Buell Lightning S1-X1 / Cyclone M2

Buying Used

Erik Buell's early involvement with Harley-Davidson came when he installed an XR1000 flat-tracker engine in a tubular-steel chassis. Called the RR1000, 50 made it into production before Erik turned to the 1203cc Sportster Evolution engine as a cheaper and more available powerplant. Thereafter two more models emerged, the RR1200 and the RS1200 which had a dual seat.

THE MOTOR COMPANY STEPS UP
In 1993 H-D purchased 49 per cent of the Buell company and Erik set about redesigning the Thunderbolt, which in 1995 spawned the S1 Lightning and later in 1997 the M2 Cyclone and S3 Thunderbolt. 1998 saw the arrival of the super sexy White Lightning featuring the more powerful 101hp Thunderstorm engine. In 1999 the X1 Lightning arrived using the Thunderstorm engine and Dynamic Digital Fuel Injection (DDFI).

The S3 Thunderbolt scored the same set up while the M2 Cyclone received the Thunderstorm engine but retained the simpler and more suitable 40mm CV carby. At the same time the M2 copped a decent seat, a slightly bigger fuel tank and shared with its mates the cast-alloy swingarm that replaced the steel box-section swingarm. New too were slight chassis changes and a new exhaust.

WHAT MAKES IT GO?
As we said this is a 1203cc Harley-Davidson Sportster engine. This means it's a 45°air-cooled V-twin with two valves per cylinder adjusted hydraulically. Buell extracted 101hp at 6200rpm and 11.0kg-m of torque at 5600rpm which is a hell of jump from the 44hp of a standard 1200 Sporty. The increase in power is achieved by careful cylinder head work, 10:1 compression pistons and a 40mm carby on the early models. There's the typically heavy and clunky H-D five-speed gear box driving through a toothed rubber belt to the back wheel.

CHASSIS
In all cases we're talking good old steel tube with "uniplanar" mounts for calming the vibes from the jumping and shaking engine. Early models featured seats that in real terms afforded the comfort of a razor blade. Suspension packages differ between the models in that the forks on the Cyclone are conventional telescopic from Showa while the S1 scored WP inverted units. Underneath a single WP shock operates in extension rather than compression and affords full adjustability. The White Lightning differs only slightly with forks revalved for better high-speed damping.

On the Lightning X1 there's a cast-alloy sub-frame that not only works well but changes the riding position slightly as well as looking interesting. Seat height is just 749mm. The chassis itself is arguably completely different in that it's wider and longer (although the actual wheelbase at 1397mm is still commendably short). Working with the styling theme, the hideous black carbuncular airbox (that's Helmholtz Volume Power System to you) on earlier models has had the heave-ho and now forms an integral part of the overall design - sure it worked, but geez it was ugly!

Suspension is now by Showa on all models offering compression and rebound adjustability on the X1 and rebound and preload only on the M2. Brakes are the spectacular 340mm single disc up front gripped by a six-piston caliper. At the rear an unobtrusive 230mm unit, cuddling up to a single piston caliper, just gets on with being unobtrusive.

ON THE ROAD
Early Buells to 1999 were pretty average to ride despite looking amazing. The chassis worked well but the suspension was more suited to smooth sweeping blacktop than tight and tortuous twists and turns. The seats were literally a pain in the arse and the finish was wildly inconsistent. Brakes were good when used sparingly but didn't like long, hard, downhill runs when they'd take an unwanted break from braking. Just to make things worse, there were so many recalls that confidence in the new range took a hammering. I know, I bought one and suffered all of the above.

However, the later models improved enormously and many of the issues received some quite drastic upgrades. We'll focus on the X1 Lightning and the Thunderstorm equipped M2.

Regardless of the model, both bikes feel instantly easy to ride and decidedly special in the same way an exotic hand-built special feels. You locate neatly behind the tank on the low seat and reach out for the flat bars. There are also lower footrests for longer legs and lower feet.

Thumbing the button brings forth a clanking from its guts as the starter spins for a moment before the exhaust unleashes the thunder from the Thunderstorm. Warm up is a blip-happy celebration of noise (no Buell from the period still has a standard muffler), before pulling the clutch, tonking into gear and launching front-light through first gear into easy second and sometimes third before the front tyre squawks to earth again.

Up to normal speeds there's little difference in the way these two bound out of the blocks and respond to the throttle. Of the two though, it's the M2 that offers the best low-speed metering despite losing a few nags from the stable thanks to its carburettor. The injection on the X1 can't seem to make its mind up whether its trotting or galloping. There's no doubt that the M2 makes a better daily ride through the city as a result.

