Buell Pro Series Xb Race Kit
Buell Pro Series XB Race Kit
CW EVALUATION
More juice for Zeus’s fun machines
IT WAS THE SECOND MOST-ASKED question when the Buell Firebolt XB9R was introduced last year. The first was, how fast is it? The second was, when will hop-up equipment be available for it?
The answer to the first question is, not nearly as fast as the 600cc-class sportbikes with which it was intended to compete. The answer to the second is, right now. Buell has begun offering its Pro Series XB Race Kit for both the XB9R Firebolt and XB9S Lightning. This $620 package consists of a less-restrictive muffler, a freer-breathing air-filter element and a recalibrated engine-control module. Buell claims the kit will yield about a 7 percent performance increase over stock-which, if true, would provide a slightly better answer to Question Number One.
DETAILS
Buell Motorcycle Co. 2815 Buell Dr. East Troy, Wl 53120 414/642-2020 www.buell.com
Price..........$620
Ups
Almost anyone can install
Good bang for the buck
Makes the bike sound nastier
Downs
Not just anyone can calibrate
White muffler is ugly, gets even less lovely with use
We installed a Pro Series kit on a 2002 XB9R and found that, with one notable exception, the procedure is simple and straightforward. Exchanging mufflers calls for less than an hour’s work that includes removing and reinstalling the chin fairing and the drive belt’s idler pulley. Swapping air-filter elements is a no-brainer, requiring only the removal of the faux gas tank (a plastic cover held by four screws) and undoing several little plastic retaining tabs with your fingers so the top can be lifted off the airbox.
Installing the new ECM is a little more involved. The XB9R’s half-fairing (“numberplate” on the XB9S) must be taken off to gain access to the ECM behind it. Removing two more bolts frees the ECM from its bracket so its two electrical connectors can be unplugged. The old module can then be pulled out and the new one slipped back in place. All this takes about 20 minutes.
Which brings us to the aforementioned exception. Before the fairing/numberplate is reinstalled, the fuel-injection system’s throttle-position sensor must be zeroed. This step is necessary so the new ECM, which has a different fuel map than the stock unit, knows the correct starting point for all throttle openings. Though this is a simple operation, it can only be accomplished with a “Scanalyzer” tool fitted with a special diagnostic cartridge, both of which are exclusive to Harley-Davidson/Buell dealers. This procedure, therefore, has to be performed by an authorized dealership. Most only charge about $30 to $40 for the job, though, rendering this requirement more of an inconvenience than anything else.
But at least the Race Kit lives up to its maker’s claims. The peak torque on our XB9R jumped from 59.6 to 64.3 foot-pounds, and peak horsepower was up from 75.9 to 80.8. That’s a 6 '/2 percent increase in horsepower and nearly an 8 percent boost in torque. There’s also additional torque down at the bottom of the rpm range, between 2000 and 4200, with almost 9 ft.-lb. more at 2800. At 4500 rpm, the torque is virtually the same as stock; but between 4700 and redline, the kitted motor maintains a 4to 7-ft.lb. advantage.
On the road, the modified XB9R is noticeably snappier and more responsive, with a more authoritative exhaust note. Under most normal riding conditions, the exhaust remains fairly mellow and subdued; only when the revs approach redline at full throttle does the engine issue a fairly raspy V-Twin bellow.
A race-kitted XB9R or XB9S still won’t accelerate on par with front-line 600s, but it’s likely that most owners of these bikes won’t care; they’ll appreciate the added measure of enjoyment they receive from a bike that already is a fun ride. And these days, $620 for measurable performance gains is a bargain.
