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2009 Buell XB12Ss Review & Road Test

Good time grassroots motorcycling

Model Tested:

• 2009 Buell XB12Ss, 1203cc V-Twin, Six-Speed – $15,995 (RRP)

Great Handling, Fuel Economy, Belt Drive
Rear Cylinder Heat, Storage, Seat Padding

BikeAdvice Rating:

- by Dave Kenny

Buell has flown largely under the radar in Australia and the U.S. since Eric Buell launched his racing concept from the racetrack to market in the early 1990’s.

Sales into the European market are much stronger. They are the home of street fighters and motards so anything a little different should do well there.

In 2003 Buell launched a new pair of bikes based around a radical chassis design. The XB’s completely rewrote the Buell line up from the original ‘tuber’ models that were fitted directly with Harley Sportster 1200cc engines and basic tubular frames.

Time has moved on and this year Buell’s 125,000th bike, a liquid cooled monster rolled off the assembly line and landed in Australia.

The 2009 XB12Ss comes to Australia in Euro spec, a few horses have been sacrificed with fitment a more restrictive exhaust to meet the environmental regulations but I don’t think you’ll notice.

This year all chassis parts and the 1203cc Thunderstorm engine have been given a black finish. It gives the bike a more modern look than the silver and bronzes of the previous year models which were starting to look dated.

Buell must have realised this as they now offer black fork legs an accessory part for those wanting to tart up their own.

Like all twins, Buell’s performance is derived from the engines torque rather than top end hosrepower and it comes on nicely from 2500rpm and remains strong right throughout the rev range.

This typically means short shifting through the five-speed gearbox will keep you in the sweet spot for some pretty good real world acceleration.

Does ‘real world acceleration’ mean it’s not that fast? Well, not compared to the current litre sports bikes, but then your hardly going to find a comparison test between the two, or find yourself weighing up either as your next purchase.

Let’s just say you can easily find yourself on the bus if your not careful. The motor isn’t as smooth as a 90-degree twin but I loved the character more for it.

The XB’s big brother, the liquid cooled 1125r has lent the massive ZTL brake caliper. Obviously six brake pistons weren’t enough so we now have eight.

Initial bite is a bit soft after looking at this thing, especially if your used to a twin disc set up. Once your on it though there is plenty of power to hoist the real wheel up from any speed.

You can’t go without mentioning the perimeter disc. Mounted to the outer part of the rim the design has more to with suspension than braking.

It allows the wheel to be lighter by removing stress from the hub and applying it to the rim under braking. This lighter unsprung mass allows the suspension to work more freely and provides great feedback and razor sharp handling.

The XB12Ss is fitted with fully adjustable Showa suspension, this year Buell have upspec’d the bike with the same units that were fitted to the outgoing TT model.

They’re about an inch longer a both ends and this extra travel gives a sweeter ride and more adjustment to set the bike up for your own needs. I found no need to adjust the front end but I added a click of preload to the the shock which helped the bike hold a tighter line in the corners.

To compensate for the extra length in suspension a scolloped out one piece seat keeps the overall seat height to a similar 776mm.

Flicking through the owners manual is a good place to start if your not sure how to begin with suspension tuning. There are base settings and trouble shooting steps that explain it in plain English.

Through the twisties it all comes together, fast changes of direction, low down torque and super brakes. Arrive at the corner and holding more speed than you used to lets the Xb’s strong points shine.

It stays calm and composed, a benefit of being able to run softer suspension. Then its on again as you crack open the throttle.

The fuel injection is spot on with only a small dip around 3000rpm when the exhaust flap valve opens. There’s no rush to change gears because it gathers revs pretty slowly to 4500rpm before picking up speed towards 6800 redline. After a while I found changing at 5000 and 5500 to be about right, without bothering the engine.

Any mid corner bumps are dealt with easily and show that Buell’s perimeter disc design is a plus. Consider the compact size and a wheelbase similar to an Aprilia RS250, you can see that a lot of effort has gone into producing a fast yet stable handling machine.

It’s all about mass centalisation, if you follow MotoGP then you’ve heard of this already and Buell are miles ahead of the competition in this area.

The petrol cell is located within the twin spar frame holding over 16 litres, enough for more than 280km. The dry sump oil tank is in the forward part of the swingarm and the exhaust is slung nicely under the engine. Together this keeps all the weight low and central. Well done Buell, it works and looks good.

The upright riding position has plenty of room and the right amount of forward tilt for my 6-foot frame. In Australia we only have the long version with its’ lower foot pegs and gentle bend in the bars to go with the longer frame. I can ride all day and still get off without any bad aches. The seat is petty soft but does the job and despite it’s looks, has good space for a pillion.

The one thing that will give you some gripes is the heat from the rear cylinder. On a hot day this can become pretty uncomfortable in the city traffic and even on the highway on warmer days. Most twins get warn under the seat but the Buell is warmer than I would like. A downside to the compact design.

With a simple engine you should get simple servicing and there are no issues here either. The two valves per cylinder are hydraulically driven and do not need adjusting. Being air cooled also means easier access around the motor for your mechanic or yourself. From 2008 Buell redisgned the ECM to self regulate and the TPS is also service free.

Regular oil changes and inspections should see you straight. Buell specify replacing the oil every 8000km and unless your doing very short trips this is fine with todays range of quality synthetic brands.

Overall the Buell has left me wondering why more aren’t on the road. A rumbling V-twin heart, a body filled with innovation in design. It keeps you wanting to ride just a little bit longer. Perhaps that’s why Buell owners are a loyal bunch, they know that they have something unique that gives them grassroots motorcycling. Good times.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): 8 piston, 375mm single disc
• Brakes (R): 1 piston, 240mm single disc
• Clutch: Wet Multi-Plate
• CO2 Emissions: TBC
  
• Engine: 1203cc OHV V2 Air-Cooled (4 valve)
  
• Final Drive: Belt
  
• Fuel Consumption: 5.7 litres per 100km (as tested)
• Fuel Tank Capacity: 16.7 litres
• Fuel Type: 91 RON unleaded
• Induction: Carburetor
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 70kW @ 6800rpm
• Torque: 104Nm @ 5500rpm
• Transmission: Five-speed
• Suspension (F): 43mm USD forks
• Suspension (R): Coil over monoshock
• Warranty: 2 Year / unlimited kilometre
• Weight: 181kg (dry)
• Wheel (F): 17 x 3.5-inch cast aluminium
• Wheel (R): 17 x 5.5-inch cast aluminium

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