Buell 1125R, 2009

Buell 1125R 2009

The superbike category of Buell 1125R is powered by the 1125 cc liquid-cooled 72-degree V-Twin Helicon engine generating 146 crank hp and 82 ft. lbs. of peak torque. With a foundation built on the core Buell Trilogy of Technology creating optimum performance, the 1125R remains true to Buell’s original sense of sportbike style and design.

The new gear position readout is added to the digital display on the instrument panel as a scroll-to feature. A high-output alternator has increased capacity for accessory use. Slider bobbins have been added to the swingarm for protection and easy use of a rear stand.
The front wheel rides on fully adjustable Showa 47 mm upside-down forks, while the Buell ZTL2 front brake has an eight-piston caliper. A smooth-shifting six-speed transmission works with a HVA (Hydraulic Vacuum Assist) slipper-action clutch that uses engine vacuum for easy clutch-lever action and reduced engine braking during downshifts.
The Quiet Zone aerodynamics optimize air flow around the rider for enhanced race performance and rider comfort. The fairing shape was developed using Computational Fluid Dynamics (CFD) analysis, and features six-bulb headlamps, while LED turn signals are integrated into the mirror housings.

The Buell 1125R highlights
Buell Helicon 1125 cc liquid-cooled four-stroke, 72-degree V-Twin engine
146 peak hp @ 9800 rpm
82 ft. lbs. peak torque at 8000 rpm
New Phantom Metallic frame and swingarm with blacked-out footpeg mounts and heel guards
New tinted windscreen, Hero Blue with Arctic White bodywork and Smoked with Racing Red and Midnight Black
New gear position readout on the instrument cluster
New high output alternator increases capacity for accessory use
New slider bobbins on swingarm for protection and use of rear stand
Underslung muffler with Helmholtz chamber
DDFI 3 Electronic Fuel Injection ECM
New targeted fuel injectors
Ram-air pressurized air box
Twin side-mount radiators
HVA (Hydraulic Vacuum Assist) Slipper Action clutch
ZTL2 four-pad, eight-piston front brake
Fully adjustable 47 mm Showa inverted fork
Fully adjustable Showa rear shock absorber
Fuel-in Frame 5.3-gallon capacity
Dry Weight: 375 pounds
Wheelbase: 54.6 inches
Seat height: 30.5 inches
Pirelli Diablo Corsa III tires
Pre-Wired for Accessory Heated Grips
Midnight Black, Arctic White or Racing Red bodywork

The SPECIFICATIONS:
Dimensions
Overall Length6 78.6 in. (1996 mm)
Overall Width8 28.2 in. (716 mm)
Seat Height7 30.5 in. (775 mm)
Ground Clearance6 4.50 in. (114 mm)
Rake7 (steering head) 21.0°
Fork Angle7 21.0°
Lean Angle9:
• Soft Contact, Right - 48°
• Soft Contact, Left-48°
• Hard Contact, Right-50°
• Hard Contact, Left-50°

Trail7 3.3 in. (84 mm)
Wheelbase6 54.6 in. (1387 mm)
Tires4 (Pirelli Diablo Corsa III):
• Front 120/70 ZR-17
• Rear 180/55 ZR-17

Fuel Capacity 5.30 gal. (20.1 L)
Fuel Economy2
(EPA urban/highway test)
39/53 mpg (6.0/4.4 L/100 km)
Reserve Fuel Capacity 0.8 gal. (3.0 L)

Weight:
• Dry Weight
• Gross Vehicle
Weight Rating
370 lbs. (168 kg)
850 lbs. (386 kg)
Load Capacity 390 lbs. (179 kg)

The Engine
Engine Helicon liquid-cooled, 4-stroke, 72° V-Twin
Valves Dual OHC, four valves per cylinder,
finger follower design and shimming
Bore x Stroke 4.055 in. x 2.658 in.
(103.00 mm x 67.50 mm)
Displacement 68.70 cu. in. (1125 cc)
Compression Ratio 12.3:1
Fuel Delivery Dual 61 mm down draft throttle
bodies, DDFI III fuel injection
Intake Zero-resistance airbox, pressurized
RAM air intake
Exhaust Tuned, tri-pass resonance chamber
with intregal helmholtz tuning and
mass-centralized mounting

The Torque
(North America per SAE J607) 82 ft. lbs. @ 8000 rpm
(111.2 nm @ 8000 rpm) Horsepower
(North America per SAE J607) 146 hp @ 9800 rpm
Lubrication Dry-sump with integrated oil reservoir in lower crankcase
Oil Capacity10 2.7 qts. (2.6 L)
Oil Filtration Disposable cartridge and washable strainer

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Buell 1125CR, 2010

Buell 1125CR 2010

BUELL CONTINUES TO PUSH SPORTBIKE RIDING LIMITS

New Lightning CityX XB12SX brings more power to the streets
The Buell riding experience embodies radical designs and intuitive performance that rewards uncompromising riders, EAST TROY, Wis. (July 25, 2009).
From the race track to the back road, a Buell motorcycle will take any path necessary to put its rider out front because Buell believes a deep bond between rider and machine is the essence of motorcycling.

