Buell Engine Identification Number? The 100 New Answer

American motorcycle manufacturer

Buell Motorcycles is an American motorcycle manufacturer based in Grand Rapids, MI, and was founded in 1983 by ex-Harley-Davidson engineer Erik Buell.[1] Harley-Davidson acquired 49% of Buell in 1993 and Buell became a wholly owned subsidiary of Harley-Davidson in 2003.[2] On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.[3]

On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last Buell motorcycle manufactured by Harley-Davidson was manufactured on October 30, 2009, bringing the number manufactured to 136,923.

In November 2009, Erik Buell announced the formation of Erik Buell Racing, an independent company headed by Erik Buell, which initially manufactured racing-only versions of the 1125R model, subsequently offering an updated 1190RS model for street or track use, and continued to produce improved versions 1190RX and 1190SX models intended for street or track use.[7]

In February 2021, Buell Motorcycles announced they were returning to production under new ownership, Erik Buell Racing (EBR). Buell announced that they will use the Superbike platforms developed from 2011 to 2020 to expand their model line to around 10 models by 2024. Models will include touring, dirt, adventure and cruiser variations.[8]

history [edit]

The first Buell motorcycle, the RW750, was built in 1983 solely to compete in the AMA Formula One motorcycle racing championship. At that time, Erik Buell was a successful privateer motorcycle racer. After the completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was discontinued. Erik Buell then focused on racing-inspired street machines powered by Harley engines.

In 1987, Rockville Harley-Davidson of Rockville, MD (now District Harley-Davidson / District Cycles, formerly Battley Harley-Davidson / Battley Cycles of Gaithersburg, MD) became the world’s first Buell dealer and the owner, Devin Battley, has Buell #1 , an RR1000 in his personal collection.[9][10]

In 1993, Harley-Davidson bought 49% of Buell, invested $500,000 and took Erik Buell’s house as collateral.[11][12] Erik Buell entered into the deal against the urgent advice of his attorney.[11] Harley-Davidson CEO Jeffrey Bleustein bought it as a Skunkworks development.[11]

In 1994, Buell formed the Buell Riders Adventure Group (BRAG), which hosted events across the country.[13] Buell discontinued BRAG in 2006, stating the changes would “enhance the privilege and ownership experience for all Buell owners more than ever.”[14]

In 1998, Harley-Davidson bought a controlling interest and took control of the Buell Motorcycle Company and the company became a subsidiary. Since then, Buell has used modified Harley-Davidson engines, mostly from the Sportster, to power its bikes.

2021 Buell motorcycle factory

Most Buell motorcycles use air-cooled V-twin four-stroke engines originally built for the XR1000 Sportsters. After these were used up, a base 1200 Sportster engine was used. In 1995 the engines were upgraded with high performance parts designed by Buell and in 1998 they were further upgraded.

Developed by Harley-Davidson and then EPA street legal by Porsche, the liquid-cooled Harley V-Rod engine was originally an Erik Buell project designed for a 1998 fully faired AMA Superbike Buell.[ 11 ] Harley decided the engine should also be used in a sports cruiser, then took over development and made it “too big, too heavy, too expensive and too late” for Buell.

Harley-Davidson forced Buell to follow the rigid product planning and distribution process that began in the 1990s with the philosophy that Buell was the entry-level brand and eventually customers would switch to a Harley. By 2008, Harley’s credit department, Harley-Davidson Financial Services (HDFS), was struggling, and the lower resale value of Buell bikes meant new bike sales were severely impacted. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley owned Buell at all.[11] Wandell, who had never ridden a Harley prior to his tenure, was heard discussing “Erik’s racing hobby” and asked “why anyone would want to ride a sportbike.”[11] He organized a team to analyze the “adrenaline market” and concluded that sportbikes would face stiff competition and low profits, while cruisers would see high returns.

On Thursday, October 15, 2009, Harley-Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley-Davidson brand. Selling Buell was not legitimately considered since Harley did not want its Harley dealers to sell a foreign brand and Harley did not feel that Buell was of much value without the dealer network. In a press release on the Buell website the same day, company officials thanked customers, employees and dealers for “a ride to remember.”[15] The closure of the Buell brand is estimated to have cost Harley about as much as their total investment in Buell over the past 25 years.[11] Erik Buell immediately began looking for outside buyers and found BRP (which owns Austrian Rotax engine maker BRP-Powertrain) to be a good choice, especially since Harley Rotax would have to pay “an eight-figure sum” for the 1,125 cc engine contract. 11]

Erik Buell later formed Erik Buell Racing to support the efforts of 1125 and XB Privateer Race.[7]

On Thursday, February 18, 2021, Buell Motorcycles announced they are returning to production under new ownership with additional models in development. Their models include the Hammerhead 1190RX, 1190SX Carbon Fiber, Super Touring 1190 and 1190HCR.[16]

technology [edit]

Buell ZTL front brake

Buell XB models also included the industry-first Zero Torsional Load (ZTL) Perimeter Floating Front Disc Brake System, a patented “inside-out” wheel/brake design that places the brake disc on the outside edge of the wheel rather than the Hub. This allows the suspension to work better and improve control and traction by reducing unsprung masses on the front wheel, as only a single disc and caliper is required – with a corresponding reduction in bolts and brake fluid – compared to the traditional dual disc brake setup most modern sports bikes. In an exchange on the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-hub-center RADD steering system,[18] and Buell’s Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker acknowledged the benefit of the ZTL-Systems an unsprung weight. But he pointed out that the remaining weight is further out on the rim where it is most detrimental to acceleration and braking, and that there are potential heat transfer issues and that one fork leg needs to be stronger than the other. In response, Askenazi denied all of Parker’s criticisms, saying the ZTL system is 30% lighter than Suzuki GSX-R1000 brakes and the inertia of having the weight further out on the rim and heat build-up near the tyre this no negative factors based on testing. Askenazi concluded that testing and track experience had proven the ZTL to be “state of the art”.[19][20]

Other industry innovations introduced by Buell in the XB lineup were “fuel-in-frame” technology and the dual use of the swingarm as an oil tank. Also, all Buell models have an under-engine-mounted muffler that helps keep the mass centralized, with some models featuring a computer-controlled valve to switch between two exhaust paths when needed to maximize torque.

Buell designs focus on good handling, a comfortable ride, easy maintenance and road-friendly, real-world performance. Buell motorcycles were designed with an emphasis on what they called the “Trilogy of Engineering”: mass centralization, low unsprung weight, and frame rigidity.[22]

Buell engines are designed to be street-friendly, both in terms of fuel efficiency (up to 70mpg – US or 3.4L/100km or 84mpg – imp with the Blast) and torque (the 1203 -cc version generates 110 N⋅m or 81 lbf⋅ft). In addition, they are simple and easy to care for. Most Buell twin-cylinder engines use computer-controlled forced-air cooling (variable-speed fan that activates only when needed), two valves per cylinder, a single throttle body, maintenance-free hydraulic valve actuation, and maintenance-free gear-driven cams.

Buell made significant advancements to its 1190 platform under Erik Buell Racing’s tenure. Engine technology has been upgraded to the EV-V2 1190cc 72-degree V-twin producing 185 hp at 10,600 rpm and 102 ft. lbs. Torque at 8200 rpm. [citation needed]

Buell models[ edit ]

Tubular frame bicycles (1984–2002) [ edit ]

RW 750 Road Warrior (1984) [ edit ]

The RW 750 was an evolution of the Barton Formula 1 racing bike.[23] Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for its own use and for sale to private market participants. The engine was a liquid-cooled four-stroke two-stroke engine.[23][24] Buell development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.

RR 1000 Battletwin (1987–1988) [ edit ]

RR1000 Battle Twin

The RR 1000 Battletwin was a street sport bike with a modified Road Warrior chassis and a Harley-Davidson XR1000 engine. Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting engine vibration to the frame. Lack of space prompted Buell to place the chassis components under the engine. The linkage caused the spring and shock to expand when the wheel went up.[26]

Variations of the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), RS 1200 Westwind (1989), RS 1200/5 Westwind (1990–1992), and RSS 1200 Westwind (1991).

S2 Thunderbolt (1994–1995) [ edit ]

Two-seater with Road Warrior-based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version with saddlebags. The S2 was very expensive to develop (around $100,000), and 1,399 units were sold in the first year – far more than the 300 units Buell had forecast.[11]

S1 Lightning (1996–1998) [ edit ]

Buell S1 White Flash

The S1 Lightning was a more basic sportbike than the S3 Thunderbolt and M2 Cyclone with which it was marketed and production of this model ended after only 3 years at 5000. Variants of this version of the Lightning were the S1 Lightning (1996/1997/1998) and the S1W White Lightning (1998). The S1W came with a larger tank and Thunderstorm cylinder heads that delivered an additional 10 hp (7.5 kW).

X1 Lightning (1999–2002) [ edit ]

The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection (Dynamic Digital Fuel Injection) and integrated larger fuel tanks, and completely different body designs. The most eye-catching part of the frame was the brushed aluminum tail section, which curves up and back under the double seat.

S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2002) [ edit ]

1999 Buell S3 Thunderbolt

The S3 Thunderbolt Sport-Touring model was produced from 1997 to 2003, along with a mechanically identical S3T “Touring” model that ran through the 2000 model year. The 1,203 cc, air-cooled V-twin engine was mounted as a stressed member in a tubular frame. The powerplant produced 91 hp (68 kW) in 1997 and increased to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the overall look of the bike was the same throughout the model run, significant changes were made in 1999 that set it and later models apart from the 1997 and 1998 bikes. The early bikes used a rectangular-section steel rear swingarm, WP Suspension front forks and rear shock, a 40mm Keihin CV carburetor, and a Performance Machine six-piston front brake caliper. From 1999 a new cast aluminum rear swingarm was used along with Showa suspension forks and rear shock. The front caliper, while still a six-piston unit, was now made by Nissin. The most technological change was the new Dynamic Digital Fuel Injection (DDFI) system, which replaced the old carburetor.

The S3 had a half-fairing surrounding the headlight, providing adequate wind protection for the driver’s torso. The S3T model then added lower fairing extensions that gave the rider’s legs better wind protection. The S3T also had hard saddlebags that could be color-matched to the bike color and came in either “wide” for maximum storage space or “narrow” for a lighter feel. In addition to the lower fairings and saddlebags, the S3T also came with higher handlebars for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model. [better source needed] [28]

M2 Cyclone (1997–2002) [ edit ]

2000 Buell M2 Cyclone

The M2 Cyclone was produced from 1997 to 2003. It sat in the middle of the Buell lineup between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning was faster and lighter than the others but had a very narrow seat. The S3 Thunderbolt was a touring bike that had a wider seat and a more comfortable riding position, but was also heavier. The M2 Cyclone filled the gap between the Sport and Touring models with a larger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,203 cc engine and five-speed gearbox. The frame was made of tubular CrMo steel.[29]

Explosion (2000–2009) [ edit ]

2000 Buell explosion

The Blast was Buell’s only model with a single-cylinder engine. With a displacement of 492 cc (30.0 cu in) and a dry weight of 160 kg (360 lb), it was their smallest model, often used in Harley-Davidson’s new “Rider’s Edge” driving school/riding schools. This fulfilled Harley CEO Jeff Bleustein’s idea of ​​having a brand-specific training bike, since many students end up buying a bike from the dealer they trained at.

The Blast emerged from a quick proof-of-concept at the Buell factory.[11] It originally used half a Sportster 883 engine. The engine was 80 percent over budget and very expensive compared to the high-tech Rotax engines available from outside the company.[11] Cycle World wrote, “Such overrun would be unheard of from an outside supplier, but when your supplier owns you too, grin and put up with it.” [11] The explosion ended up being the most expensive development project Buell undertook. Because the engine was overpriced, it made Harley money while Buell lost money.[11] It was considered a technical success.[11]

In July 2009, Buell ran an advertising campaign stating that The Blast would no longer appear in their lineup. The ad showed a Buell explosion being destroyed in a car shredder.[30][31][32]

2003 Buell Lightning XB9S

2006 Buell Lightning CityX XB9SX

2007 Buell Firebolt XB9R

A club racing version of the Buell Ulysses XB12X

The XB powertrain still had its roots in the Harley Sportster powertrain and was developed for both projects.[11] Unfortunately, it was designed by Harley with minimal input from Buell.[11] A turbocharger was to be sourced from Aerocharger to pump the XB’s horsepower up to 150 hp (110 kW), but the deal with the Aerocharger supplier fell through when Harley-Davidson decided to design one in-house. This project was a failure despite “millions of dollars” being spent.[11]

Before the first XB was sold, the cost was well over target, causing the retail price to increase from the original price of $7,995 to $9,995.[11] It was a popular bike but never sold with the volume Harley’s marketing department expected, partly due to the significantly higher price tag.

