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  • 21/09/2014 - 16:18

    Church Of MO 2003 Buell XB9S Lightning

    Oh, Buell. The red-headed stepchild of The Motor Company, it seemed like Erik Buell tried his best to make a sporting motorcycle with the scraps he was given. Lemonade out of lemons, if you will. However, despite being hampered in the, of all places, motor department, Buell churned out some rather interesting motorcycles. Not least of which is the 2003 XB9S Lightning, the subject of this week’s Church of MO feature. Penned by recent MO re-hire, John Burns, it’s nice to see Mr. Burns’ bike eval skills haven’t changed much over the years. Read on to see his thoughts on an early example of what we would now call a streetfighter (In fact, Buell gets some of the credit for creating that term)
    2003 Buell XB9S Lightning
    Savage Pekingese!
    By John Burns Oct. 20, 2002
    Torrance, California, October 25, 2002 – You know what bike this bike reminds me of? It reminds me of a KTM Duke, but with a bunch more power, a KTM Duke you don’t need a crane to mount. I thought I’d be able to write that “only the KTM is as stubby and small as the Buell,” but my spec charts inform me that the Duke is in fact five inches longer of wheelbase than the 52-inch Buell. Come to think of it, the Lightning is closer specwise to my beloved little Yamaha TT-R125L–which has a 50-inch wheelbase and also a higher seat than the Buell. When the TT-R collapses under my (m)ass, though, it and the Buell have nearly the same ergoes. The Buell does weigh substantially more–at 420 pounds all gassed up–but carries it so well you barely notice. (Pretty cool how Buell was able to use that big old engine and still wind up with a package smaller, and just as light as all the Japanses 600s, huh?)
    03xb9s01tIn the do-chicks-dig-it test, Vanessa the Receptionist prefers the looks of a Yamaha YZF600R over the Buell, which proves it’s a stupid test and that Orange County women do have an innate anti-Harley bias.
    My 8-year-old sprog, though, likes the Buell. “These Buells look like the motorcycles of the future,” he says. Yeah yeah, I can already see the lips quivering out there: But it only makes 80 horsepooooower.
    Well a KTM Duke makes less than 50, and it’s another favorite motorcycle. (Difference being, the KTM is a drag on the freeway if you have to go somewhere more than 20 miles away, and the Buell’s a sweet cruiser indeed.) Right, any Japanese 600 or liter-bike will bore any bike with 80 horsepower a fresh rectum any time speeds become elevated, but in most street situations I must ask you yet again: How many times do speeds become “elevated” above 100 mph or so? This, friends, is the key to Buell performance. Those screaming four cylinder sportybikes will disappear into the distance above 100–but the XB9 packs all its performance below 120 mph or so–and down there I for one am of the opinion it will hang with anything. A GSX-R 600 out-torques the other 600s with 46.5 foot-pounds at 10,5000 rpm. Well, Mr. Buell’s already past 46.5 at 3000 rpm, and goes on to pump out 65 foot-pounds at 5500 rpm. The Buell produces 80 percent of peak torque all the way from 3200 rpm `til lights out at 7500–the GSX-R from 6500 rpm until 13,000-whatever.
    Short'n Stubby, yet suprisingly stable.Short’n Stubby, yet suprisingly stable.
    Meanwhile, the Buell pilot simply leaves it in top cog and twists the grip. The difference is sort of like between driving a hot rod with a built small-block or a finicky Ferrari. There’s a place in the world for both, of course. The place for most of us MO-ites being the U.S. of A. though, I would contend that the former has the kind of power you can enjoy much more often, not to mention the cacophonic soundtrack.
    Running ever-so-smoothly at 4500 rpm and 80 mph, the Buell is in the heart of its powerband, and top gear is good for anything from between 40 and a hundred-however-many mph the twin can stir up. The big silver gas tank, has a pass through for the air intake in the left frame spar. The airbox connects to this and fills the gap between the spars, where the fuel tank would normally be. Chassiswise, though, the Buell turns the tables by having the sort of nimble reactions you’d expect from the exotic sports car instead of the solid-axle Nova. With its stubby wheelbase, steep rake and very short trail figures, you might expect a certain skittishness, but nothing could be further from the truth. At 90 mph over the very freeway slabs that make our much heavier and longer ZRX1200 Kawasaki feel a bit, ahem, nervous, the little Lightning remains completely unflappable. It is the world’s fastest Schwinn Stingray.