Buell maintains its defiant stance in 2010 with a versatile line-up of motorcycles designed to inspire riders to achieve ultimate performance. For the street, the 1125CR café racer with new upright handlebars, and the extended XB Lightning line-up for Europe – including the new Lightning CityX XB12SX motorcycle – are now packing more style and power than ever. In the sportbike category, in a nod to Buell’s increasing victories and success on track, riders will see even more of Buell’s convention-breaking liquid-cooled 1125R. For adventures that go way beyond the road, the Ulysses XB12 range sees various upgrades make it the most exhilarating ride yet.

In 2010 Buell continues to focus on the ride with the addition of features like front brake master cylinder piston seals and rotor mountings, LED taillights and rear turn signals, oxygen sensors and tyres, as well as new graphics and bodywork. Whether it’s the 1125cc Helicon liquid-cooled, four-stroke, fuel-injected 72-degree V-Twin engine or the 1203cc Thunderstorm air/oil/fan-cooled, four-stroke, fuel-injected 45-degree V-Twin engine, Buell blends original design with productive power and dynamic performance for a light and tight ride.

Out in the Street
For those looking for a bike with agile handling, as well as serious torque and acceleration for real urban power, MY10 sees the introduction of the new Lightning CityX XB12SX. Receiving its debut in Europe, the XB12SX marries the sheer power of the Thunderstorm™ 1203cc V-Twin engine with Buell’s popular Lightning CityX XB9SX chassis and suspension, inspired by the needs of today’s urban rider. Delivering a whopping 104 Nm/ 77 ft lbs of torque, the bike is available in Valencia Orange Translucent & Hero Blue Translucent, both with black wheels.

Meanwhile the Lightning CityX XB9SX, is readier than ever for a street fight, with the broad, smooth power of its Thunderstorm 984 V-Twin engine, wind deflectors, frame pucks, headlight grille, airbox cover X-guard and new Designer Black wheels. Features such as the upright rider position, wide Supermoto style handle bars and intuitive handling help the Lightning CityX XB9SX and XB12SX dodge through back streets and effortlessly pull away from the traffic – enabling the ultimate urban riding experience.

Buell XB Lightning streetfighters, powered by an air/oil/fan-cooled Thunderstorm V-Twin engine, have a ferocious look with new airbox cover graphics added to blacked-out frame, forks, engine and other components. Lightning XB models receive new oxygen sensor with updated calibration, fuel pump and sensor, front brake piston seal and LED taillight, and front and rear turn signals. The XB12Ss with supermoto-inspired long suspension has size, comfort and convenience, and the Lightning XB12Scg road-hugging suspension for a low centre of gravity.


Taking it to the Track
Whether on the street or the track, Buell sportbikes are engineered for high levels of performance and handling – providing a ride no less exhilarating than a bike built specifically for racing. This is perfectly illustrated by the Buell 1125R. European sport performance riders will see more of this convention-breaking, large capacity sport motorcycle in 2010. With its 72 degree liquid-cooled V-Twin 1125cc BRP-Rotax engine – exclusively designed to Buell specifications; all-new Buell IRC (Intuitive Response Chassis) - the stiffest chassis ever offered by Buell; Quiet Zone aerodynamics; and fully-adjustable Showa piggyback suspension.

On and off road
The sport-touring Buell Ulysses XB12XT and the versatile, all-road Ulysses XB12X are equally exhilarating rides in the Buell Adventure Sportbike category. Both Ulysses models feature a new right-side air scoop, fan shroud, header shield, and ECM calibration that work together to reduce heat and improve rider comfort.

Light and agile on any kind of road, the Ulysses XB12X is equipped with a broad, usable Thunderstorm 1203cc V-Twin engine, rugged protective features like frame pucks, headlight grille and wind deflectors. The XB12X has a new blacked out Phantom Metallic frame, swingarm, and footrest supports, and triple clamps, as well as new Sunfire Yellow bodywork and smoked windscreen. The Ulysses XB12XT is ready to carve the continents on new Pirelli Angel ST tyres with side and top cases, heated grips and a tall windscreen. Both Ulysses models feature the patented Triple Tail™ system that adjusts between three functional positions.

Model Highlights
New Tapered aluminum streetfighter handlebar
New Polished stainless steel headers
New Master cylinder piston seals for improved brake feel
New Engine cover sight glass for convenient oil-level checks
New Pre-wired battery tender harness
New Designer Black wheels with red pinstripe
New LED taillight
New Clear-lens rear turn signals
New Bodywork graphics and fly cut brake logos
New Arctic White/Midnight Black color combination
New Battery tender plug

= Buell ZTL2 four-pad, eight-piston front brake
= Two-piston rear brake caliper mounted directly to inner swingarm
= Brushed stainless steel exhaust outlets
= LED front turn signals integrated with mirrors
= Digital lap timer and gear indicator
= Minimalist flyscreen with integrated head lights
= Removable tail cowl over passenger seat
= Versatile riding position with relaxed footpegs and a short reach to the bars

= Buell Helicon 1125cc liquid-cooled fourstroke, 72-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM
= Compact oblique stacked six-speed transmission configuration
= Ram-air pressurized air box
= Goodyear Hibrex final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions
= Underslung muffler with Helmholtz chamber
= Twin side-mount radiators with outer covers designed to absorb impact
= HVA (Hydraulic Vacuum Assist) clutch with slipper action
= 6-spoke, cast aluminum wheels
= Pirelli Diablo Corsa III tires
= Steel braided brake lines
= Fully adjustable 47 mm Showa inverted fork
= Fully adjustable Showa rear shock absorber
= Fuel-in Frame Intuitive Response Chassis
= Rigid cast-aluminum swingarm
= Adjustable hand and foot controls