Buell introduced the XB frame in the 2002 Firebolt XB9R sport bike.[33] The Firebolt XB12R was introduced in 2004 and was originally sold alongside the smaller displacement Firebolt XB9R. The Lightning was released in 2003 and was marketed by Buell as a streetfighter motorcycle. The XB9 engines were 984 cc (60.05 cu in)[35] and the later XB12 engines were 1,203 cc (73.4 cu in).[36] The XB12 engine had a longer stroke of 96.82 mm (3.812 in) compared to 79.38 mm (3.125 in) on the XB9. Cylinder bore size between both engines was identical at 88.9 mm (3.50 in).

The Buell Ulysses XB12X debuted in July 2005. It featured seats, ergonomics and long-travel suspension suitable for use on unpaved and rough roads. Buell advertised the Ulysses as “the world’s first adventure sport bike”. For 2008, among other changes, the XBRR oil pump and ignition timing systems have been changed to tap into the XBRR race bike, as well as added heated grips and increased rotary fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. Unlike the XB12X’s enduro front fender, it has a different front fender and the lower fork protection is not as pronounced as the XB12X, due to the intended purpose of the XB12XT, which is more street than dirt oriented. Other key differences are the suspension, which is completely different between the two bikes, about an inch lower on the XB12XT and more geared for road riding, compared to the slightly higher and softer suspension on the XB12X, which is better for dirt use is matched. Along with factory Hepco & Becker panniers and top case, tall windshield, and a 785 mm (30.9 in) seat height, the XB12XT also features wheels that are approximately 450 g (1 lb) lighter than the XB12X, which added became bulky to make them stronger for off-road use.[38] The XB12XP is a police model that was available for the 2009 model year.

XB2 type [ edit ]

(different frame with more tank capacity, longer swingarm & wheelbase, 23.8°/23.5° steering axis angle, more trail)

Lightning long XB12Ss

Lightning Super TT XB12STT

Ulysses XB12X

Ulysses XB12XP

Ulysses XB12XT

1125R [ edit ]

Buell 1125R Signature Edition 25th Anniversary

In July 2007, Buell announced the 1125R, a sportbike that departs from Buell’s history of using mid-weight Harley-Davidson Sportster-based drivetrains and takes lessons learned from XBRR race bikes. The Rotax Helicon powertrain uses four valves per cylinder, dual overhead camshafts, a liquid-cooled, 72-degree V-twin that displaces 1,125 cc and produces 146 hp (109 kW). It produces 113 N⋅m (83 ft⋅lbf) of peak torque but varies less than 8.1 N⋅m (6 ft⋅lbf) of torque from 3,000 to 10,500 rpm. There is a vacuum-assisted slipper clutch to provide predictable drive performance during hard cornering and delays, as well as a six-speed gearbox.

The Helicon engine was developed and built by BRP Powertrain in Austria.[11] The design had significant input from Buell and was funded by Buell’s cash flow.

The 1125R didn’t have a full fairing, as that would have placed it in the same class as Japanese sportbikes.[11] Erik Buell agonized over this, saying, “It’s not about listening to the customer’s voice.” [11] Cycle World magazine said the 1125R was “a little weird”. [11] The bike was originally released with a rough spark map, leading to criticism of the bike at low speeds.[11] The Rotax Helicon also cost significantly more production time due to exchange rate fluctuations.[11]

1125CR [ edit ]

For the 2009 model year, Buell introduced the 1125CR, a cafe racer-styled version of the 1125R. This was in response to customer feedback saying the 1125R wasn’t what was wanted, leading Buell to shelve plans for a streetfighter and choose a cafe racer instead. The 1125CR has a longer swingarm, longer wheelbase and shorter secondary ratio.

race [edit]

Buell XBRR[ edit ]

Buell XBRR

Buell also produced a limited run of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) race-only machines for factory-supported and private race teams. The XBRR frame was an XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins and the wheels were made of magnesium. It was the first model to feature Nissin’s ZTL2 eight-piston caliper.[41]

Buell 1125RR [ edit ]

In 2009, Buell announced production of the 1125RR, also a pure race bike. The bike was internally called the B2 and was intended for the supersport market.[11] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and chain drive.

On September 9, 2009, Buell won his first AMA Pro racing championship. Driver Danny Eslick took the title at New Jersey Motorsports Park on Buell’s 1125R model.[43]

On November 15, 2009, Buell won his first NHRA Pro Stock Motorcycle World Championship. Driver Hector Arana won the Southern California NHRA Finals title on a Lucas Oil-backed Buell.[44]

The Buell SuperTouring 1190 sets its sights on other high profile promotional machines such as the BMW R 1250, the Honda NT1100 and also the Adventure Touring Harley-Davidson Pan America.

Buell Motorcycle’s new touring model prototype, dubbed the Buell SuperTouring 1190, is officially unveiled today at Daytona Bike Week 2022. The company has made bold claims that it will be the “world’s fastest production touring bike.”

The company will also initiate production slot reservations for the SuperTouring 1190 model later today. The bike has been priced at $21,995 (16.65 lakh) and will roll off the assembly line in Fall 2022 (September-November). However, it is unlikely to be launched in the Indian market any time soon.

(Also Read: Buell Motorcycle Makes a Comeback to Launch 10 New Bikes by 2024)

The bike has other top promotional machines in its sights, such as the BMW R 1250 and the new Honda NT1100, not to mention the adventurous Harley-Davidson Pan America. Most of these bikes are already available in the Indian market.

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At the heart of the bike is a 1190cc V-twin engine. This has been designed for a maximum output of 185 hp, which is supported with a torque of 101 lb-ft/137 Nm. The transmission option is a 6-speed unit.

“We took the Buell DNA that customers know and love and entered the performance touring segment to create a top-line touring bike that will lead the American market in speed, handling and performance,” said Bill Melvin, CEO of Buell Motorcycle Co.

“The Buell SuperTouring 1190 is a next generation touring bike with designs that will bring back the enthusiasm for American touring motorcycles! Also, despite the supply chain headwinds, production is on track to start this fall!”

Alongside the new SuperTouring 1900, the company will also be exhibiting the new Buell Baja DR (Dune Racer), touted as the “world’s fastest production dirt bike”.

Initial Release Date:

While production of Buell motorcycles has ended, our passion for the brand has not. In fact, many of our employees are Buell® drivers! We continue to stock factory Buell® parts and apparel and are more than willing to service and service the Buell models you still love to drive. If you are looking for a shop that understands the “tube frame” or would like to have an EBR® ECM installed on your 1125R, then we are the Buell shop you have been looking for.

Eric Buell Racing

2010 1125R

2009 Buells

2010 XB9SX

Looking for Buell® parts? New Castle Harley-Davidson® is your answer! Click here to find out if we have what you’re looking for!

Don’t forget to check out our used car inventory page for Buells!

type of motorcycle

The Buell 1125R is a sport motorcycle manufactured by the Buell Motorcycle Company in the United States. It was introduced in July 2007 for the 2008 model year. Production of roadworthy 1125R and all Buell models ended in October 2009. In November 2009, Buell founder Erik Buell started Erik Buell Racing, initially making racing-only versions of the 1125R.

The 1125R is powered by a 1,125 cc (68.7 cu in) Helicon V-twin engine manufactured by BRP-Powertrain (Rotax) of Austria. The liquid-cooled engine has a 72° V-angle and is said to produce 146 hp (109 kW) with a 10,500 rpm limit. Motorcycle Consumer News tested 127.1 hp (94.8 kW) and 71.1 lbf⋅ft (96.4 N⋅m) at the rear,[1] while Cycle World tested 134.0 hp (99.9 kW) at 9,800 rpm and 75.9 lbf⋅ft (102.9 N)⋅m)} reported at 8,300 rpm.[2] The two magazines reported top speeds of 254 and 259 km/h (158 and 161 mph), respectively, and 0.00–0.40 km (0–1⁄4 mile) times of 10.51 and 10.39 seconds at 134, 32 and 134.09 mph (216.17 and 215.80 km). /h).[1][2]

The Helicon engine’s 72° layout differs from Buell’s earlier V-Twins, which were based on 45° air-cooled Harley-Davidson Sportster engines and modified for greater efficiency and power.

The 1125R features a number of unconventional design attributes. The patented frame design houses the bike’s fuel. The single eight-piston front brake called ZTL2 has a 375 mm (14.8 inch) inverted rotor that is attached directly to the front wheel rim. This allowed Buell to design a front end that was lighter and more responsive than traditional designs. The bike also uses an under-engine exhaust for more volume. The frame, front end and exhaust all contribute to Buell’s main design goal of mass centralization. Instead of a drive chain, the 1125R uses a drive belt that requires no lubrication or adjustment.

author message

van video

Posted on Tuesday April 07, 2009 – 8:06am Alright I ride a Nightster now, nice bike and could do with anything but a little more momentum. So if the XB12 engine is derived from the Sportster engine, couldn’t Harley manage to put one in a Sportster frame? Imagine a Nightster with all this performance. Harley would rule the power cruiser market!

Is it the Sportster frame? Can’t stand the juice?

Has anyone done an engine swap before?

Just a thought..

glitch

Posted on Tuesday April 07, 2009 – 8:13 am : The ‘new’ Sportster uses Buell derived heads and other parts.

Ironic hm.

You would still have to lose a lot of weight to compete with a Buell even if you had a Buell engine.

Jramsey

Posted on Tuesday April 07, 2009 – 8:20am: Ditto what Glich said.

Local has an ’02 Sporty with T-Storm top end and S/E cams, runs strong but not nearly as fast as my tubers.

Too much weight, poor handling, Fred Flintstone brakes.

spade1

Posted on Tuesday April 7th, 2009 – 8:47am: Even with the Buell Spec heads, I think they are 10 or 15 hp less.

Perhaps the chassis is too flimsy for HD to fit a 100hp engine while retaining a margin of integrity.

S1wmike

Posted on Tuesday April 07, 2009 – 8:58am Correct me if I’m wrong but when the XB platform came out they made enough changes to the engine including the mounting points that it became a precursor to Buell . Now the good news is that any Buell engine can fit into a Sportster from a bulb.

86129 Squids

Posted on Tuesday April 7, 2009 – 9:50 am: Chasing a dream, you’s-

I’ve always wanted to see a CVO Sportster with a lightweight frame and Buell performance parts everywhere – however, Flick and Willie G don’t allow “cross-branding”, which I think is stupid.

For a while my former workplace had both a ’99 X1 Lightning and a new ’09 XR1200 side by side. I had to reflect that the 10 year old Buell prior to the 2nd-3rd generation was in many ways the better bike of the two.

Buell is an EXTREMELY untapped resource in terms of “branding” and could easily be described as the High Output/Performance/Competition side of HD.

(message edited by 86129squids on April 7, 2009)

Jaimec

Posted on Tuesday April 07, 2009 – 10:16am: The Sportster will NEVER outperform a Buell with the same engine. At least not without completely changing the look of the bike.

The Sportster is all about LOOK, not performance. If you want more power, you need a MUCH larger airbox, and those tiny offset double shorties would also need to be replaced with something with MUCH more volume.

You thought the early tube frame Buells looked awkward with that giant bread bin hanging on the right side? Try to imagine a Sportster with something like this…

Njxb12s

Posted on Tuesday April 07, 2009 – 12:54pm I may have missed something in this thread reading so quickly but that the new XR1200 Sportster sounds exactly like a Buell…check it out!! ! The bike is awesome…FYI, I don’t sell Harleys/Buells anymore, just an opinion ;o)

Jaimec

Posted Tuesday April 7th 2009 – 2:46pm Off the showroom floor (for an apples-to-apples comparison) the XR1200 is 13hp less than an equivalent XB12Ss model and a bit heavier too.

