2004 XB12R Firebolt and XB12S Lightning

It was certainly not the preferred method for evaluating the 2004 Buell Firebolt’s unique rim mounted braking system, but faced with no other choice I had to take it.

Here’s the scene: Yours truly flat on the tank, throttle pegged in fifth, swooping through turn 11B at Road America. Suddenly, a vicious burst of rain slashes across my visor and the fast approaching Canada Corner, with its nice tar bands and bumps, is getting very wet. Weighting the front wheel a little first, it was time to send as much fluid as possible to the six pistons up front while asking the rear for help. Looking deep through the corner, setting up my body as early as possible the big caliper bit hard, hauling the speeding Buell down to a pace slow enough to tiptoe through the wet corner. We made it and I rode cautiously back to the pits. Thankfully, there were a couple of corners en route for me to collect myself, clear my mind from the thought of handing Eric Buell a modified Firebolt and a chance to realize what an incredible brake set up Buell uses.

The occasion was the World Press Launch at Road America, Wisconsin, in the heart of Harley-Davidson country. About an hour outside of Milwaukee, set in the gentle, rolling farm country, a more pleasant venue could not have been chosen. The purpose of the visit was to try the two latest Buells to hit the showroom in the shape of the XB12R Firebolt and the XB12S Lightning. Based on the successful XR9R and XB9S, the new “12s” are fitted with 1203cc engines, up from 984 cc, and a host of new innovations and improvements.

With two new bikes to evaluate, the North American wave of journalists was split into two groups according to our weight. Then, we were either sent to the Road America Motoplex or an abbreviated version of the main racetrack. No, we weren’t being penalized for eating too much at the previous evenings dinner reception, it was to allow the Buell staff to set the suspension up for our different weights. Unlike most motorcycle manufacturers, who offer multiple suspension settings over a narrow range, Buell offers a much wider range, making correct settings that much more critical.

We were then assigned XB12R’s that were tailored for our individual needs and were able to make any adjustments we might need in between sessions. Overall, I was extremely happy with the set up of my bike and only had a bit of trouble under really hard acceleration exiting the slowest corner on the track. A little fine-tuning would have cured the problem if the rain hadn’t brought a premature end to the days riding.

For the days first ride though, it was over to the Motoplex to see how the new XB12S Lightning would behave on the demanding Briggs and Stratton Go-kart track, which does double duty for SuperMotard events. Buell racer Tripp Nobles gave us a heads up on how to ride the tight, narrow course and led us around for a few laps. The secret is to keep the bike in second gear, except for the pit straight where you can get up to third for a brief period. This saves a lot of needless shifting and wasted effort on the short circuit.

Sitting on the bike for the first time, it feels light and well balanced. The ignition is located to the left of the small, attractive instrument pod, and a quick stab of the starter has the big air-cooled twin leaping into action. Wow! This thing sure comes to life, as the two big pistons fire up and down beneath you and the turn signals do a weird dance on the end of their flexible stalks.

The view forward is like no other, with seemingly nothing in front of you. The front wheel seems so tucked in and the instrument cluster and fairing so tidy, it is as if you are sitting over the front end. With a 52inch wheelbase, compared to 53.4inches for the new Yamaha R6, the Lightening is incredibly compact, although it doesn’t feel small in the saddle with plenty of room for my 5ft 11inch frame. Clutch action is light, and the bike snicks easily and quietly into gear, effortlessly accelerating up the short hill out of the pit area.