Buell XB12R Firebolt and XB12S Lightning (2003 - 2010): Review & Buying Guide

Erik Buell never followed convention. His vision for what constituted the perfect range of motorcycles was always firmly rooted in the left field. To many he was a genius. To many others he was a flawed genius. Whatever the truth his bikes were never dull or forgettable, and that is a large part of the brand’s appeal.

In the early 2000s the American concern released a brace of Harley-powered street machines that showcased Erik Buell’s constant desire to think outside the box. The XB9R Firebolt and XB9S Lightning – the former a modestly faired sports bike (at least in the Buell mould) and the latter a naked street machine – bristled with tech not found on rivals from Japan, Britain or Europe. 

Mass centralisation – a philosophy born out of MotoGP that by the mid-2000s would take route in mainstream bike design – ran to the core of both XB9 models. So too did other ingenious weight-saving tech like their fuel-in-frame chassis and huge 375mm single front disc brake set-up. Coupled with razor sharp steering and minimalist wheelbases both XB9s handled impeccably.

Erik Buell referred to his creations as ‘street fighters’ saying of them at the time, “the absence of a big fairing, exposed V-twin engine with a lot of character, unique styling, enormous amounts of torque and, above all, a great riding experience is what characterises them.”

But with limited power on tap from their 984cc Harley Sportster motors, Buell had inadvertently created a mismatch between chassis and engine. So for 2003 both Firebolt and Lightning were gifted an additional 6bhp and 14lb.ft in the form of meatier 1203cc motors, again H-D. In this guise owners weren’t constantly dancing up and down the ’box in order to keep the V-twin unit on the boil.

That said Buells are quirky by nature – the juxtaposition of low revving, pushrod Harley power coupled with sharp, high-tech chassis design would forever reflect the brand. For some that’s the whole point. Convention isn’t for everyone, and that’s why Buells continue to fascinate and enthral owners even years after the last embers of the company were finally extinguished. And of all the bikes to wear to the Buell name, the XB12R and S are arguably the ones to have. Here’s why…

Pros & Cons

2003 - 2010 Buell XB12R/S - Prices

2003 XB12R/S
New 1200cc models developed from the XB9. The R Firebolt being the sporty number, with its mini fairing, aggressive riding position and streamlined rear end. The XB12S’s styling is more ‘Monsteresque’, with higher bars, and street bike vibe. 108bhp and 179kg. Colours: Black or red.

2004 XB12R/S
No updates. Colours: Blue, orange, red.

2005 XB12R/S
No updates. Colours: Black or orange.

2006 XB12R/S
Revised transmission, updated oil pump drive gear, stronger and lighter swingarm, re-rooted air intake to accommodate larger fuel capacity. Colours: Black or orange.

2007 XB12R/S
Colours: Red or orange.

2008 XB12R/S
Fuel injection uprated, new oiling system, strengthened crank, lighter flywheel, computer controlled idle. Colours: Black or red.

2009 XB12R/S
Frames and swingarms now black. Front brake revised to the same ZLT2 8 system as used on 1125 model. Colours: Black or red.

2010 XB12R/S
Colours: Black or red.

XB12R/S values:
Rough: £2000 - £2500
Tidy: £3000 - £4000
Mint: £4200 - £4500

2003 - 2010 Buell XB12R/S - Engine & Performance

For all the cutting-edge design Erik Buell put into bikes that bore his name, his choice of engine supplier was perhaps folly. Sure, an American motor in an American-built bike helped the brand at home, but when it came to creating the best package, which was Buell’s dream, fitting simple, old-school, long-stroke, pushrod V-twins into quick-steering, corner-carving chassis wasn’t exactly a marriage made in heaven.

Swapping the original XB9 Firebolt and Lightning 984cc motors with meatier 1203cc units to create the XB12R/S certainly helped – an additional 14lb.ft improved corner exit grunt, but the nature of H-D’s air-cooled 45° V-twin units never gelled with the race-rep like dimensions and capability of Buell’s XB chassis. Especially not in the hearts and minds of then sports bike-mad Britain and Europe.