Not_purple_s2

Posted on Tuesday April 07, 2009 – 3:16 PM: Are the Sportsters still using heavier flywheels?

That can have a lot to do with it.

The XR1200’s airbox is much more restricted than an XB, they had to stuff everything under the gas tank.

Gregtonn

Posted on Tuesday April 07, 2009 – 3:29pm: “Perhaps the chassis is too weak for HD to fit a 100hp engine while retaining a margin of integrity.”

When it was updated a few years ago, HD added about fifty pounds to the Sportster frame.

I think they did that with the extra power in mind.

It’s hard to keep “The Look” and still get Buell-like performance.

G

Jaimec

Posted on Tuesday April 07, 2009 – 3:35pm: And there you have the difference in the company philosophy. Harley is the textbook definition of form over function. Buell is the exact opposite: function over form.

Natexlh1000

Posted on Tuesday April 07, 2009 – 3:36pm: Has anyone installed a Blast motor in an older Sportster frame?

humphummphump……

van video

Posted on Tuesday April 07, 2009 – 3:40pm: I’m not talking about Buell-like sportbike performance; No Sportster chassis can compete with that. I’m talking straight-line, fast-moving force. A true power cruiser. It would have “the looks” but with very good acceleration to back it up. Basically a smaller, air-cooled version of the VRod.

Now that would be cool.

Ferris_von_bueller

Posted on Tuesday April 07, 2009 – 3:46 PM: Harley is the textbook definition of form over function. Buell is the exact opposite: function over form.

Yes, but why do these philosophies have to be mutually exclusive? Other manufacturers have no problem bringing the two together.

Mortarman Mike120

Posted on Tuesday, April 07, 2009 – 4:11 PM: Phaedrus would call this the Classical vs. Romantic view.

Of course he went insane too.

(Zen and the Art of Motorcycle Maintenance)

city ​​dwellers

Posted on Tuesday April 07, 2009 – 4:13pm: I was seriously looking at what it would take to get my XL883 to hit the stats in my head… came out 4900 in parts and another 1300 work in progress… I spent the money on the Buell instead. Absolutely no regrets. it is the difference between a sledgehammer and a pen; I’ll let you all decide which is which.

Jstfrfun

Posted Tuesday April 07, 2009 – 4:23pm Van it’s valves and cams and flywheels pull your heads put some money in it get the Andrews cams get the exhaust and feel the butt dyno. The chassis will handle the power, it’s not that much.

glitch

Posted on Tuesday April 07, 2009 – 6:03pm: Yes, but why do these philosophies have to be mutually exclusive?

I think the Buells are brilliant looking bikes.

teas

Posted on Tuesday April 07, 2009 – 8:05 pm: Vanvideo Posted on Tuesday April 07, 2009

Why not a Buell-powered Sportster?

Because they would be Buells. Or maybe “Buell-sters”

glitch

Posted on Tuesday, April 07, 2009 – 10:03 pm: Sportuells?

nerd

Posted on Tuesday, April 07, 2009 – 10:30 pm: Spuells

Some people are just never happy.

Here I am, owner of perhaps the best all-round sport street bike on the road today, the fun, funky, feisty Triumph Street Triple R: A hundred horses to push you forward, about 415 pounds of gas and an engine that can do it is torquey on the bottom, revving freely in the middle, then revs to over 13,000 rpm and enjoys every minute of it. Top it all off with brakes that feel like stopping a runaway F-18, premium adjustable cartridge suspension from the 675 Daytona, relaxed, upright ergos and a humane seat, and why would you want anywhere else need bike? Seriously, why?

Aside from my self-esteem issues keeping me from having anything too nice, The Strippler has its flaws. Like most Triumphs, it’s quite expensive to maintain. It brings back lackluster fuel economy for a middleweight, has an absurdly sensitive throttle and styling that… well… it’s not the kind of bike you want to write poetry about, let’s put it that way. I also realized the bike was worth more than I paid for it, so I figured, shucks, why not cash out, get something equally fun and interesting, and use the extra dough for something fun, like funding the college fund my child?

Why not? Well, the problem is finding the bike that will fill the Triumph’s shoes, performance-wise and value-wise. A comfortable, sporty standard, light and torquey for around $4,000. what was out there

Well, I’ve always admired the fuel-in-frame Buell XB series. About 18 months ago my buddy Ivan emailed him that he had bought an XB9S and reminded me how much I enjoyed riding these bikes. Erik Buell designed them as true all-round street bikes – comfortable, great handling, easy and fun to ride. I have mentioned on a local discussion forum (BARF) that I am considering selling the trumpet and buying a Buell. Before you know it, some friendly BARF riders were offering a pair of XBs to ride, then my friend Alan wanted to ride, and then Ivan heard about it and wanted to come with his friend Dennis (who drives a ’97 Buell X1 White Lightning), so I had to bring MD contributor John Joss along too – just to keep it real. Suddenly we had a story in our hands.

What have you heard about the XB series? Here’s what I know. Introduced in 2002, the bikes use an exotic Italian-made frame that puts fuel in the frame spars and oil in the swingarm. The engine was a first for Buell – built specifically for the brand, it uses a similar architecture to the Sportster mills previously used, but with new cases and pretty much everything else. The 984cc version makes about 75 horses at the wheel, add 12-15 for the 1203cc male XB12. Front suspension is an inverted 41mm fork (43mm after 2004) and braking is by Buell’s “ZTL” braking system with a single rim-mounted 375mm disc and six-piston caliper. The wheelbase is a decent 52 inches) and the bikes weigh around 425 pounds when the 3.7-gallon tank is full.

This is serious technology, isn’t it? Given the history and personality of the bike, one might think that these are rare collector’s items with a high resale value. Not. A local Craigslist scan showed that you can buy Buell XBs by the ton in the $2,500-$4,000 range, and they have a pretty good reputation for reliability, believe it or not. Not only are replacement parts available from 250 Harley-Davidson dealerships, they are also typically much cheaper than Japanese or European brands. Maintenance is pretty reasonable too – the Sporty-derived engine uses hydraulic valve adjusters and final drive is via a non-adjustable belt that Buell claimed would outlast the life of the bike (but is easy and cheap to replace if it’s not). case is). Cherry on top – fuel economy is in the 50-plus range if you do, 40-plus if you don’t, fantastically efficient compared to my gas-guzzling Triumph, which only returns 35 if you drive like you’ve got too much taken cold medicine.

My memories of testing these bikes when I was a big motojournalist are rosy – probably because I was riding brand new, carefully prepared machines. The two machines that BARFers Chess and Mandy own – a 2003 XB9S and a 2004 XB12S – are in good condition for decades-old bikes with five digits on the speedometer, but still feel used. Ivan’s 2003 XB9S has the most miles and is the most tired, but all three still fell a lot better than your average high-mileage machine and would greatly benefit from some TLC; fresh suspension and brakes rebuilt, maybe some bearings and bushings. They would essentially have new bikes. Judging by the loyalty of Buell owners, the last generation of the 126,000 bikes produced by Buell are solid, dependable vehicles that will likely outlast most of their owners.

So how do you like to drive? Excellent for a bike in this price range. Let’s start with the good stuff – torque and handling. Even the faster (but smoother) XB9 mill has more power available right at idle — hell, at 500 rpm — than anything but an electric motor. Handling isn’t what you’d expect given the VINs and relatively light mass of the bikes, but at a pace of 7/10 they’re so easy to ride – stable, predictable and balanced. Comfort is also remarkable for this type of bike; relaxed riding position, comfortable fit and smoothness for a 45 degree V-twin.

This engine won’t dazzle you unless you’re stepping up from a Ninja 500 or a cruiser, but it’s still really fun. It’s not a lot of power, but it’s everywhere, in every gear, even more so on the 12, which is like riding some sort of automatic wheelie simulator. The low end of the rev range is so severe that it makes you think how incredible it would be if the powerband went to 10,000 rpm or more. Instead, it peaks at around 7,000 and bounces off the limiter at around 8,000. However, for regular driving on bumpy 60-80mph dual carriageways it’s clearly a great mill, an elegant combination with this particular chassis.

There are two little things in the fail box: power and brakes. Low-end torque is great, but sometimes all you need is that top-end hit, perhaps to break the law with a little more style, or when you’re at a track day wanting to relax a bit and not be a risk in the B group would like. The Buell mill — 9 or 12 — just doesn’t quite compare to bikes you can buy for just a few hundred dollars more.

And finally – brakes. If there’s one thing Erik B. deserves criticism for, it’s that goofy braking system that wants technique after technique. At best, the hula-hoop disc and giant brake caliper work almost as well as a traditional setup, but at the cost of slower steering and sacrificing braking fun. Worse, the system seems to need more attention than a regular one, and all three bikes I’ve ridden needed love, performing with a weak initial bite and requiring a lot more push to slow down. Luckily the bike is a bit slow and doesn’t need much braking, except in an emergency when you’re on your own.

So would I buy one? If only I had $4,000 for a used bike, absolutely. The Buell lacks power and the brakes are goofy, but which bike is perfect? Not one I’ve ever had. For the money you have to be really lucky to get this kind of fun, handling, economy, style and engineered quality. If you have a Buell XB, keep it to give to your kids. If you want one, consult your motorcycle dealer or Craigslist if you think a Buell might be right for you.

Second shot: Big Al Lapp

I will admit to being an import motorcycle guy. I grew up mostly with Suzuki and Honda, currently own three Kawasakis and in over 35 years of riding I have only owned one Yamaha. My current daily rider is a KTM dual sport bike, but in the mid 90’s I actually considered buying Buell’s first “regular” production bike, the S2 Thunderbolt. However, the essentially unmodified Sportster engine didn’t impress me.

Imagine my delight when Gabe invited me to Buell for his fact-finding mission. I was supposed to take pictures, ride and give opinions on the XB series – which are quite affordable on the used market.

So I’ll start by saying that 15 years ago what I liked most was what I like least now: it’s a teeny tiny sport bike. Eric Buell is said to have modeled the suspension geometry for his original bike after the TZ250, a successful track-only road bike. This may be an urban legend, but believable. When I pulled up next to another driving buddy’s Honda Super Hawk, the Buell was noticeable in both wheelbase and seat height, and was noticeably shorter. Chess, the owner of the XB9S, said I made it look like a pit bike.

Being taller, I had to lift my legs quite a bit to get my feet on the high pegs. I don’t expect rental bikes to be set up for me, but aside from the usual leverage issues, I was surprised that the suspension worked pretty well for my weight and had about the right amount of damping to provide a better ride than I did. d expected, but offer confidence-inspiring control throughout.

Conclusion: would I buy it? There are pros and cons to a Buell XB: they’re adequately muffled, they sound great, and I’m even a fan of the (somewhat polarizing) styling. On the road they’re a nice experience – the high-torque engine pulls smoothly and now that I’m older and slower and drive a Thumper, it provides ample boost for real-world driving. The real stars of the show are the suspension and brakes. They are both user-friendly and give good feedback. Hell, the seat is comfortable enough even for long rides if you can figure out how to fit luggage. The answer: No, I’m too tall. If I were under 5’10” or had incredibly short legs, I’d probably say yes.

Third take: John Joss

Why would Gabe buy a Buell?

Why not?

Getting straight to the point, each of us has a different way of getting from here to there: walk, bike, bus, hitchhike, even — choke, gasp — drive, as a last resort , if fails at all.

But we don’t do any of that. We drive . . . a motorcycle. Not just any motorcycle. We, who have been riding for a while and tried a few different bikes, come to the following conclusion: which one should it be? Then: What should our next be? Finally: Can we afford it?

Buell is a logical choice, a technical choice, an emotional choice and – in the case of Erik Buell’s Harley-Davidson powered machines – a financial choice. In short, Erik Buell gets it. He gave us special gifts with his machines. And they are economical to take away.

He’s in select company. In the last 100 or so years since the invention of the motorcycle, many brilliant designers have tried, year after year, to capture the platonic essence of the “motorcycle” that could be maintained at a reasonable cost, that could delight our minds and emotions. Machines with character, class and style, machines we live for, live with and would love. Machines with a soul. Think a Vincent HRD, a Moto-Guzzi, a Bevel Gear Drive Ducati, an Air-Head BMW, a Flat-Head Harley or . . . a bull. Erik Buell lives in the pantheon of great, original designers.