Electrical1
Battery Type and Specifications Sealed Lead Acid, maintenance-free, 12-volt, 12 amp-hour (per Battery Council International rating), 200 cca.
Charging System Specifications 37-amp, permanent magnet, three-phase alternator with solid-state regulator (520W peak power)
Starter System Specifications Starter motor 900W, starter drive (gears) and one way clutch.
Headlamp Type and Wattages (high, low and position lamp) Three-bulb headlamp with daylight running mode. 55 watt low beam (one (H7) 55 watt bulb), 110 watt high beam (one additional (H7) 55 watt bulb), 5 watt position lamp
Tail Light Wattages (stop and running) .55W for tail light, 5W for stop light
Turn Signal Lights Type (manual or self-canceling) and Wattage Manual cancelling, Front = non-serviceable LED's. 3W (per side), Rear = replaceable bulbs, 10W (per side).
License Plate Lamp Wattage 5W

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Best BUELL LIGHTNING LONG XB12SS Review

THE LIGHTNING LONG XB12SS DELIVERS all the true classic American brute performance and bold, edgy looks of the original Lightning® XB12S model, with stretched chassis dimensions and ergonomics for more size, comfort and convenience. The XB12Ss has supermoto-inspired long-travel front and rear suspension, which earned top marks in the handling department from journalists and consumers.

 

 

 

 

 

BUELL LIGHTNING LONG XB12SS 

 

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Best Buell XB12R Firebolt Review

Yes the Buell XB12R Firebolt engine’s crude and lumpy. But that’s part of its charm. Nothing could be further than the in-line fours the Japanese power their sports motorcycles with. This 1203cc air cooled, narrow angle V-twin is an old-school charmer with plenty of brawny torque. The refinement’s not there or the manic top end power but it’s immensely satisfying to use and it digs in and drives out of corners superbly.
Always a Buell bugbear, although they claim issues have been sorted out. Older bikes had major problems, newer ones only seem to have minor niggles. The finish on some parts chucks in the towel at the first sign of winter and electrical glitches are not unheard of. No match for Honda.

As a sports bike or even a track day tool, the Buell XB12R Firebolt’s handling works. Steering’s so rapid you look and the motorcycle turns. But it manages this without being unstable too – testament that Buell’s innovations work. On the road it can be a handful. Instant power, fast steering and firm suspension make it a committed rather than relaxed ride.

The Buell XB12R Firebolt’s price is competitive compared to other litre sports bikes – but not good next to the 600s which have similar / better performance. It’s on par with other character machines like the Tuono and Speed Triple. Running costs are moderate including depreciation as long as you don’t rack up too many miles.

The latest sports motorcycles are pretty well equipped – the Buell XB12R Firebolt is somewhat behind. There’s a couple of bungee hooks on the rear seat until, basic clocks and not much else. Being part of Harley-Davidson there’s a big range of extras from carbon parts to performance exhausts and air filters.

 

READ MORE - Best Buell XB12R Firebolt Review

Best Buell City-X longer term test. Words & pics by Simon Bradley

Late in 2004 we had the pleasure of spending a week with Buell's then new-to-market CityX 900. We liked it rather a lot, to the extent that when the opportunity for a longer term test arose we rather jumped at it. When we got hold of it, circumstances dictated that it got used every day, come rain or shine, for a 35 mile each way drag through the centre of London. Pretty much exactly what it's designed for, then. So how did we fare?

Collecting the Buell from Warr's in King's Road was a little like going to collect the family pet from the vet's. That sounds a little odd perhaps, but the character of the bike is very much that of the faithful family spaniel. Happy to play, delighted to see you and equally at ease just sitting in quiet companionship as frolicking around like a puppy. How can a machine have character? It's a fair point. All I can say is that the Buell CityX has such an abundance of personality that it becomes almost impossible not to anthropomorphise and give it human traits. Throwing a leg over reminded me just how small the Buell is, even in this slightly raised version. The high-ish bars still fall perfectly to hand, digits remain happily hidden behind brush guards and the peg to saddle relationship is about as good as it's possible to be. Working my way out into rush-hour traffic, it took about three seconds for me to become totally at home on the Buell and another couple before I started grinning.

To save you looking back over earlier articles, the Buell CityX is, to all intents and purposes, a 900 Lightning which has been modified to make it more usable in an urban environment. So it has the oil in the swingarm, fuel in the frame chassis with the rim mounted ZTF front disc and toothed Kevlar belt drive common across the range mated with the original 984cc Harley motor that we saw when Buells first came to town. Then Buell added a few tweaks. Riser plates (well, lowerer plates actually) make a little more space between footpegs and seat to improve comfort. Black wheels and lower bodywork conceal city grime while tyres are chunkier to better handle potholes and kerbs. Bodywork is clear blue plastic for no reason at all other than looking very cool, and the roo-bars across the headlights perform a similar function. Brush guards on the bars protect hands against both weather and van door mirrors. The whole thing gives an overall impression of being as mad as a barrel of monkeys and is probably the most fun you, I or anyone else will ever have fully dressed on a motorcycle.