    The big silver gas tank, has a pass through for the air intake in the left frame spar. The airbox connects to this and fills the gap between the spars, where the fuel tank would normally be.The big silver gas tank, has a pass through for the air intake in the left frame spar. The airbox connects to this and fills the gap between the spars, where the fuel tank would normally be.
    Credit must go to that stiff frame and to some highly competent suspension calibration. The ride over sharp pavement is not Gold Wing or even Ohlins plush–but it really is a reasonable facsimile when the compression adjusters are backed out a tad. A suprisingly comfortable deep-dish saddle and a handlebar which falls naturally to paw make it a bike you could ride all day. As a matter of fact, our main complaint with the XB9R was its low, narrow clip-on bars and highish footpegs. The “S” is the bike we wanted all along, and our sources tell us there was quite a bit of discussion as to which Buell should’ve been introduced first. Should’ve called me and asked.
    The ergoes, it seems, were primarily responsible for the confusing handling signals picked up by our own Minime and various print magazine journalists who thought the XB9R was just too heavy-steering for a bike its size. No more. Now, the tighter the road, the bigger the XB9S’ advantage over just about anything else trying to keep up with it. Now there’s enough handlebar leverage, and enough less weight on the riders’ hands, to allow flinging the Lightning into corners like yesterday’s boxer shorts. And if there’s still a slight tendency to stand up on the brakes–which there is since “S” and “R” share all chassis dimensions–the wide bar makes it easy to ignore.
    As you can see, the 9S has a more relaxed and upright riding position.As you can see, the 9S has a more relaxed and upright riding position.
    Better yet, think of the tendency to stand up as “feedback” worth paying attention to. Whatever, Don Canet of Cycle World, the fleetest motojournalist of all by a margin, found the XB9R to be a mere tick back from the winning Honda F4i in a multibike handling test in that magazine a few months ago–and the S should run rings around the R on any public road. Alas, what fun would life be if things were perfect? The gearbox and clutch, while light-years ahead of the run-of-mill Sportster, remain a few orders or magnitude behind the best Japanese cog-swap mechanisms. Clutch pull is heavyish and long-throw, and you need to use it for nearly every shift–not to process the actual shift, but because the zero-lash drive belt’s ahh, zero lash, gives no cushioning at all like you get from a chain with an inch or two of slack.
    No Lash, No Grime, No Adjusting.No Lash, No Grime, No Adjusting.
    All I (an admittedly huge fan of these new Buells) can say is; you get used to the way these things shift, and the beauty is you don’t have to shift them much. In sporting use they’re really not bad at all; when you’re deliberate, the box is good. It’s around town–stop and go and in traffic–when your mind is on other things, that the 2-3 shift hangs fire about half the time–but I think ours is getting better as the miles break it in. Wait, here’s another bummer: That beautiful gas tank of a frame only holds 3.7 U.S. Gallons. Our R always got around 45 mpg; the S is lucky to get 40, and the low fuel light is on at around 120 miles (whereupon the LCD tripmeter automatically begins displaying miles-travelled-on-reserve). Gearing is the same. Maybe your big head poking up higher produces more drag? Maybe the S just encourages us to twist the throttle harder? In the end, I just like the Buell’s attitude, its sunny disposition. It managed to pry me off my Kawasaki ZRX–a thing not managed by a Ducati S4 Monster, a Honda 919 or a Yamaha FZ-1 that were also taking up space in the MO cave–even though all those bikes make more power.
    The Dachshund begs for a Scooby Snack.The Dachshund begs for a Scooby Snack.
    My approach to the mighty ZRX, in particular, is a respectful one. With its size, power, lack of handling refinement (and its tone of voice, with the Muzzy pipe), it’s obvious to most sentient beings that here is a speed tool that wouldn’t even shed crocodile tears if it killed or maimed you. The Buell is the complete opposite. It’s a dachshund puppy with a wagging tail not a Rottweiler. Its tiny size and anti-peaky power delivery encourage you to wheelie, ride on peoples’ lawns, take kids for rides `round the block even if they don’t want to go, honk the horn at teenage girls in Britney-wear–and if I weren’t too lazy to round up tires I’d really like to take it to Maely’s Ranch for a little dirt-oval action (especially since somebody at Buell mentioned “street-legal dirt-tracker.” ) I think it would work pretty well, and if it didn’t, well ahhh, you guys were the ones who brought it up…
