Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128132
The fuel for the Firebolt is carried in the aluminum frame that wraps around the big pushrod 45-degree Vtwin - an all-new engine package, not just a dated Sportster engine. Nor is it a beefed-up version of the Blast, according to Buell. allowing us the uniqueness of being about to run out of gas and get a flat tire all at once? Gimmicks, or radically innovative design practices? The answer differs depending upon how one feels about Buell and his designs. But some of this stuff actually makes a bit of sense. Let's start with the chassis. In order to save as much weight as possible, Buell's chassis lead designer Vance Strader went about his business of reducing the complexity of the frame while also reducing parts. Okay, but 3.7 gallons of gas in the frame? It gives the Firebolt a lower center of gravity, it requires fewer parts (and thus less weight) and it reduces the amount of inertia, Strader says. Remember, Strader also had to make sure everything fit into the "250cc GP chassis" plan - and that required no more than a 52-inch wheelbase. Because Buell engineers were allowed to search the world for suppliers, they've commissioned Italian frame builders Verlicchi to build the compact and rigid chassis of the Firebolt. And there are also other components sourced from Europe. "It allowed us to look around to find the best opportunities and we used some global sources to build to our specifications," Firebolt program manager Tim Osterberg said. Which begs the question, "Will the tragedies of September 11 slow the process enough to create a manufacturing delay?" "The pipeline seems to have been freed up," Osterberg said. "Although customs has been somewhat of a problem." The uniqueness of the chassis doesn't stop with the fuel-filled frame - how about an oil reservoir in the swingarm? The Firebolt has it. Carrying three liters of oil in the box behind the swingarm pivot allows for a minimum effect on unsprung weight, Buell designers claim. And since the oil is up front by the pivot and not in the arms themselves, that goal of mass centralization is further carried out. Buell also claims that the large mass of aluminum helps to keep oil temperature to a minimum. Since the oil tank is gone, Buell was able to put the conventional, cantilever-style rear Showa shock in a more "normal" position - right where the oil tank would have been located (there's also a fan located just in front of the shock to aid in keeping the rear cylinder of the big V-twin as cool as the front cylinder). Of course, the huge canister that muffles the staggered-length exhaust system also resides down low, under the engine, to further bring the center of gravity as low as it can go. To further ensure that this is the best handling Buell ever, the Firebolt gets a top-notch, fully adjustable upside-down Showa fork. The next bit of Buell trickery comes from the front brake on the Firebolt. Using a 375mm inside-out rotor that bolts to the outside of the wheel allows for the spokes to be lighter - giving the front wheel a claimed 6-9-pound weight reduction over -previous models. Both wheels are fitted with Dunlop D207s, a special version of the popular sportbike tire created for the Buell and slated to be sold through Buell dealers, according to Buell. Of course, the Firebolt retains the belt-drive system long used by Buell, The swingarm on the Firebolt Is also home to the oil reservoir, with the oil residing near the pivot. Note exhaust exit from the giant "-Ilter canister. a system in which tension remains consistent throughout with the use of a new idler pulley. Because of the one- position axle placement, the system is simple and requires little or no maintenance, according to Buell. Another result of the 11 mm Kevlar belt-drive system - zero backlash. At the heart of the new Firebolt is a new engine. Still a 45-degree, aircooled V-twin, Buell representatives are quick to shout out that it's "Not a Blast" (Absolutely no pun intended, I'm sure), nor is it a dated Sportster motor. All new, the slightly over square 88.9mm x 79.38mm V-twin pumps out a claimed 92 horsepower at 7200 rpm (there's a 7500-rpm redline) and 68 foot pounds of peak torque, according to Buell. The power package was designed with torque in mind - while not forgetting valve-train durability at high rpm. The engine gets new camshaft profiles and a lightweight valvetrain (7mm valve stems, progressive springs). There's also an externally mounted oil cooler, new connecting rods, ram-air intake (because the fuel tank is gone, a zero-resistance 11liter air box fits into the empty space) - and the transmission has been improved dramatically. A new clutch and shifter mechanism (a dual-rail design) were designed to lower inertia, in an effort to give a more positive feel to shifting. The Firebolt is - like the X 1 Buell fuel injected, using a 45mm throttle body (fed via two injectors), though with a more powerful microprocessor than previous Buells. It's no secret that past Buells have had some reliability issues. A thing of the past, Buell engineers claim. The Blast and Firebolt are of an all-new generation of products with extensive work being done to ensure top quality levels. More effort and testing has been put into these "new generation" bikes, and it shows as the fit and finish on the Firebolt is far and away better than previous Buells. With Buell located just 40-50 miles from the Harley-Davidson factory, the Firebolt project is one that combined talents from both, according to Buell personnel. "It's a blend of talent, a lot of integration," project leader Osterberg says. WALKING THE WALK So was the ultimate goal of giving us agility and acceleration, quality and reliability, etc. met? By taking members of the press to a racetrack for its launch, Buell took the first step in showing how serious they are about the Firebolt's performance. That they picked a tight and twisty layout like the "circuit" outside of Las Vegas Motor Speedway showed that they were confident that the aggressive geometry figures would translate well to a racetrack of this sort. They were right - and wrong, at least initially. The Firebolt is small. That much is inarguable. When you throw a leg over the bike, you realize that Buell is well on its way to giving its rider that "250cc GP chassis-like feel." The bike is compact, extremely so, and you wonder if a six-footer will be cramped at all by the bike's layout. But, then again, who cares about sixfooters when you're 5-8. The Firebolt Belt-driven, the Firebolt uses a new Idler pulley that keeps tension consistent throughout. The system is, for all practical purposes, maintenance free. cycle n e _:IS . NOVEMBER 28. 2001 13