Posted on Thursday, March 07, 2002 - 02:17 am:

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Is it a sports bike, a street fighter or a cool roadster for riders who prefer something a little different?According to American firm Buell, its new XB9R Firebolt is all three. But, most important, it's the first in a new generation of models aimed squarely at riders on this side of the Atlantic.This has meant a major change of approach for the company which up until now has had a reputation for quirky, Harley-powered street bikes. OK, an air-cooled Harley-derived 984cc V-twin is at the heart of the Firebolt. But the two-valves-per-cylinder motor is a potent one, producing over 90bhp and boasting a compression ratio of 10:1, which is closer to that of a Japanese superbike than an American cruiser.

It's housed in an aluminium beam frame that also doubles as a 14-litre fuel tank. In future, all Buells will have beam rather than tubular frames. Oil is stored inside the swingarm and the XB9R also has a rim-mounted brake disc at the front.All interesting stuff. But the question everyone will ask is: Does this package deliver? And my first impression, after riding it at one of the twistiest tracks in Europe, is yes, it does. The Buell handles well and inspires confidence.

Choosing to launch it at a circuit like Valencia was a brave move for Buell. The 2.4-mile Spanish track has 14 corners and is a tough test for any chassis, brakes and tyres, not to mention rider.The beautifully balances Firebolt feels composed and encourages you to push hard. The motor produces enough grunt to be fun, but not enough to threaten breaking traction from the sticky Dunlop D207 tyres.

The bike turns sharply, but never gets unstable, the brakes are strong, but not over the top and it seems to weigh next to nothing. While the Buell's spec is futuristic, it all works together beautifully. When you're riding it you don’t think about the fuel in the frame, the oil in the swingarm or geometry that is similar to a 250cc GP bike. You're simply concentrating on getting around the next corner. And that's what the bike is so good at.

Valencia has several 180 degree corners that just seem to go on and on. Even at serious lean angles, the Buell is so settled you actually start to wonder if you could get your elbow down as well as your knee. The only thing that stops me trying is the thought that the bike's creator, Erik Buell, is in the pits and I don't really fancy bumping into him carrying bits of his bike.

The XB9R is tiny for a 1000cc bike, but I don't find it cramped despite being over 6ft. With a dry weight of just 175kg (385lb) flicking it from side to side requires little effort. With a 1320mm wheelbase and a 21 degree steering head angle - an amazing 75mm and three degrees less than the set-up on the new Yamaha R1 - you'd expect the Buell to be twitchy. But, no matter how busy you get, it doesn't become flustered. It always drops predictably into corners and feels totally planted. This is partly because of the new alloy beam chassis, which is a huge improvement over the tubular frame on previous Buells, but also down to brilliant weight distribution - Buell philosophy dictates that mass is kept low-down and central. Everything that can be lightened has been - even the footpegs have sections cut out. If it wasn't essential, Buell junked it.

The 92bhp motor works well. Torque is very linear and from 4000rpm to the 7500rpm limit, it pulls cleanly and with no surges, thanks to an automatic tensioner which eliminates and slap from the drive belt Buell favours over a conventional chain.

The only real black mark is over the gearbox. Many riders on the launch commented on the number of false neutrals they were getting, mainly when changing down at high speed. According to Buell, this can be eliminated by adjusting the gear lever and it only really happens with hard track use. In typical Buell fashion, the clutch is also quite stiff.

The radical rim-mounted discs work well. The single six-piston caliper is lacking slightly in initial feel, but there's loads of power when you need it.

Considering the number of technological advances on the Firebolt, it's highly impressive that Buell has got it so right at its first attempt. It handles brilliantly, has enough power for most people and looks great. If this is the future for Buell, we've a lot to look forward to.

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The Firebolt is the brainchild of Erik Buell, 51, who left Harley-Davidson in 1983 to set up the firm that bears his name. He launched the Thunderbolt a year later with his own frame design and a Harley engine. MCN caught up with him in Valencia and found that he's now created the bike he always wanted.

MCN: What inspired you to make the Firebolt?
BUELL: I love the handling of 250cc race bikes, but I hate the motors. I wanted to make a small and nimble bike with loads of torque.

MCN: What have you got against fuel tanks?
BUELL: I wanted a big air box, which left no room for a tank. Putting the fuel in the frame means we can have a big airbox and keep the bike small.

MCN: And what was wrong with a sump?
BUELL: As the bike is so small there is no room behind the engine. We tried putting the oil in the subframe but that affected the balance. Storing it near the swingarm pivot doesn't affect the handling.

MCN: Is there any advantage to using rim-mounted discs?
BUELL: I wanted the front wheel to be as light as possible to help the bike turn faster. Our research found that normal discs transfer most stress through the spokes. Rim discs let us use lighter spokes.

MCN: Air-cooled motors are pretty dated now for sports bikes, surely?
BUELL: With water-cooling you need radiators and loads of hoses. I wanted to keep the bike small. The air-cooled motor provided the acceleration and power we needed.

MCN: Are you happy with the bike?
BUELL: Definitely. The best day was last autumn when we took a pre-production bike to a tight, twisty track. It ran brilliantly and then I knew it was perfect.

MCN: How do you plan to follow the Firebolt?
BUELL: The Firebolt is a platform to build derivatives, but there is no rush. I want to get it right. Europe is a big market and it is important it gets to know the bike first.

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