    Certain people must always spoil the mood by pointing out things like, for $10,000 you could have an R1–and which would you rather have if you were a one-bike family? Tough call. For me, a man with an intimate fastrackriders.com relationship which allows me more than my fair share of track days, I would need the R1. However, if I were John Public and track days were few and far between, and if I lived in a climate with hot summers especially–then I could see myself becoming a Buell man. Lately it seems there are a lot of multi-bike owners out there. If you already have some sort of serious sportbike, this Lightning is the perfect stable pony.
    My only regret is that the Advertising Department informs me we have a new Buell campaign running here at MO, and so many of you won’t believe me when I tell you how really good this little bike is. Your loss. Cynicism does not always pay.
    Point not Counterpoint
    Ah the joys of childhood.Ah the joys of childhood.
    I admit I was quite skeptical before riding the new Buell XB-9S. As it turns out, in many regards, that skepticism was totally off base. It was well-founded in others. There is no problem with the engine. A rocketship it ain’t, a slug it ain’t. The XB-9 does possses the vibes that tickle your netherbits in that Harley way, but it also possesses the lungs to happily rev smack into the rev limiter just north of 7,500-RPM. It delivers healthy torque and easy wheelies in a linear rush that (VFR riders, may I borrow your cliche?) feels like an electric motor. Other than the lack of a choke knob and the whine of the fuel pump, you’d never know the bike was fuel injected. It doesn’t hitch, jerk or surge. The handlebar bend is perfect. The throttle feels like it rotates on precision ball bearings and the grips are nice and fat with just the right firmness.
    Glitzy raised chrome on yellow plastic. Reminds me of the time I went to Vegas and woke up on top of a cab with a hoo.... nevermind.Glitzy raised chrome on yellow plastic. Reminds me of the time I went to Vegas and woke up on top of a cab with a hoo…. nevermind.
    For such a compact package, the seat and overall riding position are excellent. Niggles and gripes? The clutch feels like you are compressing a garage door spring, using a rusty cable connected to a lever clamped in an over tightened pivot made from the same pot-metal as a Dnepr Nepal. The clutch problem is amplified by a gearbox that dislikes clutchless shifting. Furthermore, this bike possesses a touch of schizophrenia. It has that big American-looking air-cooled V-twin, but it is topped by thst very plasticky faux gas tank with glitzy raised chrome Buell appliques that looks for all the world like one o’ dem plastic fantastic rice burner thingys.
    Then there is the cruiseresque, antique sterling-silver tea steeper between the subframe rails behind the seat. When parked at the curb in its yellow paint scheme, the 9S can resemble the cutesie Blast, those of you who weren’t comfortable wearing pink Polo shirts in the 80s may have a problem with that.
    In perhaps his most revoloutionary innovation, Erik Buell integrates the Fork Lock with the Ignition Switch. It only requires a single key!In perhaps his most revoloutionary innovation, Erik Buell integrates the Fork Lock with the Ignition Switch. It only requires a single key!
    As a general purpose motorcycle, the Buell is hard to fault. It’s fun around town, fun on the freeway and fun in the canyons. Riding the 9S in traffic is an absolute joy. With its delightful midrange and high leverage bars, it makes rush hour feel like asphalt surfing. If it wasn’t for the clutch it would be the ultimate commuter. IMHO, the front end feels a little vague, for a banzai canyon blaster or track weapon. The front brake is slightly grabby, yet not incredibly powerful. Reapplication of front brake after turn in, causes a noticeable hitch in the front suspension, which saps confidence in those close-quarter streetfighter wars. I never got used to this in my limited test time, but if I lived with the bike on a daily basis (Not an unpleasant prospect at all) I would most likely be able to dial out the traits I didn’t like, or learn to ride around them more effectively. Bottom line? It’s fun with its own unique character. I like it, warts and all.
    –Sean Alexander
    Specifications:
    ENGINE
    Type: 984cc air-cooled 450 V-twin OHV 2v/cyl
    Bore x stroke: 88.9 x 79.4mm (3.5 x 3.125 in.)
    Compression ratio: 10:1
    Ignition: electronic, digital
    Charging system: 540-watt three-phase AC alternator
    Fuel delivery: FI, one 45mm throttle body
    Valve adjustment: hydraulic, self-adjusting
    Transmission: wet multiplate clutch, 5-speed
    Final drive: belt, 2.4:1