One of the delights in riding through town is the opportunity for interaction with other riders it affords you. As a road tester it's a great way of getting the opinion of a whole section of people without having to ask - if the bike is worthy of comment, good or bad, it'll get some. And the massively over-riding response I got from people about the Buell was incredibly positive. Sure, they all thought that a (virtually) 1000cc engine in something the size of a scooter was nuts. Lots thought it was a scooter when they saw it from either end and then needed to try to understand what they were looking at. Everybody thought it was incredibly good value for money if they were crass enough to ask a price. And everyone thought I looked as though I was having a ball. Because I was.

Sometimes, very rarely, a company comes up with a machine, normally a car or bike, that just makes the driver or rider smile. It's not necessarily a pride or cost thing - it doesn't have to be the fastest, best looking or most exclusive vehicle ever - there's just something about some vehicles that makes people feel good. That feelgood factor is something that is missing from far too many bikes on the market. Perhaps it has been replaced with mechanical prowess or with clinical efficiency or, as with many new sportsbikes, with barely managed fear. But the Buell, despite being technically advanced in many areas, has that feelgood factor in spades. Every morning, no matter how tired I was, no matter how horrible the weather, by the time I had reached the end of my road I was grinning.

Maybe it's the eagerness of engine, belying its ancient design with a rev-happy nature accompanied by a fantastic soundtrack. Perhaps it's the way that it will go on its ear at the slightest provocation, making the Buell possibly the easiest bike ever to turn. Or perhaps it's the way every speed bump becomes your own personal stunt park, the Buell leaping off the top like Steve McQueen making a run for Switzerland. Whatever the reason, the Buell CityX is a bike that makes me smile. And being an unselfish chap I took every opportunity to share that smile, whether by telling everyone who asked what a hoot I was having or demonstrating the Buell's exuberance over speed bumps, mini roundabouts and the like.

February is traditionally one of the best times of the year for motorcycling in Britain, with mild, dry weather and long days providing the perfect backdrop to two wheeled shenanigans. Or perhaps not. February 2005 lived up to expectations in many ways, and did in fact give me at least half a dozen nice days to enjoy. The rest of the time, though, it rained. Or snowed. Or, on one spectacular occasion, gave us heavy snow with bright sunshine and thunder and lightning. All at once. What conditions certainly did offer, though, was an opportunity to really check out the behaviour of the Buell in pretty well all weathers. And one of the things I learned quite quickly was that the brush guards not only protect delicate digits against the efforts of White Van Man, they're also rather handy (arff arff) for keeping warm as well. It's lovely being able to wear summer gloves in midwinter. Another major plus came from the tyres. Those chunky Pirellis clear water and snow far, far better than the more overtly sporty numbers fitted to the regular Lightning, and while the tread does squirm around quite distinctly at speed there's bags of feel and the overall impression is of forgiving predictability. Slides, while rare, are easily caught and are preceded by as close to a written warning as you'll ever get from a bike. Except on ice, when slides are impossible to catch but instead result in a practical demonstration of the crash worthiness of a Buell. To save you doing this research yourself, I can tell you that two low speed offs in less than a mile, both while avoiding dozy car drivers in the snow, resulted in precisely no damage whatsoever to the CityX or to me.

However there was one major omission that the bad weather highlighted. If ever a bike needed a hugger then this is it. Because having a rear mudguard that has holes in it may look really good but is slightly counter-productive when it comes to stopping water and road crud from getting sprayed up. That's up over the back of the bike, the lights, the indicators and, of course, the rider. My Gortex kit went through the wash every week, the bike got cleaned twice a week just to keep the lights clear and we still looked like escapees from a beach enduro. A hugger would cure most of that, though of course the shorty front guard would still allow the same to happen at that end.

Having the bike longer than the normal week or so allowed me to get a better idea of running costs. Riding, um, enthusiastically I got around 120 miles to a tank. But I never managed to get 12 litres in, even after running as long as I dared on reserve. So fuel consumption is pretty miserly. Tyre wear appeared virtually non existent, oil levels didn't change and I didn't need to look at the drive belt at all. Talking to mechanics confirmed my suspicion that Buells are quite easy (and therefore cheap) to work on and that nothing seems to regularly go wrong with them these days.

Of course, five weeks riding in all weathers, day and night is a pretty in-depth review. You'd expect to get a warts and all, no olds barred road test which would pick up lots of niggly faults and would generally give an impression of ownership. And this is that report. And you've just read the warts and faults. I couldn't find anything else to criticise about this bike. It started every time, no matter what. It did exactly what I asked of it, no matter what, except for that one very icy morning when physics took over. It went well, stopped brilliantly, handled magnificently and made me laugh out loud more times than I can count. I have a few miles of motorway to cover on my journey and the Buell saved me going to the gym. Erik Buell's patented abs workout replaced Christmas excess with something (vaguely) approaching awashboard stomach in just five weeks. Charles Atlas eat your heart out! Yes, even the worst possible place for a naked bike - the motorway - is bearable on the Buell. The brushguards keep your hands warm and the riding position makes it perfectly possible to hold yourself in place without resorting to a deathgrip on the bars and fighting the resulting weave.

