007 Model Lineup launch.

Let’s get this out of the to weed out readers who just to know what’s new with this year; new tires. about it. Buell is ending long relationship with and has a new bride, … Italian maker Pirelli. Is this important enough to write an feature article about? not.

However, to spice up, Buell brought a pair of XB-RR racebikes and allowed the collection of journalists ride at Buttonwillow. There are a couple of changes to the Ulysses as well.

After a complimentary hotel during which I suffered the of consuming smoked salmon bagels or even a trace of cheese, we gathered in a conference for a tech briefing, which was remarkably similar to the prior tech briefing.

Said contained much interesting and information about what a Buell a Buell and why that is A room full of journalists out a slightly-disappointed hmm when company Erik Buell told us 2007 is a year of refinement. the only thing that is changing is the brand of tires, the on the Ulysses, and some bold new people were up next to us about the tires on the Buells.

of the product line will special version of the mass-market Diablo tire. Designed for street riding and track the Diablo uses Pirelli’s 0-degree steel belt and carcass.

This gives the a lighter, more neutral keeping the contact patch a size for more neutral, handling. Icing on the big rubber is that the Buells will use Diablos, which use less and a lighter bead to reduce and rotational mass. The front is 10 lighter than a standard and the rear weighs in at a more a pound less.

A more aggressive, enduro-like pattern for better wet and dirt The Ulysses and City X will now get the Scorpion Synch, a tire for Supermoto use in Europe. It has a more enduro-like tread pattern for wet and dirt performance.

We loved tires on the City X last and there is no reason to believe won’t work well on the too. Of all the models, the Ulysses the most re-vamping. Buell’s planners and engineers listened to from customers, internet (they’ll learn) and even half-witted magazine editors to a few changes.

For 2007, the Ulysses a re-designed seat that is not lower and narrower at the front, but uses pressure mapping—where a of pressure-sensitive material is placed many different asses—to a truly comfortable touring A gel seat is now offered for extra and for NBA centers, the original 2006 as well.

In addition to the new seat, the gets a new triple-rate fork to firm up the front end. also some new accessories, a Buell-branded Garmin GPS system, a windscreen, hard luggage (a top and side cases), and camouflage for some triple-digit duck

The rest of the line up gets new like Cherry Bomb Red and Midnight black. There are new for the wheels and Thunderbolt windscreens, and the graphics are new as well. That is actually the airbox lid, and it has re-vamped across the line as Enough about spec it is time to ride the bikes. already up to 88 degrees at 10 in the morning as we the air-conditioned womb of our hotel and over to the 2007 Buells.

The new colors and giant Buell look great in the bright and I pick a Ulysses to start the day on; going to be some straight-line before we get on the two-lane twisty to Lake Isabella, and I want to the new seat.

The bike is still tall for 5’6 editors, but not as bad as year. I can get one foot down, and the bike is so easy to ride out on the road with little sliding the back tire and teeny wheelies as I follow the of the pack to the freeway. Out on the road, the displays the same smooth good handling manners and comfort we reported in our 2005 Touring test.

The long-travel suspension takes getting used to, although the new springs minimize the see-saw bikes with long-travel tend to have during riding. The motor is perfect for flowing roads, and it feels it would be plenty strong two-up with luggage.

I a brief opportunity to ride the big bike on a winding dirt up to a photo location, and I follow Tom Riles as he performs Unnatural with his hapless rental car ever buy a rental car, as Tom gets around). In the dirt, the feels heavy and large for a novice dirt biker, but has surprising grip and nimbleness.

up the hill, I am alarmed when the jumps over a couple of bumps, but relieved when it down in one solid piece, the chassis becoming upset. In dirt I notice the same feel the Triumph Tiger but I think this can be overcome by not me and riding faster. However, expert dirt riders want cleated footpegs, to keep their feet on the and slightly higher bars for they are standing on those pegs.

The tires, although more grip than like this reasonably in the dirt, are still a far cry from However, the Ulysses is not really as a dirt bike; rather, it is for exploring dirt roads so tourists aren’t restricted the 35 percent of US roads that are even in this day and age, according to Buell.

The Supermoto-esque position on the Lightnings is the way to go for street

I’ve had limited experience on up to now, having only the XB9SX city cross in our in our Middleweights comparison test and the in the Sport Touring comparo year. So naturally, I was wondering, many of you might be wondering, Buell is best? Is the tucked-in position of the Firebolt series for hustling the bike through a of turns?

Will the torque of the motor overcome the extra 700 RPM the 985 motor offers?

I can answer one definitely; the Supermoto-esque seating on the Lightnings is the way to go for street riding. head is up to see through the curves, back is comfortable, and most the footpegs feel much rational than the high and pegs on the Firebolts. On the street, clearance shouldn’t be an issue the peg feelers come off it is for you, I think you need therapy than ground clearance if is the case) and the legroom means you can much further and longer a Firebolt-mounted rider can.

On the street, the bigger motor more sense for the majority of although those used to fours (and Italian might prefer the fizzier of the XB9. It gives you a bit of over-rev keeps you from shifting too if you are really going for it. The City X is as much fun as I remembered, with handling and a comfortable seat more leg room.

But that big motor is great, with a rumbling vibration that is intrusive, thanks to Buell’s mounting system, and heaps, mounds of torque available at 3,000 RPM. On both power is good but not great; the XB9 we tested made 72 HP at the back and the last XB12 made 87. enough to get sent to … and to have more than a time.