    CHASSIS
    Frame: aluminum alloy w/ Uniplanar engine mount system
    Wheelbase: 52 in. (1321mm)
    Rake/trail: 21 degrees/3.3 in. (83mm)
    Seat height: 31.5 in.
    Thumb height: 37 in.
    Thumb-to-thumb: 21 in.
    Wet weight (full tank): 425 lb (193 kg)
    Fuel capacity: 3.7 gallon
    GVWR: 850 lb.

    SUSPENSION
    Front: 43mm inverted fork; 4.7-in. travel;
    adjust for spring preload, rebound/compression damping
    Rear: single coil-over shock; 5.0-in. travel;
    adjust for spring preload, rebound/compression damping

    BRAKES
    Front: single 375mm disc, six-piston caliper
    Rear: single 230mm disc, single-piston caliper

    WHEELS/TIRES
    Front: 3.50 x 17 cast aluminum/ 120/70ZR-17 Dunlop D207
    Rear: 5.50 x 17 cast aluminum/ 180/55ZR-17 Dunlop D207

    Fuel mileage: 40 mpg
    Colors: black, yellow
    Suggested price: $9,995
    Church Of MO – 2003 Buell XB9S Lightning appeared first on Motorcycle.com.

  • 19/09/2014 - 23:28

    2015 Harley-Davidson Night Rod Special Review

    2015 Harley-Davidson Night Rod SpecialEditor Score: 81.75%Engine 17.75/20Suspension/Handling 11.5/15 Transmission/Clutch 9.0/10Brakes 9.0/10 Instruments/Controls3.5/5 Ergonomics/Comfort 6.0/10 Appearance/Quality 9.5/10Desirability 8.0/10Value 7.5/10Overall Score81.75/100
    Harley-Davidson’s 2015 Night Rod Special is one of the coolest OEM performance cruisers available today. Its DOHC, four-valve, liquid-cooled, 60-degree V-Twin pumps out a measured 107.6 rear-wheel horsepower and 71.5 Ib-ft of torque. It’s straightline performance dominates most other cruisers regardless of engine capacity. Which makes sense considering the Rod’s affiliation to H-D’s Screamin’ Eagle Vance & Hines Pro Stock machine. They’re only similar on the surface, but it gives the Night Rod some extra street cred.
    “Face it, who wouldn’t be thrilled by the performance of Harley’s Porsche-designed, liquid-cooled 60-degree V-Twin,” says guest tester, Scott Rousseau.
    From the Special’s narrow front end, sporting an industry-standard 120-series front tire, through its tightly packaged engine bay and under-seat fuel compartment to its thick 240-series rear tire, the Night Rod’s visual appeal is intimidatingly elegant. With 67 inches between contact patches, the Night Rod is long, but longer cruisers exist. It’s the combination of wheelbase length and wide rear tire that conspire to make the Night Rod’s handling a steep learning curve.
    Scorpion V-Rod Reverse Trike
    It takes a fair amount of bar pressure to leverage that wide rear tire up on the skinny part of its contact patch when aggressively navigating corners, turning sharply around town, performing parking lot maneuvers… you get the idea. It becomes second nature once accustomed to the bike’s special needs, and during ownership you’ll rarely give it another thought.
    2015 Harley-Davidson Night Rod Special EngineIt’s a heavy lump of liquid-cooled performance, but the Night Rod’s Revolution engine gets the job done in authoritative fashion. Residing in the driveline of the Rod is a race-derived slipper clutch.
    At 28.6 inches above the pavement, it’s not the lowest seat height in Harley’s lineup, but with its five gallons of fuel residing below the seat, the Night Rod certainly has the best CoG compared the traditionally located fuel tanks of H-D’s other offerings. The low CoG helps offset some the adverse cornering effect caused by the wide rear tire.
    Harley-Davidson VRSCF V-Rod Muscle Review
    Measured wet weight of the Night Rod is 662 pounds, which certainly isn’t light and can’t help but overtax the limited travel of the rear shocks. Two-point-nine inches is more travel than some HD models, but not enough to provide a compliant ride. The fat tire/wheel combo adds a lot of unsprung weight, which compromises ride quality.
    2015 Harley-Davidson Night Rod Special Action FrontCornering isn’t the Night Rod’s strong point, but, the Rod retorts, “My cousin-in-law twice removed is a drag bike, man!”
    The Rod’s clamshell riding position is another area that drew some ire from our testers. “Forward pegs and drag race handlebar are a ridiculous combo,” says “Whatever!” Editor, John Burns.
    However, it’s Associate Editor, Evans Brasfield, who smartly sums up our time with the Night Rod. “As much as I love the Night Rod’s kick-ass engine, as much fun as I have riding it around town or on other short jaunts, as many smiles as the instant throttle response puts on my lips, just the thought of sitting in that clamshell riding position for an extended period makes my lower back ache. I like my cruisers to be a little more versatile than this one-trick-pony.”