Buell did adapt these Sportster engines to fit the XB’s modern packaging ethos, however. Rather than exit the exhausts out the back of the seat unit or by either side of the rear wheel, as was very much the style with most street and sports bike of the time, Buell concentrated the pipes into a stubby silencer under the engine to centralise the bikes’ mass – hence mass centralisation. This style would become de rigueur among both Japanese and European manufacturers for the very same reason.

Buell also opted for fuel injection to deliver the charge to the engine rather than carbs (a DDFI II system featuring downdraught throttle bodies) at a time when the technology was only just starting to appear with regularity on models from big name brands.

The powerplant’s weakest link, however, was its transmission – a lumpy five-speed affair that struggled to accommodate the often rapid changes required of bikes so adept at attacking corners. Buell revised the gearbox for 2006, although the move was more a sticking plaster than a cure. Likewise the engine’s oil pump drive gear – another powerplant weak spot – was improved the same year.

2003 - 2010 Buell XB12R/S - Handling & Suspension (inc. Weight)

The heart of any Buell is not its engine, but rather its chassis. According to Erik Buell, the brand’s engineering principles boiled down to three key points: low unsprung weight, mass centralisation, and frame rigidity. Back in the early 2000s the XB9 and later 12’s dimensions and frame design were radical, even by sports bike standards. A stumpy 1320mm wheelbase (the current CBR600RR’s is 50mm longer), 21°/83mm rake and trail (a mid-’90s TZ250 GP bike’s steering was 25°/87-98mm by comparison) and a dry weight of less than 180 kilos gave both XB12s the tools to attack any corners presented to them. Fitting a large, single disc up front negated the need for a weighty rotor centre and extra caliper, further reducing unsprung weight and quickening already razor sharp steering.

As sports orientated chassis go, Erik Buell’s design for these XB models showed what was possible for a manufacturer not chained to conservative thinking. That’s how ideas like a combined frame fuel cell (Buell called it a ‘multifunctional aluminium frame’) and using the swingarm as an oil tank became possible. “Those ideas opened up possibilities around both styling and packaging,” explained Buell’s styling director at the time, Mike Samarzja. Indeed, Buell went on to coin the look of the Lightning and the Firebolt in particular as that of ‘sport fighters’. Or streetfighters with a sports bike attitude to you and me.

Buell outsourced the suspension to Japanese firm Showa, fitting 41mm usd forks up front and a single shock at the rear, both fully adjustable. The use of 120/70 ZR17 and 180/55 ZR17 rubber front and rear leaves no doubt as to the intention for both bikes.

2003 - 2010 Buell XB12R/S - What to look for

Drive belts:
Known to snap. The cure is to swap the original equipment Buell belt tensioner with an aftermarket part that automatically adjusts tension, therefore preventing the belt from getting over tight and strained. 

Wheel bearings:
Wear out with tedious regularity on these Buell models, partly due to a lack of lubrication from the factory, so check both ends for play and signs of wear when viewing a potential purchase. 

Oil pump drives:
Pre-2006 models suffer from weak oil pump drives, so check that it’s been replaced if you’re looking at a very low mileage model. Buell improved the drive’s design from 2007 so it shouldn’t be an issue on later models. 

Servicing:
Both Buell’s use a deep-beam aluminium frame that doubles up as the fuel cell. This outwardly clever engineering solution has a flaw, however, and that’s access to the Harley V-twin engine. As a result servicing costs can be expensive if the work is done by a garage, due to the extra time needed for access. And that also makes these Buells pigs to work on for home mechanics. 

Crash damage:
The other issue with these frames doubling-up as fuel tanks is crash damage. Crashes can dent the substantial frame/tank spars, leading to the bike being written off. Is the bike you’re looking at a salvaged write off? If so, the price should reflect that fact.           