Every time I drive a Buell, I feel that soul-stirring effect. It’s in the bike’s DNA: a big motor that delivers monster torque and an engaging V-twin growl, a short wheelbase that encourages the inner child with those incipient wheelies, a sensible front brake on the wheel’s periphery where it works more efficiently and a disc is as good as the others, fuel in the frame, oil in the swingarm. Check it out: there isn’t a boring line in it.

Should he buy one? He could do a lot worse.

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Little is expected of streetfighter bikes and the Buell XB12S Lightning is particularly minimalist. The bike’s seat is barely adequate for one, let alone two, and the lack of wind protection makes longer rides on a Buell XB12S Lightning tiring. Poor fuel range. Dual trip meters is about as much luxury as you get with this bike. Factory extras include a gel seat, rigid panniers, frame protection, tons of carbon and fairing hardware and more.

Competing bikes are available for similar money to the Buell XB12S Lightning. The exciting and reliable Triumph Speed ​​Triple 1050 and powerful Aprilia Tuono 1000 are both just as desirable and capable, but with their own character and cachet. You really have to want one of these bikes to buy one, but if you do, little else will do. Used Buell XB12S Lightnings can be a mixed bag – be wary of far-flung mods.

Buell promises that the glitches and glitches of years past will be sorted out with the Buell XB12S Lightning, but owners of the bike report otherwise. Electrical issues and poor finish are smaller than the snap bolts and drive belts that previous Buell bikes suffered from. Having a local dealer who knows the Buell XB12S Lightning makes ownership easier.

The 1202cc Harley-Davidson air-cooled V-twin in the Buell XB12S Lightning has been tuned to shed phat bundles of torque from top to bottom. The performance of the Buell XB12S Lightning is ample if not over the top. But the gearbox is not good. It takes a firm nudge and makes a lot of noise when you change gears – but it somehow adds to the experience of taming this bike. In this particular motorcycle, the injection jerks a bit.

Excellent handling. Buell spoke (and used) mass centralization years before the Japanese motorcycle manufacturers got involved. The Buell XB12S Lightning’s rim-mounted disc brake works well and lightens the wheel for lower unsprung mass. Fuel in the frame and oil in the swingarm aren’t rocket science, but they help keep the bike’s weight where it’s best carried and help the Buell XB12S Lightning corner through corners with confidence.

The Buell XB12S Lightning is weird, but it works. An antique engine full of character in a burly streetfighter motorcycle chassis that oozes technical innovation. Buell Motorcycles is a subsidiary of Harley-Davidson founded by employee/motorcycle racer/visionary Eric Buell. The Buell XB12S Lightning is a very individual motorcycle and offers enormous driving pleasure. Easy to love when hard to justify.

Buell XB9S Lightning: The original Lightning (2002) came with a smaller 984cc engine. Beull XB9S City-X: smaller 984cc motocross style engine, transparent body. Buell XB12S Lightning Long: longer wheelbase, roomier riding position and slower steering geometry for a less manic ride. Other minor mods. Buell XB12X Ulysses: ‘Adventure Sport’ style with enduro handlebars and body and long travel suspension.

17 owners have reviewed their BUELL XB12S LIGHTNING (2003 – 2009) and rated them in a number of areas. Read below what they have to say and what they like and dislike about the bike.

5 out of 5 Aka The Hornet 🐝 Love My Buell December 05, 2021 by Jerr Year: 2004 I would recommend hydraulic clutch Ride quality and brakes 5 out of 5 I’ve taken this bike on long rides through the mountains. I am 6 feet 2 inches tall. My only complaint would be fighting headwinds can be tiring. But not enough to lose my review score. Brakes are great and everyone always comments on the size of the rotors on the bike. Engine 5 out of 5 Getting 120 horsepower out of this bike is easy with a toon and a few simple mods. The torque on this thing will shock you LoL I’ve never tricked this bike but I can see why guys use them as expo bikes. It is difficult to keep the front wheel on the ground. Reliability and build quality 5 out of 5 Value for money compared to competitors 5 out of 5 I use Royal Purple in the gearbox and Red Line in the primary and Lucas 20W50 in the crankcase. I change the fluids each pair runs, keep it clean and cool (it’s an air-cooled engine) Gear 5 out of 5

5 out of 5 Just drive one! 22nd November 2019 by Chris Version: SCG Year: 2005 Annual maintenance cost: £200 My 05 xb12scg is the coolest bike I’ve ever ridden. It handles the corners like no other bike! And I’ve never felt cooler than when I’m riding this bike. Ride Quality and Braking 5 out of 5 You’ll never feel cooler than a Buell! The brakes are phenomenal. I can stop on a dime. The corner is amazing. Check out some YouTube videos. Engine 5 of 5 It’s the roar of a 1203cc Harley, the V-Twin is easy to work with. And regardless of what anyone tells you, this plain old caveman design engine is a beast! The low-end torque will have you falling off your back if you don’t hold on. Reliability & Build Quality 5 out of 5 Value vs Competitors 5 out of 5 In two seasons I’ve replaced the rear tire once and the clutch cable once but that was my fault I knocked over the ferrule. And about a hundred dollars in oil change supplies (oil, oil filter, drain plug o-rings, clutch cover gasket, inspection port gasket.) And of course I upgraded the exhaust and added some cosmetic upgrades like shorty levers, bar end mirrors, some vinyl wrap and a new seat, because mine was 14 years old. Property 5 out of 5 It’s a motorcycle, not a luxury car. What more could you ask for than something that looks cool, sounds awesome and moves like the wind? Buying Experience: Brand new they retailed for $10,500. I bought mine used for $3,000 and $475 for shipping. I bought it from a small independent dealer in Mesquite Texas. I bought it by phone and internet. I never heard of it or saw it in person before buying it. And it was super exciting to get the updates from the carrier on the way to my Washington state.

5 out of 5 Agree May 27, 2009 by EHoen I agree with the last few comments what a great bike! Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 out of 5 Nice May 27, 2009 by USchwarz I’ve owned many bikes from Japan, Germany, America, Italy, the UK, Austria and even Russia. But the Buell is the one that always puts a smile on my face. When I get up on my day off after a 14 hour day, I look out the kitchen window tired and exhausted and see them sleeping and all I know is that I need to get out as soon as possible. Reliability? Well I owned an Italian prima donna that didn’t start right away in the rain or below 10C! Considering the BUELL is a pretty exclusive bike, in 54,000 miles on the original belt it has never let me down!! Also highly recommended as a first “big” bike. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 out of 5 Excellent May 26, 2009 by V2Alf Love that bike. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 out of 5 Everything you will ever need May 26, 2009 by BuelTom The best bike I have ever ridden. Drive the winding country roads or the switchbacks in the Alps and all those R1s, Blades or ZXs will eat you up. You don’t have to be Rossi to scratch your knee with the XB. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

2 problems out of 5 May 22nd, 2009 by martyn242 I have owned an XB12sx for 18 months and put 11000 miles on it, in those 18 months the bike has cost me £1600 in parts, repairs and hassle. I loved the way it handled and looked, but every other bit was appealing. if you want an everyday bike, don’t even consider a buell – they don’t work!! Ride Quality and Brakes 4 out of 5 Engine 3 out of 5 Reliability and Build Quality 1 out of 5 Value vs. Competitors 2 out of 5 Equipment 1 out of 5

5 out of 5 Love it April 30, 2009 by Schwarzi Brilliant bike just love it. No major problems, had a misfire due to bad spark plugs and a TPS reset which is nothing. I had a Super Duke before and I love the Buell more than any bike I’ve had. I’ve never had a bike that gave me as much confidence to throw into corners and get my knee down as the XB. I know there is a strong tendency on the UKBEG forum to badmouth the XB and praise the Tuber for being ‘the easy fix’ but I think it’s all down to people spending all these hours on their bikes, that they are dishonest to themselves as the Tubers really are. I have raced every X1 and S1 and the handling is just terrible. Also the Tuber’s standard looks are ugly compared to the XB where only the cheese grater gets in the way of beauty but is easily removable. I use my bike every day in all weathers, the XB whether S, R, TT or Uly are great bikes and reliable. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 out of 5 Ride one 30th April 2009 by svens I could write a book on here on why it’s so good but you have to experience it for yourself so go to your local dealer and take a test ride and you will see , what I mean. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 of 5 You Must Own One April 30, 2009 by ThomasD As Clarkson always says, you must own at least one Alfa in your lifetime. I have to say you must own at least one Buell in your lifetime and this is the model or the XB12R. Forget the old unreliable tube frame models, these bikes are downright fun apart from the very early ’03 bikes. It might feel weird the first time you sit on it and start it up, but when it’s your first time down a country road, you can’t stop loving it. XB riders are known for having a constant grin on their face. Handling is foolproof and superb. The engine, yes, it wants to run above 120 (I don’t know where the 150 is coming from) but you don’t want to do that anyway, but say it will do highway miles with no problems. The old nodules are known for exploding engines on highways. The XB has tons of torque and will kill any superbike cornering. Then there’s the exclusivity that shows up at your local biker cafe and you’ll see how many other Buells there are and you’ll mostly be the only one and you’ll have those mid-life crisis weekend Granpa Rossis on theirs Piss off Sunshine Bikes if you steal the show. The only problem is that you’ll have to fight your way through the crowd that’s gathered around your XB if you don’t want to flee. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

5 out of 5 Always Loved Buell April 28, 2009 by TomRider Well yeah I always have. I had an S1 and an X1, both of which had absolutely horrible engine blowers in the early stages. After driving some Nippon the XB came out and wow it looked like the deal. Love at first sight. But as I got older and matured, I thought to myself, do you want to go through it all again, get the bike fixed when the buddies ride at the weekend. Well, I went for a test drive and just had to have one. Now after 5 years and 56700ml I still love it like the first day. Thanks to Harley, the trash reliability of the old tube frame models has been sorted out and Erik still has his wacky input to the design, both of which have made a great handling bike. No other bike steers like the XB and the 1203cc’s grunt is just fantastic. If you want to stand out from the crowd without spending a lot of money on an Italo Exotica then you must have the XB!!!!! Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 2 out of 5

5 out of 5 Try it February 13, 2009 by Cornerthief If I could only write one sentence here, it would be: Just take it for a test drive. I’ll admit when you first get on it it’s a bit odd to have a tuned Harley engine that hammers away. But as soon as you open it, ohhh boy. It has power almost everywhere in the rev range and cornering is excellent. The bike just has a lot of character and always makes you smile. Regarding the comments in the test on the engine and transmission: not an issue, at least not on the 2008 model that I have. The gearing is great and there is no judder at all. Nothing wrong with the build quality these days, the above review definitely needs an update. The only thing that could be an issue is the exhaust. It’s known to rust, but so far I haven’t had any problems with it. Range: bad? That’s just wrong. Driving it as a commuter will get you 200 miles off it. And as for the spec, why it gets two stars makes me wonder since the Speed ​​Triple gets 5 stars (which is also a streetfighter) which is just as minimalist. There are tons of parts available if you want to customize it. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 4 out of 5 Value vs. Competitors 5 out of 5 Equipment 4 out of 5

1 of 5 FAT FLAT SPOT November 18, 2008 by I had a 2005 XB12s and it was excellent, especially the engine, loved the responsive punchy power. So I bought the 2008 model with its added improvements it had gained over the years making it new would have been even better. OOOHHHhh love how wrong can you be what the hell happened here. I’m so shocked at how poor the power delivery is, twist the throttle and it all stalls Open the throttle and it’s a big flat spot up to 5,000 revs where you encountered a big shudder and eventually boost. Yes I had the bike checked as I really thought there was a problem but everything is NORMAL! !!! I’m road testing an 08 xb12scg and it does the same thing. It’s a real shame because the ’05 Buell was the best bike I’ve ever had, but the ’08 model is the worst. Ride Quality and Brakes 5 out of 5 Engine 1 out of 5 Reliability and Build Quality 4 out of 5 Value vs. Competitors 1 out of 5 Equipment 5 out of 5

5 out of 5 buelltiful 14th May 2007 from alser i have had tl’s busas ccms vertematis but nothing comes close to my cherry bomb red buell xb12scg the torque is amazing it actually stopped traffic in middlesbrough the build is superb i’m used to it as it’s all suzuki is Switchgear and it’s awesome, totally unique and customizable. There is a dealer who only makes after-market parts at a trojan horse. The engine sucks, it’s expensive, but it’s worth it. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs Competitors 4 out of 5 Equipment 4 out of 5

5 of 5 xb12s2005 07 April 2007 by ducatis4rman at our ducati club run in 2005 the local dealer for ducati, hd e.t.c. in malaga spain i sent a couple of buell out on the track lots of interest shown my wife who drives 620i i duc monster loved it as did one of our sons next week we did a test run and it was a class so we ordered 2 for our use and a few for the tour business, response to this has been good, they are so forgiving if you mess it up a bit and they handle the mountain, twisty, perfect, the bottom end grunt is brilliant. and if we play with the chimney a bit, they don’t sound half as good. The only issue we had was the fuel pump was very noisy but was fixed by the dealer. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 4 out of 5 Value vs. Competitors 5 out of 5 Equipment 4 out of 5

5 out of 5 07 xb12scg April 04, 2007 by joedprf4i I really love it. I had my last bike, 03R1, for 4 years. Last weekend I drove the Buell to the country for the first time. On the Twisties & Mountains I was consistently going 5 to 10 MPH FASTER than the r1. I was just amazed at how you could become one with the buell so quickly. It feels like you’re riding a mountain bike with a great motor and great brakes, all wrapped up in a technical masterpiece of a package. can you tell i really like it Thank you Mr Buell. Ride Quality and Brakes 5 out of 5 Engine 5 out of 5 Reliability and Build Quality 5 out of 5 Value vs. Competitors 5 out of 5 Equipment 5 out of 5

Grand Rapids, MI – Buell Motorcycles is manufacturing in America again. The new Buell® Motorcycles will launch 10 performance models through the 2024 model year. The exciting models will be representative of the superbike performance and handling that has come to be expected from the legendary Buell brand. Exciting times lie ahead for American Motorcycles fans.