    + Highs

    • Fast, revvy engine
    • Rare, compared to air-cooled big-inch Twins
    • A cruiser with a slipper clutch

    - Sighs

    • Fat rear tire affects handling
    • Heavy
    • Outcast of the Harley clan

    Handlebars and footpeg placement can be modified, so anyone considering a Night Rod has that option. For many, the seating position may not be as bothersome as it was to some of our testers – whiny, little complainers that they are.
    So, if you can get beyond the seating position, limited shock travel, peculiar handling (due to the wide rear tire) and excessive rear cylinder heat, the Night Rod Special is a helluva motorcycle. It’s fast and gorgeous and showcases a level of performance unseen in other Harley-Davidson models save for the the V-Rod Muscle.
    2015 Harley-Davidson Night Rod Special BeautyDual front disc brakes with Brembo calipers and ABS provide excellent stopping power. Note the blacked out engine, exhaust, frame, fork… nice. The combination of rear cylinder and exhaust routing throws considerable heat to a rider’s right leg.

    2015 Harley-Davidson Night Rod Special Specs

    MSRP
    $16,549/$16,899

    Engine Capacity
    1247cc

    Engine Type
    Liquid-cooled 60° V-Twin

    Bore x Stroke
    4.13 in. x 2.835 in.

    Compression
    11.8:1

    Fuel System
    Electronic Sequential Port Fuel Injection (ESPFI)

    Transmission
    Five-speed

    Final Drive
    Belt

    Frame
    Steel perimeter upper frame with hydroformed main rails and bolt-on lower frame rails

    Front Suspension
    43mm inverted fork

    Rear Suspension
    Dual coil-over shocks, preload adjustable

    Front Brakes
    Dual disc with Brembo calipers, ABS

    Rear Brakes
    Single disc, ABS

    Front Tire
    120/70-19

    Rear Tire
    240/40-18

    Seat Height
    28.6 inches

    Wheelbase
    67.0 inches

    Rake/Trail
    34° / 34°

    Curb Weight
    661.7 lbs

    Fuel Capacity
    5.0 gal.

    Observed Fuel Economy
    29 mpg

    Colors
    Vivid Black, Deep Jade Pearl, Superior Blue, Black Denim, Vivid Black

    2015 Harley-Davidson Night Rod Special Review appeared first on Motorcycle.com.

  • 19/09/2014 - 22:36

    1000 Miles In 24 Hours, Condensed To 6 Minutes + Video

    Yesterday, we reported on Terry Hershner completing over 1000 miles in under 24 hours, on his way to earning an Iron Butt Award. An impressive feat in itself, it’s even more historic because Hershner is the first person to complete the challenge aboard an electric motorcycle, his heavily modified 2012 Zero S, complete with streamlined fairing and numerous on-board chargers.
    Luckily for us, Hershner was kind enough to record his epic trip on camera, condensing 24 hours into six minutes. So ride along, as Hershner begins his voyage at Chargepoint HQ in San Jose, California, rides south to the Mexican border, turns around and comes right back.

    1000 Miles In 24 Hours, Condensed To 6 Minutes + Video appeared first on Motorcycle.com News.

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