Vibes:
It’s a Harley engine. They vibrate, a fair bit. So, over time, the vibes that give these Buell their personalities, can loosen fasteners, nuts, bolts, electrical connections etc, so give any bike you’re looking at a thorough check over before handing over any cash. Melted connectors are common too, so if an electrical circuit doesn’t work, or the bike won’t start, check the associated wiring. In fact, the vibes can be so intrusive they’ve been known to cause indicators to break… 

Fuelling:
These Buells are potentially more than two decades old now, so modern ethanol-rich fuel may well have damaged aspects of the fuel system – and the fuel pump in particular. If the bike splutters, misfires or cuts out it’s likely the pump is on its way out. Idling issues – surging or failing to hold consistent rpm – is a known Buell idiosyncrasy too. 

Poor lighting:
The coating on the inner headlamp backing deteriorates over time, reducing its effectiveness as a reflector. The result is exceptionally poor light throw, making night time riding a gamble at best. 

Oil leaks:
Check the rocker cover gaskets – they fail, leading to leakage. The rear is the more common offender. Reports of oil leaks from the bottom end and oil usage vary. Most owners – and particularly those who’ve owned Harleys – say oil usage is no different to that on a H-D, in that it depends very much on that bike; did it exit production on a Monday morning or a Friday afternoon. Check the seller’s garage floor for clues…

2003 - 2010 Buell XB12R/S - Rivals

BMW R1150R - Bulletproof boxer twin with a more relaxed bent on the street naked theme than any of its rivals. 95bhp doesn’t sound that impressive but this BM’s drive is underpinned by a 72lb.ft of stomp, so performance never feels lacking. If you’re thinking of buying a Buell the R1150’s slightly quirky looks won’t present an issue. The model’s stoic reliability and easily accessed dealer support may well sway the final purchase decision towards this German, however, and by any measure that’s sound reasoning.

Ducati Monster 1000S - Litre-sized version of Ducati’s legendary Monster and the bike Buell had in its crosshairs when designing the Lightning. Powered by a meaty 992cc, air-cooled Desmo L-twin this saucy Italian oozes character and charm. Better still, it really delivers as a street naked package. The S version comes with higher quality, fully adjustable suspension and is arguably the one to go for. Far more accomplished than either Buell. Indeed the Monster is the bike the Lightning always wanted to be.

Triumph Speed Triple - Another fabulous European street machine, this time powered by Triumph creamy 1050cc inline triple that’ll unpack a feast of torque and thrust from any rpm. With a claimed 131bhp on tap this triple is way more powerful than either Buell too. Aggressive, muscular styling fits the Speed Triple’s personality to a tee – the ST’s looks have certainly aged far more gracefully than those of its American rivals. The other big plus with a Speed Triple is Triumph’s substantial dealer network, spares availability and the bike’s overall reliability.

BMW R 1150 R, 2005 | Approx Price: £2300-£3800

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Power/Torque

95bhp / 72.3lb-ft

Weight

218kg

Ducati Monster 1000S, 2004 | Approx Price: £2400-£4800

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Power/Torque

84bhp / 62lb-ft

Weight

189kg (dry)

Triumph Speed Triple, 2005 | Approx Price: £2500-£4200

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Power/Torque

131bhp / 78lb-ft

Weight

189kg (dry)

2003 - 2010 Buell XB12R/S - Verdict

If you like conventional, Buells are perhaps not for you. But if you enjoy cutting edge technology, fresh thinking (albeit 20 years old by now), and something a bit different the XB12R Firebolt or XB12S Lightning could well be what you’ve been looking for. Both exude character as well as something not found on machines with either Japanese or European badges on their tanks. For short blasts, weekend fun and the knowledge that what you’re riding is far from ordinary either XB delivers just how Erik intended them to.

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2003 - 2010 Buell XB12R/S - Technical Specification

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