Buell Motorcycles is an American motorcycle manufacturer based in Grand Rapids, Michigan. It was founded in 1983 by ex-Harley-Davidson engineer Erik Buell.
Harley-Davidson acquired 49 percent of Buell in 1993, and Buell became a wholly owned subsidiary of Harley-Davidson by 2003.
On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.
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 produced through Harley-Davidson was on October 30, 2009, bringing the number manufactured to 136,923. In November 2009, Erik Buell announced the launch of Erik Buell Racing, an independent company run by Erik Buell which initially produced race-only versions of the 1125R model, then subsequently offered an updated 1190RS model for the street or the track, and produced further improved 1190RX and 1190SX models which are intended for street or track use.
In February 2021, Buell Motorcycles announced that motorcycle production had returned, under the ownership of Erik Buell Racing (EBR). Buell announced they will use the superbike platforms developed from 2011 to 2020 to build out their model line up to approximately ten models in 2024. The models will include variations for touring, dirt, adventure, and cruisers.
History
The first Buell motorcycle, the RW750, was built in 1983 purely for competition in the AMA Formula 1 motorcycle road racing championship. At the time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Erik Buell turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley. In 1987 Rockville Harley-Davidson in Rockville, Maryland (now District Harley-Davidson / District Cycles, formerly Battley Harley-Davidson / Battley Cycles in Gaithersburg, Maryland) became the world's first Buell dealership and the owner, Devin Battley has Buell #1, an RR1000 in his personal collection.
In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Buell discontinued BRAG in 2006, stating the changes would improve "the privileges and ownership experience for all Buell owners more than ever before." In 1998, Harley-Davidson bought a majority stake and took control of Buell Motorcycle Company, and the company became a subsidiary. Since then, Buell has used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.thumb|The Buell motorcycle factory in [[Grand Rapids, Michigan]]
Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built for the XR1000 Sportster. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.
The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Under Liquid Asset Partners's ownership, the company took the name "EBR Motorcycles" in 2019, and subsequently acquired the rights in the United States to the Buell nameplate.
rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system,
and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."
Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank.
Also, all Buell models have a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque. Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.
Buell engines were designed to be street-friendly both in fuel efficiency (up to with the Blast), and in torque (the 1,203 cc version produces ). They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams. Buell advanced its 1190 platform significantly under the Erik Buell Racing tenure. Engine technology improved to the EV-V2 1190cc 72 degree V-Twin that produces 185 horsepower at 10,600 rpm and 102 ft. lbs. of torque at 8200 rpm.
Buell models
Tube-frame bikes (1984–2002)
RW 750 Road Warrior (1984)
The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. 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 the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.
Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).
S2 Thunderbolt (1994–1995)
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—well over the 300 units Buell had projected.
X1 Lightning (1999–2002)
The X1 Lightning was the successor to the S1 Lightning line. It used the Thunderstorm heads, fuel injection (Dynamic Digital Fuel Injection), and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat.
S3 and S3T Thunderbolt (1997–2002)
thumb|1999 Buell S3 Thunderbolt
The S3 Thunderbolt sport-touring model was produced from 1997 until 2003, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output in 1997 and jumped to in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes 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 Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change was with the new Dynamic Digital Fuel Injection (DDFI) system, which replaced the old carburetor.
The S3 had a half fairing that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also had hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar 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.
M2 Cyclone (1997–2002)
thumb|2000 Buell M2 Cyclone
The M2 Cyclone was produced from 1997 to 2003. It was in the middle of the Buell line up 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 more comfortable riding position, but was also heavier. The M2 Cyclone filled the gap between the sport and touring models with a bigger 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 transmission. The frame was tubular CrMo steel.
Blast (2000–2009)
thumb|2000 Buell Blast
The Blast was Buell's only model to use a single-cylinder engine. With displacement and dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools.
XB-series (2003–2010)
thumb|2003 Buell Lightning XB9S
thumb|2006 Buell Lightning CityX XB9SX
thumb|2007 Buell Firebolt XB9R
thumb|2009 Buell XB12S Lightning
The XB powertrain still had its roots with the Harley Sportster powertrain and was designed for both projects. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. The XB9 engines had a displacement of , and the later XB12 engines had . The XB12 engine had a longer stroke of compared to that of on the XB9. The cylinder bore size between both engines was identical at .
The Buell Ulysses XB12X debuted in July 2005. It had seating, ergonomics, and long-travel suspension that are suited for use on unpaved and rough roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a seat height, the XB12XT also has wheels that are approximately lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.
XB2 type
A different frame with more fuel capacity, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail:
- Lightning Long XB12Ss
- Lightning Super TT XB12STT
- Ulysses XB12X
- Ulysses XB12XP
- Ulysses XB12XT
1125-series (XB3, 2007–2009)
1125R
thumb|Buell 1125R 25th Anniversary Signature Edition
In July 2007, Buell announced the 1125R, a sport bike which departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing . It produces of peak torque but varies less than of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.
The Helicon engine was developed and built by BRP-Powertrain in Gunskirchen, Austria southwest of Linz. It was done in response to customer feedback, which said the 1125R was not what was wanted, and causing Buell to shelve plans for a streetfighter, going for a cafe racer instead.
The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.
Buell 1125RR
In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market. On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at the Southern California NHRA Finals on a Lucas Oil backed Buell.