“Buell is back!” said CEO Bill Melvin. “We are delighted to bring Buell back with this great range of superbikes and performance bikes. We’re starting with the fastest American production bikes hand built in the USA, so that’s a nice start! We are expanding these platforms for more touring and adventure models, and then expanding our displacements to be competitive with other global brands. The passionate Buell Nation can grow and prosper again.”

Upcoming models from Buell Motorcycle include variants for dirt, dual-sport, touring and cruiser models, while adding mid- and small-displacement engines to the lineup. Buell is also in the early stages of exploring a high-performance electric model and is open to collaboration ideas with other companies. The models currently in production are hand built in Grand Rapids, Michigan and are based on the high performance 1190 platform known for Fuel in Frame, Perimeter Brake Rotor innovation, exceptional handling and high performance.

“Buell is known as the American brand for high performance, innovation and adventure. Fast is fun again on a Buell. We’re going to continue and build on that,” Melvin said. “We’ve already released a dirt bike that won an AMA Championship with Cipala Racing, and Buell will be dominating at NHRA this year. Follow us on Facebook and Instagram, where we feature passionate fans, new developments, as well as racers and drivers having fun on a Buell. The future will be fast and fun on a Buell.”

EBR Motorcycles acquired the Buell brand in early 2020 and began development to bring Buell back. Buell will be at Daytona Bike Week 2021 at the J&P Cycles Destination Daytona Mega Store. Visit the Buell booth to shop for gear, view current models and learn more about the developments of the fast and fun American motorcycle brand.

Buell is back and racing into the future!

Website: www.BuellMotorcycle.com

Email for information: [email protected]

Press: Please put “press” in the subject line of your email request.

The 2009 Buell Ulysses XB12XT is a back-road bomber with everything you need for sporty touring. (Photos by Kevin Wing)

When Buell peeled the covers off the new 2006 Ulysses XB12X at its launch in 2005 and officially entered the adventure bike category, it was a pleasantly surprising and welcome move. If you ask me every manufacturer should offer a high profile adventure/sport like the Suzuki V-strom, the Triumph Tiger 1050 and even the Ducati Multistrada. The Ulysses also embodied many of those bikes’ beloved traits – upright seating, wide handlebars, long suspension travel and plenty of room for a passenger and bags – and later testing would prove them to be even better performers on the road than some of them.

But then Buell had to go and say it also wanted people to think of the Ulysses as off-road capable to some degree — just look at those special crossover tires we made and how the belt final drive picked up a rock and can vomit without harm. Oh, and check out the cool headlight grille and hand deflectors!

Now I’m all for exploring the dirt, and it’s true that almost any motorcycle can be ridden down a dirt road…ridden slowly enough. But if you actually come out and say the bike was designed to do the same thing, well, now we’ve got to go out there and do it, damn it. Looking at the Ulysses’ 17-inch cast wheels, 95/5 street/dirt tires and tight steering, I was far from thrilled. Referring to the sub-muffler as a “strike plate,” I fumbled for my thicker gloves.

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Sitting is comfortable and upright for the most part, even for those 6ft and taller. The seat tapers forward to allow shorter legs to come down at stops.

Most of us made it through the on/off road driving introductory day without incident, but boy was I glad when the pavement reappeared. I’m sure there are plenty of XB12X owners out there happily reaching out to any Terra they can find – we wish them long legs and plenty of body armor. Just don’t let the dust blind you to the bike’s sporty on-road abilities – the Ulysses XB12X really is a great road bike, and since 2007 it’s even better with the addition of a lower seat and taller steering. But even more excitingly, Buell has recognized the line’s true potential for 2008 with a second model, the Ulysses XB12XT reviewed here, that casts aside any claims of off-road capability (much like Triumph did recently with the Tiger) and focused on being the best adventure/sport/standard it can be.

At the heart of the XB12XT is the same robust and characterful engine and drivetrain as the XB12X. Although it has a 45 degree cylinder angle and a bore and stroke identical to those of the Harley-Davidson Sportster 1200 V-Twin (Buell is a division of Harley), the Buell Thunderstorm 1203 is otherwise a proprietary design with Buell’s own Cylinders and heads, exhaust, connecting rods and pistons and more. To improve drivability and performance and reduce maintenance costs, Buell says all 2008 XB models get a larger crank pin, an upgraded oil system and a new electronic timing system and ECM that controls the all-new DDFI 3 fuel injection. Redline was also increased in the XB12s from 6,800 rpm to 7,100 rpm to expand the powerband.

Shorter travel with new springs, lighter wheels and male slider forks and Pirelli Strada tires give the XB12XT sharper handling than the XB12X and shed any off-road semblance.

Air/oil-cooled with two hydraulic overhead valves per cylinder (no adjustments needed) and electronic fuel injection, what the 1203 lacks in the top end of power it more than makes up for with a mid-range grunt. No fast idle control is required; The XT fires up and lapses into a rough idle that jars the bar, seat and bike like a vibrating Magic Fingers bed. However, as soon as you accelerate, the engine’s uniplanar isolating mounting system does its job and everything but the mirrors is smoothed out nicely, but the engine’s pulse feel and the beefy sound of the undermounted muffler remain. Even with the higher redline, the Thunderstorm likes to shift early, although it has some reserve at the top for quick bursts of speed, even with two people. On the Jett Tuning Dynojet Dyno, the XB12XT produced 88 horsepower at 6,700 rpm at the rear and 72 lb-ft of torque at 5,800, about what you’d expect from Buell’s claim of 103 horsepower and 84 lb-ft at the crankshaft.

Power flows to the rear through a five-speed gearbox with a long but smooth shift stroke and then to the belt final drive, which thanks to a spring-loaded idler pulley never needs adjustment. Even though it’s just a five-gear gearbox, we never wished for a sixth when it came to speed, as the bike is smooth, throaty and relaxed, especially at around 70-75 mph. The XB12XT runs on premium fuel and carries just 4.4 gallons in the bike’s aluminum frame. Our average fuel economy of 39.4mpg gave it a decent range of more than 170 miles, although when touring we wished for more – the low fuel warning light often flashed with less than 140 miles on the trip meter. Oil for the dry sump engine is carried in the swingarm and checking with the dipstick is a breeze.

Triple tail in snug recline mode and down on the seat.

After examining the Ulysses’ common engine and powertrain, the distinctive features of the XT model emerge. In addition to a low road front fender, the bike has a higher removable windshield for better wind protection on long rides. Because the XT won’t handle turns on narrow trails, it doesn’t have the increased steering action of the 2007/2008 X model, and we sometimes missed that tighter turning ability when paddling in parking lots and the like. Smaller 43mm legs compared to the X’s 48s on the Showa Male Slider fork save weight and are still strong enough for the road, and travel has been slightly trimmed to 4.92 inches from 6.5 front and rear shortened. The XT doesn’t need the ground clearance of the X and this helps lower the seat a little over an inch to 30.7 inches. The XT also gets triple-rate fork springs for a smoother ride on the road. Both compression and rebound damping adjustability, as well as preload, offer plenty of control up front, and changing the settings makes a noticeable difference.

Out back, the Showa rear shock gets a new dual-rate spring, is also fully adjustable, and has a remote knob for preload adjustment. Both ends of the suspension are some of the best I’ve sprung around with, with excellent control and compliance, and adjustability that can be used quickly and easily to customize the bike for touring or sport riding.

On the highway, the Ulysses XB12XT is the kind of bike I can ride all day, literally from tank to tank, with its comfortable upright riding position, relaxed legroom and smooth running at speed.

Unique in almost every way, the XB12XT is both a head turner and a street burner.

For someone with my less than 30-inch inseam, the wide, flat seat that tapers in the front is just low enough and makes it easy to slide forward and set both feet down at the stops, then slide back and spread out, as soon as he is on the way. Passengers loved the bike as it has a large rear seat with good grab bars and comfortable footpegs and the triple tail makes for excellent back support. The only flaw here is that the footpegs are very close to the saddlebags. This is not a problem on the go, especially when the passengers have to get in, as they can only touch the notch with the balls of their feet before they are seated. However, Genie gets the hang of how to mount fairly quickly, and when it’s time to dismount, the rider can do so first and let the passenger slide forward and get off the rider’s perch.

In warm weather, removing the windshield with a few screws makes for a smoother ride, but when the weather turns cooler or on longer drives, keeping the wind off your chest is less tiring. I didn’t notice any screen flapping, although the wind noise is louder when it’s installed.

The XT also excels in the twisty bits, especially when the suspension is set a little tight. Wide handlebars make quick transitions and mid-corner corrections a breeze, and sticky Pirelli Diablo Strada tires and seemingly limitless cornering clearance give the bike cornering speed at sportbike levels. Even just playfully cornering, the XT is easy to handle, has plenty of stability and holds a good line, allowing you to take in the scenery every now and then without going in crawler gear. My only gripe is the front brake, which had too much travel on our test bike. Buell’s Zero Torsional Load design attaches the single front rotor to the rim rather than the hub, transferring braking loads over a larger area, allowing the overall wheel to be lighter. Once it kicks in, the opposing six-piston caliper was strong and felt good, but would have worked a little better if the lever had less initial travel – adjusted to the tightest setting, it could be pulled back towards the grip. The XT’s rear braking felt weak and wooden, which can be useful when riding hard in the canyons, but is overall less desirable than one that’s slightly more responsive.

The engine speed is higher this year at 7,100 rpm. The gauges are large, clear and easy to read and include an LCD display with a clock, dual trip meters and a reserve odometer.

A full set of factory luggage (the optional set for the X) comes standard on the XT, and while it makes the bike quite wide when installed and requires a separate key, it’s among the best I’ve used. All three pockets are roomy and secure, with room for a large full-face helmet. They are sturdy and waterproof. Take off the trunk and the bracket can still be used as a luggage rack. Buell’s unique triple tail on the Ulysses can only be used in the down and up positions, as the same luggage rack (and trunk if installed) prevents it from going all the way back, but it still makes a good passenger backrest when it’s up and down a is stable platform for a duffel bag when lying on the seat.

Under the lockable seat is a tool box, small storage space and the battery, and there is a separate helmet lock on the left side. A pair of dual-setting toasted heated grips are standard, and we loved them as we rode in the cooler weather we experienced during the testing period. The first setting was actually quite hot on our test bike—we never used the hotter second and wished for a cooler one. Not one, but two outlets are standard for your GPS and radar detector and the like, one on top of the instrument panel and another under the seat. The XT’s dual halogen quartz headlights and bright LED brake and tail lights are great, and the Instrumentation includes dual trip meters, a clock, an odometer with fuel reserve countdown, and a tachometer.