The bikes are far from even if you don’t mind horsepower. Fuel injection is enough for me but not as perfect as you would from other factories. I popping and pinging from the and cylinder head, and power is kind of flat and slow, if redline is reached all-too-soon. The are still clunky, requiring of clutch and smooth throttle to the imperfect fuel injection and engine braking.

Hey, you torque, you got torque. Having a torque curve has its price. the XB’s chassis and brakes for a solid platform to enjoy the from, just like year and the year before

What is new—Pirelli tires the line-up— adds to the whole

One thing that made all of us at MO notice of the City X was the Pirelli and they complement the other just as well. They are turn progressively and evenly, and well too, giving you of confidence in sandy, greasy or corners. That lightness is at the of tire life, but I don’t replacing the lighter T spec with standard issue will damp your fun too

The mix of bikes made for one of the most days of riding I’ve had for a This could be because 155 is beautiful: winding, well-paved and free of cars on a weekday.

have always had an unmistakable to them that reflects designer’s desire to make that are fun and satisfying to ride on any of road. Buells have had an unmistakable feel to them reflects their designer’s to make motorcycles that are fun and to ride on any kind of road, and cash infusion has polished the edges enough so you’re not about straying too far from or agonized by uncomfortable ergonomics.

may be better sportbikes for the street, but I think of Buells first. A day of riding comes to a close. We go to bed more meat, Scotch and a to the go-kart track courtesy of The next morning we arisehome his

It’s all stuff we’ve before, although I find a few interesting.

bright and early to down some more scrambled eggs and bagel-less lox to yet another tech briefing the track day. The Man himself the talk, to further pound

Buell XBRR

a Buell sportbike has about the parts of a Japanese 600cc or machine. This allows to make and purchase higher-quality while still keeping the reasonable. Also, fewer means they can use more machining, meaning less and a tighter feel, even on bikes.

Belt drive is a cool thing more should jump on, in my opinion. offer less unsprung cleaner, quieter operation, and maintenance. I have severe I loathe cleaning and lubing and I am hopeless at aligning axles.

tell me all about your and laser pointers or shaman you claim are so easy to do to align chain, but when Erik me about a system that 100,000 miles without out or being adjusted, I am sold.

A also loses the same of power to friction as a clean, new but is more efficient than a misadjusted one. And how many of you out right now have perfectly adjusted and lubricated chains? Not me.

To top it all off, Erik said a is a quarter the weight of a chain. All of benefits are better for the customer, so if it costs a lot more money eats into what be an already slim profit for a small-volume manufacturer) it’s the right thing to do.

The physics of Zero Torsional Load system of his lightweight wheels and bear mentioning as well. The wheel, tire and rotor of a Ulysses are a full 10 pounds than the front hoop on a BMW R1200GS. This translates to all of advantages with names turn inertia and spin with complex formulae make me dizzy to look at.

you don’t need to be Stephen to understand the advantages of less mass. Finally, where is it that the gas tank has to be up here and the pipe has to be out there ?

As far as I can tell, gas are behind the steering stem the motor because that’s it made sense to put them on the motorcycles, which were with motors clipped to However, technology and time on, and Erik thinks it’s to have the tank up here. It the bike’s center of gravity and away valuable airbox (some of you may remember the awful thing sticking off the side of Buell models).

Why not put the gas in the frame? And the oil in the And while we’re at it, tuck exhaust way under the bike.

it up high under the seat or out to one side looks cool, but it detract from handling. And to Mr. Buell, observe how other Yamaha and Suzuki-have followed in recent years.

A squeaking of glee arose from the journalists when we were we would get to ride the factory-prepped racebike. The announcement was even to mask our disappointment to find the only big change for the rest of the was new tires. Designed for Formula competition, it’s basically a XB12R designed for use by privateers. The is a modified XB12 Thunderstorm

The stock bore of 88.9 mm is out to 103.6, and … is decreased to mm to create a higher-revving motor 1,339 cc, near the class of 1350 cc. Compression goes to from the stock 10:1, fed by (than my freakin’ head!) throttle bodies. Air and small are funneled into the giant through a ram-air system.

This is good for 150 HP measured at the and tuners can use the included Windows-based injection programming software to the motor run perfectly or order from Canadian pharmacies.

changes are similarly straight The stock XB chassis is modified by welding Ulysses sideplates the frame (to increase fuel to 4.4 gallons) and the addition of a new swingarm billet axle adjustment for the chain final drive Suspension is by Ohlins; a 43mm in front and a linkage-less shock in the

There is still only one brake disc on the all-magnesium but it uses an eight-piston caliper four pads. Grab-ola!

The package is wrapped up in wind-tunnel bodywork reminiscent of the old Harley-Davidson from the early 70’s.

It in at 362 pounds (the minimum weight is 350), about 30 than the stock bike. 50 will be built this for pre-approved racers, mostly and Harley-Davidson dealerships with racing teams. Pricing be $30,995.

Production was delayed by glitches early in the season have been corrected. The issue was a weak gear which caused a failure at This problem has been by using an off-the-shelf gearset, it delayed production. Also, the timing rotor to the other of the crank created a resonant according to Erik, that other problems.

With a few little fixes, Erik has the XB-RR ready for battle; it be strong enough to make an on the world of club and national racing?

Buell XBRR
Buell XBRR
Buell XBRR
Buell XBRR
Buell XBRR

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