2008 Buell Thunderstorm

Author	Message
Blake	From a press release by Buell Motorcycle Corporation: BUELL REVS UP THUNDERSTORM V-TWIN ENGINES FOR 2008 Improved Oiling, Timing and EFI Boost Performance EAST TROY, Wis. (July 8, 2007) – Buell continues to develop its Thunderstorm V-Twin powertrain in 2008, with significant enhancements that boost engine performance and reduce required maintenance. The Buell Thunderstorm is a modern air/oil/fan-cooled V-Twin powertrain utilized in the Buell XB motorcycle platform that includes the Firebolt, Lightning and Ulysses model families. Two versions of the engine are offered. The Thunderstorm 1203 displaces 1203cc and produces 103 horsepower at 6800 rpm and 84 ft. lbs. of torque at 6000 rpm. The Thunderstorm 984 displaces 984cc and produces 92 horsepower at 7500 rpm and 70 ft. lbs. of torque at 6000 rpm. Both are tuned to deliver a broad, flat torque curve that makes abundant power available to the rider at almost any speed, reducing the need for downshifting and providing strong acceleration in any situation. Both engines feature electronic fuel injection and dry-sump oiling. The Thunderstorm 1203 is equipped with the Buell InterActive Exhaust system, which utilizes a valve in the dual-chamber muffler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. For 2008 the Thunderstorm 1203 redline is increased to 7100 rpm from 6800 rpm, giving this engine an even broader powerband, and riders the ability to accelerate longer and downshift at a higher rpm. The sustained rpm redline of the Thunderstorm 984 remains 7500 rpm. For 2008, the following changes have been made to both the Thunderstorm 1203 and the Thunderstorm 984: New Timing System The timer cover is eliminated, as the engine is now crank timed from a new crank position sensor, which eliminates the need for manual timing, reducing maintenance costs. The ECM actively monitors and adjusts timing based on driving environment. The new sensor makes 30 reads per revolution, compared to the previous two reads per revolution, for more precise control of fuel mapping and timing to conditions. More Robust Crankpins The size of the crankpins is increased to 1.50 inches from 1.25 inches. Oiling System Upgraded A higher-output oil pump supports oiling to the new crankpin area. The new pump is driven off of the crank, a design based on the Buell XBRR production racing motorcycle. A new eight-row oil cooler offers enhanced cooling performance. All oil line ends are now equipped with Jiffy-tite fittings. New DDFI 3 ECM (Engine Control Module) A new ECM with increased computing capacity. DDFI 3 actively controls and monitors the TPS (throttle position sensor), IAC (idle air control), and timing. DDFI 3 automatically zeros the TPS and adjusts fuel metering for smoother idle, eliminating service intervals and reducing the cost of ownership. A new progressive throttle cam and new throttle cables provide smoother throttle input from stops, and less rotation to full throttle. I'm diggin' it! (Message edited by blake on July 09, 2007)
Midknyte	New DDFI 3 ECM (Engine Control Module) A new ECM with increased computing capacity. DDFI 3 actively controls and monitors the TPS (throttle position sensor), IAC (idle air control), and timing. DDFI 3 automatically zeros the TPS and adjusts fuel metering for smoother idle, eliminating service intervals and reducing the cost of ownership. A new progressive throttle cam and new throttle cables provide smoother throttle input from stops, and less rotation to full throttle. Is this applicable/useable in pre-08 models? 9 and or 12 's?
Prior	Midknyte, I doubt it could be used on the pre-08 models. The ECM is responsible for controlling fuel delivery with inputs from the TPS, IAC and timing, and since the timing is read directly off of the crank on the '08s and I think from the cams on the previous models, you'd not have the same inputs. The new ECM also has a much faster sampling rate than the previous one. But, I could be wrong. It would be awesome not to deal with TPS resets and ECM remaps with modifications. It sounds like the new system does it automatically.
07xb12scg	I wish I would have waited a year to buy my Buell if only for the DDFI III, a better oiling system, and the slightly higher red line. Was there a problem with the crank pin before? I'm confused as to why the diameter of this was increased unless it was solely to deal with the extra revs.
Joesbuell	cam cover looks like the XBRR's
Josh_cox	The crank only had problems in racing applications (higher revs). I'd say the increase in size was to deal with the higher RPM operation. I'm glad to see they have continued to develop the Thunderstorm engines.
Joesbuell	I like Buells new direction but would hope they continue with the Air cooled thunderstorm engines too. A Buell would not be a Buell with out it! Long live the push rod engine!
Blake	I agree!
Kuuud	I believe the 'lump' will be with us for as long as HD produces it. It may be replaced by the Helicon in more models as time goes on and look forward to all the future improvements that Buell will make to it.
Rainman	OK, so I'm thinking Helicon-based 1125r, 1125s, 1125st sport-tourer, Uly, Super TT, Firebolt, regular Lightning 12r, the new dirt bike and best for last, the Blast (or replacement based on dirtbike engine) as the lineup in five years. Anyone else want to guess?
46champ	I think you can add a 9s some states have an insurance break for bikes below 1000cc, and some sort of cg, their are some niches that shouldn't be abandoned.
Chauly	<<The crank only had problems in racing applications (higher revs). I'd say the increase in size was to deal with the higher RPM operation. >> Hah! That's rich... (Message edited by chauly on August 21, 2007)
Naustin	Rainman-- I see the Thunderstorm like BMW's Boxer. It will be around for a LONG time and I don't see Buell ever putting the Helicon into the Uly. That'd be like sticking the K motor in the BMW GS... I would definalty buy another buell with the Thunderstorm engine - especially now with all the great improvements, and don't get me wrong - the Helicon motor looks to be awesome and makes me really want to ride a 1125R - but I don't really need extra rpm, extra ponies, or extra maintenance. I would like to see a Uly based ST bike - actually just a uly with a nice big front fairing - they could do this as a factory option rather than a whole new model. But, then again I wouldn't turn an 1125st down either! Bottom line though, if Buell doesn't do one or the other, the siren call of the new C14, R1200RT, ST1300 or the FJR will demand serious consideration from me. I like the Uly, and I like the dirt capability, but I run my S3T down gravel roads all the time, and would do the same with any bike I own. The extra suspension for the occasional dirt excursion just doesn't make up for the lacking wind protection on the more than occasional slab run. OK. that's enough, I'll shut up again. (Message edited by naustin on August 22, 2007)
Jimidan	Was there a problem with the crank pin before? I'm confused as to why the diameter of this was increased unless it was solely to deal with the extra revs. It may be "rich", but I think it is also true. I cannot recall ever hearing about a crank pin failure on a Buell, except in a racing application. The now defunct pinion shaft oil pump drive gear is something else entirely.}
Chauly	I speak from experience. My crankpin failed at 22K, sport-touring riding. Very disappointing, and I think it's going again.