In the hills, both bikes steer with a bit of effort needed at the bars although it's the Lightning that feels the most promiscuous when it comes to flirting with the limits of tyres, traction and direction. In that regard though, both bikes now exhibit a dogged grip on the bitumen that didn't exist previously, allowing bigger lean angles, larger throttle openings and much higher levels of enjoyment.

Brakes are supposedly better, although I couldn't say for certain without a longer association. Pillion carriage is more of a practical proposition on both bikes and fuel range is in the order of 220 kilometres from the Lightning's 16-litre tank and almost 300 from the 21 held in the M2.

IN THE WORKSHOP
Ahh the joy of Sportster ownership. Harley made the Sportster to be maintained by almost anyone and it's probably the easiest engine in the world to work with. Hydraulic lifters mean relief from valve adjustment, while adjusting the primary chain takes only minutes. Filters can be done blindfold, especially if an aftermarket item like a Screamin' Eagle air filter or Hypercharger is fitted. But it's not expensive to get the work done. Our mates at Harley City will carry out a minor service for just $130 every 4000km and a medium every 8000km for $285. Given most riders do less than10,000km a year, that's cheap riding.

Some people stress about the belt drive worrying about wear and damage from stones. I've known people get over 100,000km from a belt and as for the stones issue - it's bloody rare. Even the Buell Ulysses we took to Lake Eyre over fifteen hundred kilometers of dirt and gravel came away unscathed. Even so, should you need to replace one it'll cost about $750 fitted.

WHAT TO LOOK FOR
I've mentioned the fact that the early Buells suffered from a lot of recalls. Punching "Buell Recalls" into your internet search engine will bring up everything you need to know. However any bike sold thro ugh the dealer network or with service history will have had everything carried out and the buyer can rest easy.

With anything pre 1999 start with a close visual check, taking in the overall condition of the paintwork and any evidence of rust. Look for loose bodywork and cracks as well as any loose components especially things like mufflers. There should be no oil leaks from the engine or suspension and any evidence of crashing will be found on things like the edges of the guards, ends of bars and levers and damage to the instrument mountings.

Sportster engines are actually pretty quiet, so be suspicious of a rumbling or pronounced knocking. The hydraulic lifters should shut up very quickly once oil pressure builds up and any persistent clicking will be a sticky lifter - once again an easy fix.

Copious blue smoke can indicate a hard life being thrashed from cold, prolonged rear-wheel action or very high kilometres. It's more of a bargaining point than a complete walk away, as a top end rebuild is really easy and it restores power and fixes oil consumption.

Because Buells mono easily it's worth checking the steering head bearings and front wheel bearings. Also check belt tension and look for nicks and tears. A squeaking belt is easily fixed with a sprinkle of talcum powder.

MODIFICATIONS
Many prefer to convert from fuel-injection to carburettor for ease of tuning and just about everyone will put a pipe and high-flow filter in. Personally I'd go with the pipe and filter, lower the gearing using a US-spec rear pulley and throw money at either a top-quality rear shock or a makeover from a suspension specialist.

WHICH MODEL?
I'd be sorely tempted by the lovely-looking X1, but it'd be the 1999 Cyclone M2, like the one we borrowed for the photo shoot for its sheer usability.

Photo bike: Harley City in Brunswick (Victoria). Phone (03) 9383 5033.

STAR RATING: 3/5
Quirky, somewhat flawed, but immensely satisfying.

CHARMING

I'VE GOT ONE
Mark Halse of Essendon (Victoria) has put more than 76,000km on his Cyclone over the past seven years.

So what's it like to ride, Mark?
"Fantastic - what a blast! It literally scythes through traffic and excels on roads like the Black Spur."

"The torque that the Cyclone generates propels you whenever and wherever you want to go - instantly."

"While the rear suspension may be hard, the Cyclone handles very well and tracks like it's on rails."

Special techniques?
"Be deliberate with your gear change (be lazy and you'll miss a gear). Be careful with that front single disc - it's at least as good as twin Brembo's of the day. Be aware of the small seat and small petrol tank (if you are not aware yet, you soon will be). Be aware of the harsh rear suspension and the need to tighten bolts regularly."

Service history?
Serviced every 4000km - initial service costs were as low as $150. It's snapped 3 belts (37,000km, 71,000km and 76,000km); it's worn out two front discs (20,000km and 52,000km) and two engine mounts (36,000km and 50,000km); minor gear box trouble at 20,000km and 35,000km. I'm not aware of other Buells suffering any gear box problems. I have heard that mine is not the only one to snap an engine mount/bolt.

The relationship overall?
"Is it fun? Absolutely. Do I forgive it its sins? Many times over. Would I own another Buell? - I bought a Lightning four weeks ago."