The standard luggage set is robust, waterproof and easily removable, and each of the three pockets has space for a large full-face helmet.

As well as the front brake, our full negative list includes the fuzzy mirrors, sometimes some engine heat on the right leg and how the cooling fan keeps running after the bike is parked – often for several minutes. Buell says it’s to keep the oil from baking and help it last longer, but the sound takes a little getting used to.

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Although the faux gas tank is made out of Surlyn plastic (think golf balls), it’s easy enough to strap on a tank bag. With that and the panniers, maybe a waterproof duffel bag in the back seat, you can carry enough to keep you on this bike all the time. Drop the duffel bag, flip up the triple tail and your significant other can move in, and you two can ride off into the sunset, hopefully with plenty of turns and adventures along the way. The Buell Ulysses XB12XT is an adventure sports bike for paved roads and ready to go.

In 1983 Buell Motorcycles was founded

In 1987, Rockville, MD became the world’s first Buell dealer.

In 1998, having manufactured more than 20,000 motorcycles since Buell® started, Erik Buell Harley-Davidson sold 49% of Buell® motorcycles.

In 2007 the 1125R was produced with a new liquid-cooled, DOHC and fuel-injected V-twin engine.

In 2014 the EBR 1190SX (Naked Bike) was presented. The SX, like the RS & RX, features the East Troy V-twin engine.

The 2017 Black Lightning model is created and released in a limited edition.

In 1984 the first Buell motorcycle was built. With Erik’s help, Buell created the RW750, a full-fledged Grand Prix motorcycle for racing only in the AMA Formula One racing class. However, the class was eliminated and only 2 were ever produced.

From 1985 to 1992, in addition to running a racing parts business and consulting engineers for companies such as Schwinn and Yamaha, Erik built a line of street sport motorcycles using Harley-Davidson® engines. Success led to Harley-Davidson® acquiring a minority interest in Buell® Motorcycle Company in 1993.

In 2002, the XBR9 Firebolt was manufactured. It was the first bike to feature aluminum carrier fuel in the frame chassis and perimeter brake rotor. The XB chassis and engine derivatives grew to a sizable deal of nearly 90,000 units.

In 2009, Buell won their first AMA Daytona Sportbike class championship with rider Danny Eslick.

From 2010 Erik Buell Racing was formed, initially supplying racing parts for Buell® motorcycles and then going into production in 2011 with the 1190RS, a factory super premium road/racing bike.

In 2021, Buell is back in production with an exciting range of bikes in development.

In 2016 EBR Motorcycles was formed to continue the legacy of Erik Buell.

148mph on ice?!

Buell motorcycles sent extreme rider Craig Jones to Lake Dellen in Sweden to see how fast a motorcycle could go on ice. With a small time window and despite the elements, including extreme temperatures of -10C, Jones took a specially adapted ni

type of motorcycle

The Buell Blast is a motorcycle manufactured by the Buell Motorcycle Company from 2000 to 2009.

The Blast was designed as an entry-level motorcycle to attract newcomers to motorcycling in general and Harley-Davidson in particular. Therefore, the design goals were low cost and ease of operation and maintenance. Steps to achieve these goals include the use of an automatically tensioned belt final drive, self-adjusting hydraulic valve lifters, and an auto-choke carburetor. The engine design was borrowed from Harley’s Evolution Sportster engine with the rear cylinder eliminated. The Blast’s plastic body panels were made from Surlyn, a substance used to make the outside of golf balls to protect the surfaces if the Blast is dropped, and the paint is molded in.

The Blast was used in Harley-Davidson’s Rider’s Edge New Rider program, a course similar to the Motorcycle Safety Foundation’s Basic “RiderCourse”.

In July 2009, before ending all motorcycle production, Buell ran an advertising campaign stating that the Buell Blast would no longer appear in their lineup. The ad showed a Buell explosion destroyed in a car crusher. For 2010, a limited run of crushed Blast Cubes were made available for sale upon request. They were available in Battle Blue, Midnight Black and Sunfire Yellow and were individually signed and numbered by Erik Buell.[4]

References[edit]

Buell Motorcycle Company will break the conventions of the superbike category with the Buell 1125R, an all-new liter-class motorcycle that offers an artful balance of street and track performance. Rooted in the core design principles and character that have defined Buell motorcycles for 25 years, the 1125R offers power, handling and agility that will take its owner to a new level of riding experience.

The Buell 1125R is a third and distinct Buell motorcycle platform alongside the XB and Blast. The Buell 1125R is expected to arrive at Buell dealerships in late 2007.

“We developed the 1125R from the rider down,” said Erik Buell, President and Chief Technical Officer, Buell Motorcycle Company. “The 1125R takes Buell to a new level of performance while continuing to embrace fundamental Buell principles of motorcycle design and deliver a great motorcycling experience.”

The Buell 1125R’s riding experience is not just about its power, but about a carefully considered combination of engine performance, precise and agile handling, advanced aerodynamics and superior rider environment and control, all wrapped up in a distinctive design that leaves many of the bikes mechanical components exposed .

New V-Twin muscle

2008 Buell 1125R

The Buell 1125R Helicon engine is a new 1125cc DOHC V-twin, the first liquid-cooled engine to power a street-legal Buell motorcycle. This compact 72-degree engine is the result of a collaboration between Buell and BRP-Rotax, a leader in the design and manufacture of advanced recreational engines. The Helicon engine was developed to Buell specifications and is a Buell exclusive. It is manufactured in Austria by BRP-Rotax. The most powerful street-legal engine ever offered by Buell, the Helicon engine is rated at 146 horsepower at the crankshaft. Its V-Twin design retains the styling and character that has always defined the Buell driving experience.

The engine is housed in a new Buell Intuitive Response Chassis (IRC) with solid, rigid aluminum spars that double as fuel tanks. The new 1125R adheres to the three tenets of the Buell Trilogy of Technology – chassis rigidity, low unsprung mass and mass centralization – to deliver race-inspired agility and handling. The all-new front fascia and radiator shroud have been developed using the latest CFD (Computational Fluid Dynamics) models to provide superior aerodynamics, rider comfort and efficient airflow to longitudinal radiators and a ram air intake system.

The front wheel is supported by 47mm inverted forks. A new Buell ZTL2 front brake features an eight-piston caliper based on the brake developed for the Buell XBRR race bike. A smooth-shifting six-speed transmission is mated to a new HVA (Hydraulic Vacuum Assist) slipper action clutch that uses engine vacuum to increase clutch leverage and create a “slipper” effect when the engine is downshifted at high speed. A new Underslung muffler features dual brushed stainless steel exits.

The Buell 1125R offers an athletic riding position. Rest zone aerodynamics are achieved by controlling airflow around the rider to improve performance and comfort. The toe levers on the brake and shifter pedals are adjustable to the rider’s foot size. The instrument cluster features a large analog tachometer and digital speedometer, as well as an Onboard Diagnostic Information System (O.D.I.S.) screen and other interactive features. The cowl shape is inspired by the Buell XBRR and features six-lamp headlights. LED indicators are integrated into the mirror housings.

FEATURES

2008 Buell 1125R

The Buell 1125R represents an all-new platform from Buell Motorcycle Company that differs from previous Buell models in almost every way, while staying true to Buell’s design and engineering philosophy. While some of these ideas go against the conventional wisdom of the category, their consistent application results in a motorcycle that offers outstanding performance, handling, comfort and practicality; a motorcycle that offers an exceptional driving experience.

The Buell 1125R is a third and distinct Buell motorcycle platform alongside the XB and Blast. The Buell 1125R is expected to arrive at Buell dealerships in late 2007.

Trilogy of Technique: The Gospel According to Erik

The three pillars of the trilogy of technology underpin every aspect of Buell Motorcycle Company design: mass centralization, low unsprung weight and chassis rigidity. The goal is always to create a bike that is intuitive to use and responds to inputs predictably and accurately, allowing the bike to behave like an extension of the rider. Here are some examples of the Trilogy of Tech as applied to the new Buell 1125R:

Mass centralization and achieving the optimal center of gravity make quick changes of direction seem effortless.

The compact 72-degree DOHC V-twin engine places more engine mass along the bike’s centerline, allowing the engine to be positioned further forward in the frame.

Solid aluminum frame spars double as a 5.6-gallon fuel reservoir to carry fuel lower on the chassis.

Radiators are longitudinally mounted between the front wheel and the frame. This radiator position also allows the motor to be positioned further forward in the frame.

The muffler is under the engine and not high and behind the driver.

The chassis rigidity allows the bike to hold a precise line when subjected to lateral loads while cornering.

A new generation Intuitive Response Chassis (IRC) is optimized for torsional rigidity.

The engine is firmly mounted to the frame and acts as a structural element.

The pivot point of the swingarm is located in the engine case structure, creating a more rigid connection between the front and rear wheels.

The first OEM-spec 47mm reversible forks with reduced-friction seals mount in rigid triple clamps.

Low unsprung weight improves traction, maneuverability and stability.

The new Buell ZTL2 front braking system, which uses a single disc and a new cast four-pad caliper assembly, is about six pounds lighter than dual disc brakes.

The New Buell ZTL2 front brake transfers power from the rotor directly to the rim, virtually eliminating torsional loading on the rest of the wheel. This allows the use of a very light front hub and spoke configuration that reduces steering inertia.

The rear brake caliper is mounted directly to the swingarm, eliminating the typical brake carrier and an additional 1.5 pounds of unsprung weight.

A reinforced Goodyear Hibrex final drive belt with Flexten Plus technology weighs only 1.06 pounds compared to drive chains that weigh 4 to 5 pounds.

The Helicon engine

The Buell 1125R Helicon engine is a high-performance, liquid-cooled, DOHC, 72-degree V-twin specified by Buell and developed in conjunction with BRP-Rotax, one of the world’s leading manufacturers of recreational engines. Buell provided BRP-Rotax with a detailed specification sheet that outlined the powertrain requirements to meet the Buell 1125R’s performance goals. Buell also contributed directly to technology and design in a number of key areas including the compensating front sprocket, transmission layout, shift mechanism, motor housing, pistons, intake, exhaust and the new DDFI 3 EFI system. All of the major components of the Helicon engine are unique to Buell and designed specifically for the Buell 1125R, although some components, such as the stator and various fasteners, are used in other BRP Rotax products. The new Helicon engine remains a Buell exclusive. The Helicon engine is assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle is assembled by Buell in East Troy, Wisconsin. Its V-twin design perpetuates the looks, sound and character that have always helped define the Buell driving experience.

Rather than designing the Helicon engine to fit a specific displacement category or racing class, Buell designed this powertrain to meet a customer experience specification, both in terms of its performance and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. maximum torque at 8000 rpm. Redline is 10500 rpm. Its generous displacement of 1125cc allows the Helicon engine to produce ample peak power with a wide powerband and a flat torque curve free of dips and weak spots. The Helicon engine is designed to deliver usable power across the rev range that enhances every riding experience.

Features of the Helicon engine:

72-degree cylinder angles and a very compact case and cylinder head design allow the engine to be placed far forward in the chassis and 54 percent of the vehicle’s weight distributed to the front tires.

The 72 degree V angle provides a steep 18 degree valve angle and a straight path for the downdraft intake system.

A cylinder angle of 72 degrees reduces vibration forces. The engine is also equipped with three balance shafts: two balance shafts to cancel the primary rotating imbalance and a third balance shaft to cancel the rocking pair.

The 1125cc displacement was chosen to create an optimal 103.0mm bore x 67.5mm stroke configuration – generous bore for more valve area and better breathing and short stroke for reduced friction, increased rev range and instantaneous throttle response.

The motor features a low inertia flywheel for fast revs and smooth shifting.

The engine is a stressed element of the frame and contributes to the overall rigidity of the chassis. The swingarm pivot is located in the engine cases, providing optimal pivot location and contributing to the overall rigidity of the chassis.

Dual overhead camshafts with self-adjusting chain drive on each cylinder to intake cam and gear drive from intake to exhaust cam. This design requires less space above the cylinder head than a dual sprocket design, allows the engine to be located further forward, and reduces engine weight.

The valves are rocker operated and shim adjusted, a design derived from Formula 1 engine technology.