To summarise. The Buell CityX is possibly the best commuter machine I have ever ridden. It's perfectly capable of holding its own on A and B roads out of town and isn't outclassed on the motorway, though that's hardly the best place for it. It handles, goes and stops brilliantly, it's comfortable as you like and it looks great. At £5949 it's stupidly cheap and running costs are negligible. The biggest complaint I have about the bike, other than the victory of style over sense in the rear mudguard area, is the fact that Harley Davidson insisted I gave it back.

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READ MORE - Best Buell City-X longer term test. Words & pics by Simon Bradley

Buell Review

Whether you call them Monster Trailies, Adventure Sports, Gelände Sport, Supermoto or simply big off road jobbies, everyone is jumping onto one of the biggest bandwagons in motorcycling. With the current climate of “Speed kills” making it a licence and liberty threatening experience every time you open the throttle of your sportsbike, it should come as little surprise that the biggest selling large capacity bike in the UK last year was BMW’s seminal GS1200. It seems that, quite simply, the best bike to buy if you want to have all sorts of fun while staying comfortable and carry lots of stuff is a big off roader. Of course, the televised activities of Messrs McGregor and Boorman didn’t do any harm, either.
At this point, it’s probably worth mentioning that calling these behemoths supermotos is rather stretching things, though some people will do it anyway. Actually, in the main they are about as likely to go off road as the average Range Rover, but now we’re just being pedantic.

Over the last few years we’ve tested several of these bikes, on one occasion actually buying one. And without exception we’ve found them to be surprisingly capable machines – comfortable enough to ride all day, quick enough to cover large distances in sensible times and secure enough to be ridden in a, um, spirited manner when circumstances so required. So there’s a lot to be said for taking this direction when your licence, your aching bones or your patience with traffic planners wears thin.
There’s a but, though.
Sure, these bikes are good. Very good, even. But they’re also big. You might even say very big. We’re back, in fact, to our Range Rover analogy again. Obviously you’re still only using up a motorbike sized patch of ground, but if you are slightly short of leg then you’re going to struggle. And they’re heavy, too. Not ridiculously so, but a lot of that weight is very high up and when it starts to go…
But more on that later. For now, it’s time to take a look at the latest entrant to enter the arena.
Erik Buell made his name turning heavy, primitive, evil handling Harley Davidson racers into slightly less heavy, mechanically primitive but very fine handling Buell racers. He’s a truly gifted engineer, well able to see alternative ways of doing things that people simply haven’t tried before dismissing outright. And more often than not, they work. His bikes are a fascinating blend of ancient and modern; the prehistoric Harley Davidson motor and gearbox being mounted in a chassis bristling with high-tech innovations. And the results are a revelation. But his real area of expertise is making small, incredibly agile sportsters – either full blown clipons and rearsets jobs or slightly more relaxed but even more bonkers roadsters. And with one frame and overall layout shared between different models, you’d think that a trailie would be out of the question.
You’d be mistaken.
First of all, it’s important to note that last year Buell recognised that some people who were, how shall we say, slightly less svelte than the rest of us, struggled a bit to contort themselves onto a tiny motorbike. And remember that Buells are built in the USA, where people aren’t exactly renowned for being small. Anyway, the long and the short of it was that Buell released a stretched version of the naked Lightning, with a bigger fuel capacity and rather more room from butt to bars. And a stretched bike gives far more scope for making it taller as well without looking like something from the end of an old movie in Panavision ®… And so the Ulysses was born.
So what do we have? Well, in essence, it’s an XB12Ss with longer suspenders and a bit of a styling nod to offroad riding. Same frame, engine, gearbox and airbox arrangement, so the fuel lives in the frame while the airbox is where the tank would normally be. Same sized wheels, same ZTF front brake, same belt drive, more on which in a moment. The swingarm contains the oil reservoir, as usual, while the exhaust runs longitudinally under the engine as with all Buells. The suspension, as well as gaining an extra 45mm movement at the front and 37mm at the back, gets an extremely useful remote preload adjuster as well as significantly different spring rates from the Ulysses’ more tarmac biased siblings. Tyres, of course, are completely different with bespoke Dunlop rubber carrying a very chunky dual purpose tread pattern.
Now I'm a big fan of belt drive as it's clean, quiet and maintenance free, as well as being a spectacularly efficient way of converting noise to forward motion. But they're a little vulnerable on bikes. There have been a fair few cases of belts snapping after they have been damaged by stones. A small stone gets caught between the teeth on the belt and then gets forced into the belt as it reaches the pulley, wedging between the plies and splitting the belt. Not good. Buell have addressed this issue, working with Goodyear, and come up with a belt that simply ejects the stone instead. How? I don't know. But I do know that they routinely run belts on a test rig for the equivalent of 20,000 miles, firing small pebbles into them to try to cause a failure. And none have gone yet.
The engine remains essentially unmodified, though, in common with the other 1200 Buells, there is a new "InterActive" exhaust which is claimed to offer a broader spread of torque and power by using an electric valve inside the system to change the gasflow. Sound familiar? Yes, we thought so too, but hey - if it works then why not?
Styling is, um, different. It’s fair to say that I have yet to see a bike in this class that I would actually call pretty. Or even, to be fair, that I would really feel bad about calling ugly. The Buell continues this trend, with a look that is best described, I’d say, as functional. The off road bias demands a high front mudguard in the now established ostrich beak style. twin headlights (mercifully symmetrical) peer out from behind a set of ‘roo bars while the small top fairing has a snap-on screen which again fits in with the general style of the type. Hand guards are fitted, of course. The seat is wide and plush, with an extremely clever three position rear carrier. If you’re travelling solo, fold the carrier down over the pillion seat to give you a luggage rack that’s much closer to the centre of gravity. If you have a pillion then you can fold the rack so that it stands up to provide a backrest or so that it’s flat behind the seat to secure luggage. Very neat, very effective and utterly usable.
Now one thing I have mentioned before but bears mentioning again. This bike is enormous, at least in height. So if you’ve strapped a big bag on behind you, that’s quite useful to remember before you try to swing your leg over… Just a thought.
So. Enough background, let’s actually get on and ride.

