In the world of sport bike designers, Erik Buell has always been kind of a square peg in a round hole. Or maybe it's the other way around. Whatever, where just about every other manufacturer is producing high-tech, high-revving, multi-cylinder screamers, Buell has stayed with a V-twin layout through thick and thin. There have been numerous engineering changes and refinements over the years, of course, but just about all Buell models utilize a Harley-Davidson Sportster-derived powerplant - or, in the case of the Blast, half of one.
Buell actually began his relationship with Harley-Davidson in the early 1980s, but prior to that, he was a penniless, Kraft dinner-eating privateer who poured every nickel he had back into his racing career. He built and raced a succession of Kawasaki, Ducati, and Yamaha-powered bikes but committed full-time to Harley-Davidson when it bought his company outright, in 1993.
There have been some ups and downs with Buell bikes over the years....they tend to vibrate more than most and reliability has been a constant issue. But for 2008, there are now nine different models in the line-up, ranging from a beginner's model to point-and-squirt "streetfighters".
Perhaps the most revolutionary change comes in the form of the new-for-‘08 1125R, which features a liquid cooled, Rotax designed engine....a first for Buell. "Harley-Davidson has had a long-standing relationship with Rotax," explains Stuart Wells, sales supervisor for Trev Deeley Motors in Vancouver, "and, if they'd done it all themselves, it would have taken Harley/Buell until 2010 to get a new motor ready for the 11225R." As well as building snowmobile components, Rotax supplies engines for BMW and Aprilia.
Displacing 1125 cc, with four valves per cylinder, a pair of overhead camshafts and electronic fuel injection, the new powerplant develops some 146 horsepower. Factor in the 1125R's 10,500 rpm redline, six-speed gearbox, and a weight of just 170 kilograms, and you have one of the faster sport bikes on the market. Although it still retains a V-twin engine layout, the powerplant in the 1125R has nothing in common with its air/oil-cooled stablemates. It's no secret that until now, Buells have been eating their competitors' dust once the rpms start to climb and the "red mist" descends, and the 1125R is a pretty clear attempt to turn that around. It starts at $12,919.
Its companion in Buell's sportbike lineup is the XB12R Firebolt, which is still propelled by a tweaked version of the Sportster engine. Displacing 1203 cc, it soldiers on with overhead valves and a pair of pushrods....enough to give it 103 horsepower. While it won't keep up with the 1125R, the Firebolt is still a very lively motorcycle, with quicksilver handling, excellent braking and a price tag of $10,719.
It's also very similar in execution to the Buell Lightning series, of which there are five variations. This is the company's so-called streetfighter category, and all five are powered by the same ohv engine as the Firebolt. They also share a five-speed transmission, belt final drive, and Buell's unique aluminum truss frame design that has the upper components doubling as a fuel reservoir. "I hate the way a bike handles with a full tank of gas," says Erik Buell. In a nutshell, all models in this category are separated by relatively cosmetic things like riding position, seat height, overall length, suspension set-up, and paint choices. Prices range from $9,699 to $11,289.
Almost as revolutionary as the 1125R is the Ulysses, or XB12X. Why? Because it's ostensibly an adventure/tourer that can be taken off-road without self-destructing. Again, air-cooled, 1203 cc ohv engine with five-speed transmission and belt final drive. With an 808-millimetre seat height, the Ulysses features one of the higher perches in the motorcycle industry, and is pretty much out of the range of all but the tallest riders....at least if they want to get both feet on the ground at the same time. There is, however, a low seat option, which will reduce saddle height by some 38 mm. The Ulysses comes with an upright riding position, heated handlebar grips, 165 mm of suspension travel, a quick-detach windscreen, and funky Pirelli Scorpion off/on road tires. Not to mention a full range of accessories that include hard bags, an expandable tank bag with map pocket, handlebar guards, a comprehensive tool kit, and even a waterproof bolt-on navigation system. The Ulysses is definitely meant for long distance, "hmmm, that road looks interesting" riders and starts at $12,379.
Last, and some might argue, least, is the Blast. Aimed at beginners and novices, the very rideable Blast has a single cylinder, 492 cc engine that is essentially a Sportster engine cut up the middle. What it may lack in power, it makes up for in toughness, and the Blast can withstand the missed shifts, over-revving, and dropsy that invariably accompanies the learning experience. Cheap enough to get you started at $5049.
It's also interesting to note that Buell now offers for sale "Thunderstorm" high-flow, re-contoured cylinder heads and re-designed oil pump drives that can be retro-fitted to some of their V-twin models going back to 1995. It may not have the same high racing profile as companies like Honda, Suzuki, and Kawasaki, but Buell still realizes that its customers have a need for speed.
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