Rocker valve actuation reduces friction, allows the valve to open faster, and eliminates valve float. This design also allows for a steep 18 degree valve angle and downdraft fuel injection system. The design of the driver retention system allows for quick and easy replacement of shims and reduces maintenance costs. Valve covers are magnesium to reduce weight.

Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements.

Dry sump oiling reduces internal ventilation losses. An integrated oil reservoir is located on the lower left side of the crankcase casting to lower the center of gravity and keep the engine compact.

Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother gas operation and better fuel economy. Two 61mm downdraft throttle bodies provide excellent intake airflow. A new ECU controls TPS, IAC and monitors engine performance while continually adapting to the environment.

The Ram Air system pressurizes the airbox to increase peak power. The air intake is located between the front fork legs and under the fairing. Airflow to this area and the size and shape of the inlet were optimized using Computational Fluid Dynamics (CFD) models. The 12 liter airbox is designed to accommodate a large air filter and is easy to service.

Two side-mounted free-flowing radiators are longitudinally mounted in aerodynamic fairings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the fairings to direct free-flowing air to each radiator. The cowlings have an internal wing (splitter) to split airflow efficiently and are designed using Computational Fluid Dynamics (CFD) models to optimize airflow at all speeds and create a pressure differential around the radiator to force air through to pull the core. Hot air is also ducted away from the driver to improve comfort.

The exhaust system features a large-bore muffler mounted below the engine to optimize center of gravity and mass centralization. The muffler is tuned to produce a linear power and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber in the silencer further reduces noise. Two brushed stainless steel exhaust outlets produce less exhaust noise than a single side-mounted outlet.

2008 Buell 1125R

Chassis and suspension features

An all new Buell IRC (Intuitive Response Chassis) is made in the USA and is the stiffest chassis ever offered by Buell. Its rigidity is aided by the engine, which is a rigid, stressed element of the chassis. The inner frame contains airflow ducts that create a low pressure area behind the engine to draw hot air out the rear of the motorcycle. Utilizing patented Buell Fuel in the Frame technology, the aluminum frame spars double as a 5.6-gallon fuel reservoir.

The stiffness of a new cast aluminum swingarm has been tuned for the 1125R. The cast aluminum swingarm pivot is located in the engine cases to provide a stiffer connection between the rear wheel, frame and front wheel. By moving the swingarm pivot forward in the engine cases, the 1125R’s anti-squat characteristics and suspension control have been optimized. The rigid connection to the engine was used to optimize the rigidity of the swingarm in relation to the overall chassis.

A fully adjustable Showa rear shock/spring unit features an external piggyback reservoir for good heat dissipation. To reduce weight, the damper is mounted directly between the frame and swingarm without linkage, and its off-center placement optimizes airflow through the motorcycle.

Fully adjustable Showa 47mm inverted front forks and new triple clamps stiffen front end torsional response and improve steering response. A new fixed bushing slides against the hard-chromed surface of the fork tube, reducing friction. Compression adjustment can be made with a simple hex wrench tool.

The wheelbase is 54.5 inches, the rake is 21 degrees and the track is 3.3 inches.

Characteristics of the braking system

Buell’s new ZTL2 (Zero Torsional Load) front brake uses an eight-piston caliper based on a design developed for the production Buell XBRR race bike. The eight-piston design provides more pad surface area, optimizes heat dissipation ability, and allows for even pressure distribution across each of the four pads in the caliper.

The caliper casting has been optimized for clamp stiffness, giving the rider a more progressive and connected brake feel. A single 375mm stainless steel rotor is mounted directly to the wheel rim. This design produces excellent stopping power and weighs less than a dual disc system. And because braking forces are transmitted directly from the brake disc to the rim, torsional stress on the rest of the wheel is virtually eliminated. This allows for the use of a very light front wheel, which also helps reduce steering inertia.

The rear brake uses a 240mm stainless steel rotor gripped by a two-piston caliper. The caliper is mounted directly to the inner surface of the swingarm so it’s not visible, and it also weighs 1.5 pounds less than a typical rear brake.

Front and rear brakes feature braided steel brake lines for optimal feel and stopping power.

The front brake handbrake is reach adjustable. The rear brake foot control is reach adjustable, and the toe piece is adjustable to suit the rider’s foot size.

clutch and transmission functions

The HVA (Hydraulic Vacuum Assist) Slipper Action clutch features hydraulic actuation from the hand control with engine vacuum assist for less clutch effort. Vacuum assist also creates the same effect as a ‘slipping’ clutch for more controlled engine braking when downshifting at high speeds.

A close-ratio six-speed transmission is a slanted-stack configuration that is slanted to minimize overall drivetrain length and allow for optimal engine placement in the chassis. The gear ratios have been selected so that the engine can remain in its optimal power range at typical operating speeds.

A Goodyear Hibrex final drive belt with Flexten Plus technology weighs only 1.06 pounds compared to drive chains that weigh 4 to 5 pounds. The harness system is clean, quiet and extremely strong.

2008 Buell 1125R

aerodynamics

The aerodynamics of the Quiet Zone cockpit were developed using CFD (Computational Fluid Dynamics) models and experience gained in the development of the Buell XBRR production race bike. The shape of the fairing and windshield optimize airflow over and around the rider to reduce drag and improve rider comfort.

Computational Fluid Dynamics (CFD) models were also used to design the efficient, aerodynamic shapes of the radiator shrouds that direct radiator heat away from the rider.

The fairing contains a six-bulb headlamp system for brilliant street lighting at night. In daytime driving mode, two bulbs light up to improve visibility on the road.

LED turn signals are integrated into the aerodynamic mirror housings, where their placement and brilliance are more visible to other drivers.

driver interface

The Buell 1125R offers an athletic rider position with a footpeg position that offers 50 degrees of lean freedom in cornering situations.

The Quiet Zone cockpit’s aerodynamics optimize airflow around the driver.

Brake and clutch hand controls are reach adjustable.

Foot controls (brake and shifter) feature toe pegs that adjust to the rider’s foot size.

The wiring harness is pre-wired for accessory heated grips.

Features of the instrument cluster:

Large analog tachometer

Digital speedometer on an LED screen visible at a viewing angle of 50 degrees

ODIS (Onboard Diagnostic Information System) displays service codes

Four-digit security code system immobilizes the ignition

Lap timers and splits

ambient air temperature

coolant temperature

Two trip meters

instantaneous miles per gallon

Average miles per gallon

Low fuel indicator with trip count

Buell 1125R colors

Body: Midnight Black

Wheels: diamond blue

Frame and swingarm: Diamond Blue

Engine cowling: Fusion Bronze

SPECIFICATIONS

2008 Buell 1125R

Dimensions

Overall Length: 78.60 inches (1996mm)

Overall Width: 28.20 inches (716mm)

Seat Height: 30.50 inches (775mm)

Ground Clearance: 4.50 inches (114mm)

Tilt (steering head): 21°

Fork angle: 21°

tilt angle:

Soft contact, right: 48°

48° soft contact, left: 48°

48° hard contact, right: 50°

50° hard contact, left: 50°

Track: 3.30 inches (84mm)

Wheelbase: 54.60 inches (1387mm)

Tires (Corsa III):

Front: 120/70 ZR-17

120/70 ZR-17 Rear: 180/55 ZR-17

Fuel Capacity: 5.6 gallons. (21.20 liters)

Reserve Fuel Capacity: 0.8 gallons. (3.0L)

Weight:

Dry weight: 375 lbs. (170kg)

375 pounds. (170 kg) gross vehicle weight rating: 850 lbs. (386kg)

Load capacity: 395 lbs. (179kg)

engine

Engine: Liquid-cooled 4-stroke 72° V-twin

Valve Train: Dual OHC, 4 valves per cylinder, finger follower design and shimming

Bore x Stroke: 4.055″ x 2.658″ (103mm x 67.50mm)

Displacement: 68.70 cu. inches (1125 cc)

Compression Ratio: 12.3:1

Fuel Delivery: Dual 61mm downdraft throttle bodies, DDFI III fuel injection

Intake: Zero-Resistance Airbox, Pressurized RAM Air Intake

Exhaust: Tuned three-pass resonance chamber with integrated Helmholtz tuning and mass-centered mounting

Torque (North America per SAE J607): 82 ft. lbs. (111 Nm at 8000 rpm)

Power (North America according to SAE J607): 146 hp at 9800 rpm

Lubrication: Dry sump with integrated oil reservoir in lower crankcase

Oil Capacity: 4 qts. (3.8L)

Oil filtration: disposable cartridge

powertrain

Primary Drive: Helical Gear, Gear Ratio 0.554:1 36/65

Final Drive: 14mm pitch Goodyear Hibrex aramid reinforced constant pitch belt with Flexten Plus technology, 2.593:1 (70/27) gear ratio.

Clutch: Wet multi-disc clutch with Hydraulic Vacuum Assist (HVA), slipper clutch, hydraulic clutch leverage

Transmission: 6-speed, straight-cut gears

gear ratio:

1st: 2,462

2,462 2nd: 1,750

1,750 3rd: 1,381

1,381 4th: 1,174

1,174 5th: 1,042

1,042 6th: 1,000

chassis

Frame: aluminum frame, fuel in the frame

Front Fork: 47mm Showa inverted forks with adjustable compression damping, rebound damping and spring preload

Rear Shock: Showa coil-over mono shock with external piggyback reservoir and adjustable compression damping, rebound damping and spring preload

Wheels: diamond blue

Front: 6-spoke, ZTL2 cast-aluminum, 3.50″ x 17″ (89mm x 432mm)

6-spoke, ZTL2 cast aluminum, 3.50″ x 17″ (89mm x 432mm) Rear: 6-spoke, ZTL2 cast aluminum, 5.50″ x 17″ (140mm x 432mm)

Brakes:

Front: ZTL brake, 8 pistons, 4 pads, fixed caliper, 375 mm single sided, inside out, stainless steel, floating rotor

ZTL brake, 8-piston, 4-pad, fixed caliper, 375mm single-sided, inside-out, stainless steel, floating rotor Rear: Two-piston direct-mount caliper; 240 mm, stainless steel, fixed rotor

Travel:

Front wheel: 4.72 inches (120mm)

4.72 inch (120 mm) rear wheel: 5 inch (127 mm)

electric

Battery (according to Battery Council International Rating): Sealed lead-acid, maintenance free, 12 V, 12 amps/hour, 200 cca

Charging: 32A, permanent magnet, three-phase, solid-state regulator (432W @ 7000rpm, 432W peak)

Starting: 900W electric with one-way clutch

Lighting (according to national regulations):

Headlights (6-bulb headlight system with daytime running lights, 35 watts [H8]): 70 watts low beam (two bulbs of 35 watts each), 140 watts high beam (70 watts low beam with two additional bulbs). .35 watts each)

Tail/Brake Lights: 5W/21W

Turn signals: LED manual deletion

License plate light: 5W

instruments

Instrument cluster with ODIS (Onboard Diagnostic Information System) with analog tachometer with integrated shift light, digital speedometer on LED display, odometer, ODIS service code display, 4-digit security system with immobilizer, lap timer (stores up to 99 lap times) and splits, ambient air temperature , coolant temperature, average and instantaneous fuel economy, miles to service, low fuel level (plus miles driven with reserve); high beam, neutral, turn signals; watch

Colours:

midnight black;

Diamond blue frame

warranty

Warranty: 24 months (unlimited mileage)

The 2009 Buell Ulysses XB12XT is a back-road bomber with everything you need for sporty touring. (Photos by Kevin Wing)

When Buell peeled the covers off the new 2006 Ulysses XB12X at its launch in 2005 and officially entered the adventure bike category, it was a pleasantly surprising and welcome move. If you ask me every manufacturer should offer a high profile adventure/sport like the Suzuki V-strom, the Triumph Tiger 1050 and even the Ducati Multistrada. The Ulysses also embodied many of those bikes’ beloved traits – upright seating, wide handlebars, long suspension travel and plenty of room for a passenger and bags – and later testing would prove them to be even better performers on the road than some of them.

But then Buell had to go and say it also wanted people to think of the Ulysses as off-road capable to some degree — just look at those special crossover tires we made and how the belt final drive picked up a rock and can vomit without harm. Oh, and check out the cool headlight grille and hand deflectors!

