Buell Motorcycle Company
[11] Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.
[11] By 2008, Harley's credit arm, Harley-Davidson Financial Services (HDFS), was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected.
[11] Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike".
[11] In a news release on the Buell website the same day, company officials thanked customers, employees, and dealers for "an unforgettable ride".
[16] 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.
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,[18] 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.
"[19][20] 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.
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.
[22] Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg‑US or 3.4 L/100 km or 84 mpg‑imp with the Blast), and in torque (the 1,203 cc version produces 110 N⋅m or 81 lbf⋅ft).
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.
[23] 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.
[23][24] Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.
[11] The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside and the production on this model was stopped at 5000 after only 3 years.
The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat.
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.
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.
[11] It was a popular bike, but never sold at Harley marketing department's expected volume, partly due to the significantly higher price.
Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use.
A different frame with more fuel capacity, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail: 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 146 hp (109 kW).
There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.
[11] The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.
[11][39] 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.
Buell produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams.
[11] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.
Rider Hector Arana clinched the title at the Southern California NHRA Finals on a Lucas Oil backed Buell.
