45° V-Twin, four stroke, pushrod
actuated overhead valve,
hydraulic self-adjusting lifters,
2 valve per cylinder.
Capacity
1203 cc / 73.4 cu in
Bore x Stroke
88.8
x 96.8 mm
Compression Ratio
10.0:1
Cooling System
Air cooled
Induction
2 x Ø40 mm Keihin carburetors
Starting
Electric
Max Power
73.6 kW / 101
hp @ 6000 rpm
Max Torque
128.6
Nm / 13.1 kgf-m / 94.8 lb.ft @ 5500 rpm
Transmission
5 Speed
Final
Drive
Kevlar belt
Front Suspension
Ø40 mm Fork, adjustable for
compression and rebound damping
Front Wheel Travel
120 mm / 4.7"
Rear Suspension
Single shock, spring preload, compression and
preload damping
Front Brakes
Single Ø340 mm disc, 6 piston caliper
Rear Brakes
Single Ø230 mm disc, 2 piston caliper
Front Tyre
120/70 ZR17
Rear Tyre
170/60 ZR17
Dry Weight
200
kg / 441 lbs
Fuel Capacity
15.1 L / 4 US gal
Consumption average
5.5 L/100 km / 18.3 km/l / 43 US mpg
Braking 100 km/h - 0
31.1 m / 102 ft
Standing
¼ Mile
11.6 sec / 183.5 km/h / 114 mph
Top Speed
207.5 km/h / 128.9 mph
Everyone knows that American cars come in all
shapes and sizes. But to most people, American motorcycles come in only one
form, the Harley-Davidson cruiser. What a great sound. But this seems to leave
patriotic bikers who want something a bit more sporting out in the cold. At
least it would, if not for a small, Wisconsin-based company called Buell. Their
motorcycles are as American as apple pie, but are not so much cruisers, as
cruise missiles.
When most riders first encounter the Buell S1
White Lightning, they think it's something radically new. But in reality, it's
only the latest of a long line of Harley-Davidson-powered sport machines that
former Harley engineer, Erik Buell, has been building since 1987.
Like its predecessors, and unlike traditional
American cruisers, the White Lightning is a pure sport bike, one built following
Erik Buell's own unique rules of motorcycle design.
And unique, it is! With its hyper-aggressive,
junkyard dog styling, it doesn't look like anything else on the road. But rather
than distract, its unique lines draw your eyes to the Buell's rather novel
components.
The frame is familiar chrome-moly tubing, but
follows unconventional lines. And uses the engine itself as part of its
structure. It rides on a set of trick, race-bred inverted forks up front. And a
fully-adjustable, but horizontally-mounted, rear shock that's designed to extend
over bumps rather than compress.
Primary braking load is carried by a single huge
13.4-inch front disc that's gripped by a six-piston caliper. While the
all-American drivetrain delivers power to the fat rear Dunlop, by way of a
kevlar-reinforced belt.
The air-cooled 1200cc V-twin engine starts life
as the same unit found in Harley's 1200 Sportster. But Mr. Buell then adds free
flowing heads, a lightened flywheel, recalibrated ignition, and bigger exhaust
headers. It inhales through this ungainly-looking, side-mounted airbox. And
exhales through a stainless steel exhaust system, notable for the sheer size and
efficiency of its muffler, as well as funky details like the inconsistent weld
quality and hardware store hose clamps attaching the heat shield. The end result, measured on the dyno at
Maryland's Rockville Harley-Davidson, is 80 horsepower and 75.6 pound-feet of
torque. A huge increase over stock.
This not only means serious, wheely-pulling
bottom end, but massive midrange. And the power keeps on coming to a very
un-Harley-like 7,000 rpm. These changes do trade away a bit of the old hog's
user-friendly feel off idle. But those raised on peaky 4-pot sport bikes will
still consider it a stump-puller. Our test bike's 5-speed gearbox shifted poorly
on delivery, though a bit of clutch adjustment soon smoothed it out and had the
bike eating up fast roads like a rabid greyhound.
The suspension is firm, even on its softest
settings, but still soaks up bumps at speed. And sticks to the rider's chosen
line like a limpet mine. While the short 55-inch wheelbase allows it to turn at
a rate light years ahead of its porkier compatriots. And should allow an
experienced Buell rider to easily hang with the fastest foreign sport bikes on
twisty roads. While the brakes deliver both stand-on-your-nose stopping power
and superb lever feel.
The riding position is sporty, but comfortable.
Perfect for long distances.
While the Harley engine's normally prominent
vibration is dampened by Buell's effective Uniplanar isolation system. We
didn't, however, care much for the narrow, thinly padded seat or the lack of
return springs in the foot pegs.
The compact windscreen smooths airflow over the
rider at high speed and protects a set of costly-looking, white-faced analog
gauges, surrounded by an inexpensive-looking cast instrument panel.
It's yet another odd clash of crude and classy.
The sort of inconsistency that could cause some buyers asked to splash out
$10,599 for a White Lightning to think twice. And the sort of detail that Buell
must address, if it wishes to expand from niche manufacturer to market
powerhouse.
A recent agreement with Harley-Davidson, in which
the Motor Company bought 49 percent of Buell and agreed to sell Buell
motorcycles through Harley dealerships, should help the tiny company reach that
goal.
But for those willing to live with a few
idiosyncracies, the Buell S1 White Lightning offers a unique motorcycling
experience. One that will forever change their ideas of what an American
motorcycle can be, and blow those old cruiser cobwebs away for good.