Now I’m all for exploring the dirt, and it’s true that almost any motorcycle can be ridden down a dirt road…ridden slowly enough. But if you actually come out and say the bike was designed to do the same thing, well, now we’ve got to go out there and do it, damn it. Looking at the Ulysses’ 17-inch cast wheels, 95/5 street/dirt tires and tight steering, I was far from thrilled. Referring to the sub-muffler as a “strike plate,” I fumbled for my thicker gloves.

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Sitting is comfortable and upright for the most part, even for those 6ft and taller. The seat tapers forward to allow shorter legs to come down at stops.

Most of us made it through the on/off road driving introductory day without incident, but boy was I glad when the pavement reappeared. I’m sure there are plenty of XB12X owners out there happily reaching out to any Terra they can find – we wish them long legs and plenty of body armor. Just don’t let the dust blind you to the bike’s sporty on-road abilities – the Ulysses XB12X really is a great road bike, and since 2007 it’s even better with the addition of a lower seat and taller steering. But even more excitingly, Buell has recognized the line’s true potential for 2008 with a second model, the Ulysses XB12XT reviewed here, that casts aside any claims of off-road capability (much like Triumph did recently with the Tiger) and focused on being the best adventure/sport/standard it can be.

At the heart of the XB12XT is the same robust and characterful engine and drivetrain as the XB12X. Although it has a 45 degree cylinder angle and a bore and stroke identical to those of the Harley-Davidson Sportster 1200 V-Twin (Buell is a division of Harley), the Buell Thunderstorm 1203 is otherwise a proprietary design with Buell’s own Cylinders and heads, exhaust, connecting rods and pistons and more. To improve drivability and performance and reduce maintenance costs, Buell says all 2008 XB models get a larger crank pin, an upgraded oil system and a new electronic timing system and ECM that controls the all-new DDFI 3 fuel injection. Redline was also increased in the XB12s from 6,800 rpm to 7,100 rpm to expand the powerband.

Shorter travel with new springs, lighter wheels and male slider forks and Pirelli Strada tires give the XB12XT sharper handling than the XB12X and shed any off-road semblance.

Air/oil-cooled with two hydraulic overhead valves per cylinder (no adjustments needed) and electronic fuel injection, what the 1203 lacks in the top end of power it more than makes up for with a mid-range grunt. No fast idle control is required; The XT fires up and lapses into a rough idle that jars the bar, seat and bike like a vibrating Magic Fingers bed. However, as soon as you accelerate, the engine’s uniplanar isolating mounting system does its job and everything but the mirrors is smoothed out nicely, but the engine’s pulse feel and the beefy sound of the undermounted muffler remain. Even with the higher redline, the Thunderstorm likes to shift early, although it has some reserve at the top for quick bursts of speed, even with two people. On the Jett Tuning Dynojet Dyno, the XB12XT produced 88 horsepower at 6,700 rpm at the rear and 72 lb-ft of torque at 5,800, about what you’d expect from Buell’s claim of 103 horsepower and 84 lb-ft at the crankshaft.

Power flows to the rear through a five-speed gearbox with a long but smooth shift stroke and then to the belt final drive, which thanks to a spring-loaded idler pulley never needs adjustment. Even though it’s just a five-gear gearbox, we never wished for a sixth when it came to speed, as the bike is smooth, throaty and relaxed, especially at around 70-75 mph. The XB12XT runs on premium fuel and carries just 4.4 gallons in the bike’s aluminum frame. Our average fuel economy of 39.4mpg gave it a decent range of more than 170 miles, although when touring we wished for more – the low fuel warning light often flashed with less than 140 miles on the trip meter. Oil for the dry sump engine is carried in the swingarm and checking with the dipstick is a breeze.

Triple tail in snug recline mode and down on the seat.

After examining the Ulysses’ common engine and powertrain, the distinctive features of the XT model emerge. In addition to a low road front fender, the bike has a higher removable windshield for better wind protection on long rides. Because the XT won’t handle turns on narrow trails, it doesn’t have the increased steering action of the 2007/2008 X model, and we sometimes missed that tighter turning ability when paddling in parking lots and the like. Smaller 43mm legs compared to the X’s 48s on the Showa Male Slider fork save weight and are still strong enough for the road, and travel has been slightly trimmed to 4.92 inches from 6.5 front and rear shortened. The XT doesn’t need the ground clearance of the X and this helps lower the seat a little over an inch to 30.7 inches. The XT also gets triple-rate fork springs for a smoother ride on the road. Both compression and rebound damping adjustability, as well as preload, offer plenty of control up front, and changing the settings makes a noticeable difference.

Out back, the Showa rear shock gets a new dual-rate spring, is also fully adjustable, and has a remote knob for preload adjustment. Both ends of the suspension are some of the best I’ve sprung around with, with excellent control and compliance, and adjustability that can be used quickly and easily to customize the bike for touring or sport riding.

On the highway, the Ulysses XB12XT is the kind of bike I can ride all day, literally from tank to tank, with its comfortable upright riding position, relaxed legroom and smooth running at speed.

Unique in almost every way, the XB12XT is both a head turner and a street burner.

For someone with my less than 30-inch inseam, the wide, flat seat that tapers in the front is just low enough and makes it easy to slide forward and set both feet down at the stops, then slide back and spread out, as soon as he is on the way. Passengers loved the bike as it has a large rear seat with good grab bars and comfortable footpegs and the triple tail makes for excellent back support. The only flaw here is that the footpegs are very close to the saddlebags. This is not a problem on the go, especially when the passengers have to get in, as they can only touch the notch with the balls of their feet before they are seated. However, Genie gets the hang of how to mount fairly quickly, and when it’s time to dismount, the rider can do so first and let the passenger slide forward and get off the rider’s perch.

In warm weather, removing the windshield with a few screws makes for a smoother ride, but when the weather turns cooler or on longer drives, keeping the wind off your chest is less tiring. I didn’t notice any screen flapping, although the wind noise is louder when it’s installed.

The XT also excels in the twisty bits, especially when the suspension is set a little tight. Wide handlebars make quick transitions and mid-corner corrections a breeze, and sticky Pirelli Diablo Strada tires and seemingly limitless cornering clearance give the bike cornering speed at sportbike levels. Even just playfully cornering, the XT is easy to handle, has plenty of stability and holds a good line, allowing you to take in the scenery every now and then without going in crawler gear. My only gripe is the front brake, which had too much travel on our test bike. Buell’s Zero Torsional Load design attaches the single front rotor to the rim rather than the hub, transferring braking loads over a larger area, allowing the overall wheel to be lighter. Once it kicks in, the opposing six-piston caliper was strong and felt good, but would have worked a little better if the lever had less initial travel – adjusted to the tightest setting, it could be pulled back towards the grip. The XT’s rear braking felt weak and wooden, which can be useful when riding hard in the canyons, but is overall less desirable than one that’s slightly more responsive.

The engine speed is higher this year at 7,100 rpm. The gauges are large, clear and easy to read and include an LCD display with a clock, dual trip meters and a reserve odometer.

A full set of factory luggage (the optional set for the X) comes standard on the XT, and while it makes the bike quite wide when installed and requires a separate key, it’s among the best I’ve used. All three pockets are roomy and secure, with room for a large full-face helmet. They are sturdy and waterproof. Take off the trunk and the bracket can still be used as a luggage rack. Buell’s unique triple tail on the Ulysses can only be used in the down and up positions, as the same luggage rack (and trunk if installed) prevents it from going all the way back, but it still makes a good passenger backrest when it’s up and down a is stable platform for a duffel bag when lying on the seat.

Under the lockable seat is a tool box, small storage space and the battery, and there is a separate helmet lock on the left side. A pair of dual-setting toasted heated grips are standard, and we loved them as we rode in the cooler weather we experienced during the testing period. The first setting was actually quite hot on our test bike—we never used the hotter second and wished for a cooler one. Not one, but two outlets are standard for your GPS and radar detector and the like, one on top of the instrument panel and another under the seat. The XT’s dual halogen quartz headlights and bright LED brake and tail lights are great, and the Instrumentation includes dual trip meters, a clock, an odometer with fuel reserve countdown, and a tachometer.

The standard luggage set is robust, waterproof and easily removable, and each of the three pockets has space for a large full-face helmet.

As well as the front brake, our full negative list includes the fuzzy mirrors, sometimes some engine heat on the right leg and how the cooling fan keeps running after the bike is parked – often for several minutes. Buell says it’s to keep the oil from baking and help it last longer, but the sound takes a little getting used to.

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Although the faux gas tank is made out of Surlyn plastic (think golf balls), it’s easy enough to strap on a tank bag. With that and the panniers, maybe a waterproof duffel bag in the back seat, you can carry enough to keep you on this bike all the time. Drop the duffel bag, flip up the triple tail and your significant other can move in, and you two can ride off into the sunset, hopefully with plenty of turns and adventures along the way. The Buell Ulysses XB12XT is an adventure sports bike for paved roads and ready to go.

This article was originally on a blog post platform and may be missing photos, graphics or links. See About archived blog posts.

Harley-Davidson announced today that it is discontinuing its Buell product line and will permanently cease production of Buell motorcycles through October 30. According to Harley-Davidson spokesman Paul James, the discontinuation of the 26-year-old Buell brand, which has been a wholly owned subsidiary of the Milwaukee-based manufacturer since 1998, “is part of Harley-Davidson’s forward-looking business strategy. The new long-term strategy aims to drive company growth by focusing efforts and resources on the Harley-Davidson brand.”

James said, “The fact is, a dollar invested in Harley-Davidson has more impact than the same dollar invested elsewhere in reaching new riders and enriching the experience of our regular customers.”

As part of the company’s new myopia about its core brand, Harley-Davidson is also divesting itself of MV Agusta, the Italian sportbike company it bought last year.

“We’re exiting the sport bike market with these niche brands,” said James.

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MV Agusta is being sold because it was a separate business unit. Buell “was highly integrated into the overall Harley-Davidson business and distribution network,” James said, so “selling Buell as an outside entity wasn’t the best choice for the company.”

While Harley-Davidson is giving the ax to the Buell brand, it is still in talks with Erik Buell, the man who could lead Harley-Davidson in an advisory role in new product development.

No buyer has yet been named for MV Agusta. As for Buell, dealers will sell remaining Buell inventory and offer warranty, service, and repair work. Harley-Davidson expects to provide replacement and service parts for as many years as required.

Harley’s announcement to end the Buell brand comes on the same day that its third-quarter results were announced. Worldwide retail sales of Harley-Davidson motorcycles decreased 21.3% in the third quarter of 2009 compared to 2008.

– Susan Carpenter

Photo: Buell Motorcycles

In 1983 Buell Motorcycles was founded

In 1987, Rockville, MD became the world’s first Buell dealer.

In 1998, having manufactured more than 20,000 motorcycles since Buell® started, Erik Buell Harley-Davidson sold 49% of Buell® motorcycles.

In 2007 the 1125R was produced with a new liquid-cooled, DOHC and fuel-injected V-twin engine.

In 2014 the EBR 1190SX (Naked Bike) was presented. The SX, like the RS & RX, features the East Troy V-twin engine.

The 2017 Black Lightning model is created and released in a limited edition.

In 1984 the first Buell motorcycle was built. With Erik’s help, Buell created the RW750, a full-fledged Grand Prix motorcycle for racing only in the AMA Formula One racing class. However, the class was eliminated and only 2 were ever produced.

From 1985 to 1992, in addition to running a racing parts business and consulting engineers for companies such as Schwinn and Yamaha, Erik built a line of street sport motorcycles using Harley-Davidson® engines. Success led to Harley-Davidson® acquiring a minority interest in Buell® Motorcycle Company in 1993.

In 2002, the XBR9 Firebolt was manufactured. It was the first bike to feature aluminum carrier fuel in the frame chassis and perimeter brake rotor. The XB chassis and engine derivatives grew to a sizable deal of nearly 90,000 units.

In 2009, Buell won their first AMA Daytona Sportbike class championship with rider Danny Eslick.

From 2010 Erik Buell Racing was formed, initially supplying racing parts for Buell® motorcycles and then going into production in 2011 with the 1190RS, a factory super premium road/racing bike.

In 2021, Buell is back in production with an exciting range of bikes in development.

In 2016 EBR Motorcycles was formed to continue the legacy of Erik Buell.