Starting is the familiar Buell ritual – turn the key (by the side of the headlight), wait for the little red light to go off on the panel and thumb the starter. The Ulysses starts easily and settles down to a lumpy but stable tickover. After donning oxygen for the climb up to the saddle, getting settled in is fairly easy. As is usual with a Buell, the controls all fall readily to hand and the instrumentation is uncluttered and straightforward. There is a 12v power outlet on the left of the fairing, should you want to power a GPS or similar, and a vast range of Buell goodies will shortly be launched to facilitate this further. One thing to be aware of, though, is that the clutch lever is a very long reach and is not adjustable. Actually, the strange thing is that the lever is no further from the bars than any other Buell, but the slightly different angle it’s approached from makes it seem like a real stretch. And it isn’t adjustable – an opportunity for an aftermarket part if ever there was one.

The gearbox is, if you’ve ever ridden anything with Harley Davidson or Buell written on it, a revelation. If this is your first time then you’ll wonder what all the fuss is about. But yes, this is a Buell with a decent gearshift. It is possible to ride in soft shoes (not recommended) and not get crushed toes. For the first time, it feels as though the lever is attached to a piece of precision assembly rather than just stuck into a box of bits that has had the top bolted down. Clutchless shifts are at last a possibility, as are more prosaic but probably more useful things. Like engaging first without the almighty clunk making everyone stare at you.
Something the Ulysses isn’t short of is power. Slip the clutch a little over-enthusiastically and you’ll be monowheeling before you know it. If you’re so inclined, the new box allows you to snick into second and keep it up there as well. But more importantly, there’s ample grunt to drive out of corners and to rapidly reach a rather naughty comfortable cruising speed.

Handling is on the vague side for Buells, but is still up near the best for this type of bike. You can’t get away from the fact that the wheels are a long way away and the suspension is a little more compliant than might be ideal for spirited road riding. The chunky tyres don’t help either, the whole lot adding together to give a slightly disconcerting feeling of remoteness. That said, dry weather showed an extraordinary ability to lean and the Ulysses really did seem to get better the harder I pushed. Compared to most others in the class it’s at least as good, allowing me to fling the bike around with enthusiasm and really start to enjoy it. The eager engine belies its roots and revs freely, offering masses of low down grunt and drive, while the wide bars and (cliché time) commanding riding position make hustling through corners a breeze.
Talking of breezes, the fairing, while not exactly pretty, does a great job of protecting the rider from the worst of the elements. The screen, while looking pretty much the same as all the others in the class, has a great and extremely neat feature. It comes off. Easily. So it’s a doddle to clean, even with the little aerodynamic nooks and crannies that are de rigeur with bikes like this. The handguards do exactly what you’d expect while the seat, for all its cleverness, is actually very good and comfortable, both solo and two up.
The final frontier, so to speak, is taking a leviathan like this off road. Now I’m going to be doing that rather more later in the year but as a total greenhorn in the offroad department, all I can say is that the Ulysses is very big, rather bulky and a little keen off the clutch to be a truly relaxing experience for a novice. But it handled a few miles of green lanes well enough and proved not to be short of ability when things got wet and sticky. Indeed, the limiting factor was the rider, not the bike, though I suspect that if things got really rough then the underslung exhaust might prove a little vulnerable. I’d have fallen off way before then, though.
So, to sum up. The Buell Ulysses is not the best in its class, but it’s up the with all the others. It has some brilliant features and it is refreshingly different. It also sounds great, it’s as comfortable as a very comfortable thing and it sips fuel like an old lady sips sherry at the vicarage tea party.

READ MORE - Buell Review

2010 Buell Lightning CityX XB12SX Motorcycle Parts

New Motorcycles Buell Lightning CityX XB12SX 2010

Touring Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX Motorcycle Covers

Sports Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX
The rim-mounted design eliminates the need for load-bearing spokes or even a second disc, resulting in a front-end assembly that is significantly lighter New for 2010, the flycut ZTL-2 logo adds a trick look to the caliper. The caliper casting was optimised for clamp stiffness, yielding a more progressive and connected braking feel to the rider. ZTL-2 Front Brake Proven through multiple wins in US AMA Pro Racing, the Buell Zero Torsional Load (ZTL-2) front brake utilises a 4-pad, 8-piston caliper and single 375 mm rotor.

Who says a road has to be wide open to be fun? Light, nimble, and aggressive, it's powered by a 1203cc Thunderstorm air/oil/fan-cooled, fuel injected, 45-degree V-Twin. This urban streetfighter comes fully equipped to handle whatever the big city throws your way, with standard wind deflectors, frame pucks, headlamp grille, and the unique X-Guard to protect the airbox cover from your tank bag. Just as a jagged stretch of country road offers one kind of challenge, a crowded city environment offers another. Urban Warrior.

Delivering a whopping 104 Nm/ 77 ft lbs of torque, the bike is available in Valencia Orange Translucent & Hero Blue Translucent, both with black wheels. Receiving its debut in Europe, the XB12SX marries the sheer power of the Thunderstorm 1203cc V-Twin engine with Buell’s popular Lightning CityX XB9SX chassis and suspension, inspired by the needs of today’s urban rider. For those looking for a bike with agile handling, as well as serious torque and acceleration for real urban power, MY10 sees the introduction of the new Lightning CityX XB12SX.

READ MORE - 2010 Buell Lightning CityX XB12SX Motorcycle Parts

2010 Buell Lightning CityX XB12SX Motorcycle Parts

New Motorcycles Buell Lightning CityX XB12SX 2010

Touring Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX Motorcycle Covers

Sports Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX
The rim-mounted design eliminates the need for load-bearing spokes or even a second disc, resulting in a front-end assembly that is significantly lighter New for 2010, the flycut ZTL-2 logo adds a trick look to the caliper. The caliper casting was optimised for clamp stiffness, yielding a more progressive and connected braking feel to the rider. ZTL-2 Front Brake Proven through multiple wins in US AMA Pro Racing, the Buell Zero Torsional Load (ZTL-2) front brake utilises a 4-pad, 8-piston caliper and single 375 mm rotor.

Who says a road has to be wide open to be fun? Light, nimble, and aggressive, it's powered by a 1203cc Thunderstorm air/oil/fan-cooled, fuel injected, 45-degree V-Twin. This urban streetfighter comes fully equipped to handle whatever the big city throws your way, with standard wind deflectors, frame pucks, headlamp grille, and the unique X-Guard to protect the airbox cover from your tank bag. Just as a jagged stretch of country road offers one kind of challenge, a crowded city environment offers another. Urban Warrior.

Delivering a whopping 104 Nm/ 77 ft lbs of torque, the bike is available in Valencia Orange Translucent & Hero Blue Translucent, both with black wheels. Receiving its debut in Europe, the XB12SX marries the sheer power of the Thunderstorm 1203cc V-Twin engine with Buell’s popular Lightning CityX XB9SX chassis and suspension, inspired by the needs of today’s urban rider. For those looking for a bike with agile handling, as well as serious torque and acceleration for real urban power, MY10 sees the introduction of the new Lightning CityX XB12SX.

READ MORE - 2010 Buell Lightning CityX XB12SX Motorcycle Parts

2010 Buell Lightning CityX XB12SX Motorcycle Parts

New Motorcycles Buell Lightning CityX XB12SX 2010

Touring Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX Motorcycle Covers

Sports Motorcycles Buell Lightning CityX XB12SX 2010

2010 Buell Lightning CityX XB12SX
The rim-mounted design eliminates the need for load-bearing spokes or even a second disc, resulting in a front-end assembly that is significantly lighter New for 2010, the flycut ZTL-2 logo adds a trick look to the caliper. The caliper casting was optimised for clamp stiffness, yielding a more progressive and connected braking feel to the rider. ZTL-2 Front Brake Proven through multiple wins in US AMA Pro Racing, the Buell Zero Torsional Load (ZTL-2) front brake utilises a 4-pad, 8-piston caliper and single 375 mm rotor.

Who says a road has to be wide open to be fun? Light, nimble, and aggressive, it's powered by a 1203cc Thunderstorm air/oil/fan-cooled, fuel injected, 45-degree V-Twin. This urban streetfighter comes fully equipped to handle whatever the big city throws your way, with standard wind deflectors, frame pucks, headlamp grille, and the unique X-Guard to protect the airbox cover from your tank bag. Just as a jagged stretch of country road offers one kind of challenge, a crowded city environment offers another. Urban Warrior.

Delivering a whopping 104 Nm/ 77 ft lbs of torque, the bike is available in Valencia Orange Translucent & Hero Blue Translucent, both with black wheels. Receiving its debut in Europe, the XB12SX marries the sheer power of the Thunderstorm 1203cc V-Twin engine with Buell’s popular Lightning CityX XB9SX chassis and suspension, inspired by the needs of today’s urban rider. For those looking for a bike with agile handling, as well as serious torque and acceleration for real urban power, MY10 sees the introduction of the new Lightning CityX XB12SX.

READ MORE - 2010 Buell Lightning CityX XB12SX Motorcycle Parts

2010 Buell Lightning XB12Scg Motorcycle Covers

Sports Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Motorcycle Parts

New Motorcycles Buell Lightning XB12Scg 2010

Elegant Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Features:
Buell Thunderstorm 1203cc air/oil/fancooled 45-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM Fuel in Frame Intuitive Response Chassis Rigid cast-aluminum swingarm doubles as engine oil reservoir Eight-row oil cooler with Jiffy-tite fittings Goodyear Hibrex final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions Underslung Buell InterActive Exhaust 6-spoke, cast aluminum wheels Steel braided brake lines Fully adjustable 43 mm Showa inverted fork Fully adjustable Showa rear shock absorber Adjustable hand controls Each Buell model is designed utilizing the Buell Trilogy of Technology – chassis rigidity, centralized mass, and low unsprung weight – to produce a motorcycle which responds instantly to rider input.

Buell Lightning models and the new 1125CR are at the core of what Buell is all about – pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package. Streetfighter styling and potent American V-Twin power keeps the aggression mean and low.The XB12Scg features a lowered suspension and seat for a lower center of gravity and a shorter reach to the ground with no compromise to handling or performance.

READ MORE - 2010 Buell Lightning XB12Scg Motorcycle Covers

2010 Buell Lightning XB12Scg Motorcycle Covers

Sports Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Motorcycle Parts

New Motorcycles Buell Lightning XB12Scg 2010

Elegant Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Features:
Buell Thunderstorm 1203cc air/oil/fancooled 45-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM Fuel in Frame Intuitive Response Chassis Rigid cast-aluminum swingarm doubles as engine oil reservoir Eight-row oil cooler with Jiffy-tite fittings Goodyear Hibrex final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions Underslung Buell InterActive Exhaust 6-spoke, cast aluminum wheels Steel braided brake lines Fully adjustable 43 mm Showa inverted fork Fully adjustable Showa rear shock absorber Adjustable hand controls Each Buell model is designed utilizing the Buell Trilogy of Technology – chassis rigidity, centralized mass, and low unsprung weight – to produce a motorcycle which responds instantly to rider input.

Buell Lightning models and the new 1125CR are at the core of what Buell is all about – pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package. Streetfighter styling and potent American V-Twin power keeps the aggression mean and low.The XB12Scg features a lowered suspension and seat for a lower center of gravity and a shorter reach to the ground with no compromise to handling or performance.

READ MORE - 2010 Buell Lightning XB12Scg Motorcycle Covers

2010 Buell Lightning XB12Scg Motorcycle Covers

Sports Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Motorcycle Parts

New Motorcycles Buell Lightning XB12Scg 2010

Elegant Motorcycles Buell Lightning XB12Scg 2010

2010 Buell Lightning XB12Scg Features:
Buell Thunderstorm 1203cc air/oil/fancooled 45-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM Fuel in Frame Intuitive Response Chassis Rigid cast-aluminum swingarm doubles as engine oil reservoir Eight-row oil cooler with Jiffy-tite fittings Goodyear Hibrex final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions Underslung Buell InterActive Exhaust 6-spoke, cast aluminum wheels Steel braided brake lines Fully adjustable 43 mm Showa inverted fork Fully adjustable Showa rear shock absorber Adjustable hand controls Each Buell model is designed utilizing the Buell Trilogy of Technology – chassis rigidity, centralized mass, and low unsprung weight – to produce a motorcycle which responds instantly to rider input.

Buell Lightning models and the new 1125CR are at the core of what Buell is all about – pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package. Streetfighter styling and potent American V-Twin power keeps the aggression mean and low.The XB12Scg features a lowered suspension and seat for a lower center of gravity and a shorter reach to the ground with no compromise to handling or performance.

READ MORE - 2010 Buell Lightning XB12Scg Motorcycle Covers

2010 Vintage Motorcycles Buell Lightning XB12Ss

2010 Sports Motorcycles Buell Lightning XB12Ss

2010 Buell Lightning XB12Ss Motorcycle Covers

2010 New Motorcycles Buell Lightning XB12Ss

2010 Buell Lightning XB12Ss
Each Buell model is designed utilizing the Buell Trilogy of Technology - chassis rigidity, centralized mass, and low unsprung weight - to produce a motorcycle which responds instantly to rider input. Buell Lightning models and the new 1125CR are at the core of what Buell is all about - pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package. Supermoto-inspired long-travel suspension, aggressive streetfighter styling and American V-Twin muscle earn top marks for handling.

The Lightning Long XB12Ss delivers true classic American brute performance and the bold, edgy look of the original Lightning XB12S, with stretched chassis dimensions and ergonomics for more size, comfort and convenience.

2010 Buell Lightning XB12Ss Specifications:
Rake (Steering Head Angle) at Ride Height (degrees) 23.1
Fork Angle at Ride Height (degrees) 21.6
Trail at Ride Height 4.7 in. (119 mm)
Wheelbase, Unladen 53.7 in. (1,364 mm)
Fuel Capacity, Total 4.4 gal. (16.7 l)
Overall Length2 81.9 in. (2,080 mm)
Seat Height, Laden3 30.6 in. (777 mm)
Seat Height, Unladen 33.2 in. (843 mm)
Overall Width without mirrors4 29.7 in. (754 mm)
Ground Clearance, Unladen2 5.5 in. (140 mm)
Fuel Capacity 0.83 gal. (3.1 l)
Oil Capacity5 2.5 qt. (2.4 l)
Dry Weight 400 lb. (181 kg)
Gross Vehicle Weight Rating 850 lb. (386 kg)
Load Carrying Capacity 373 lb. (169 kg)

READ MORE - 2010 Vintage Motorcycles Buell Lightning XB12Ss