25 Years of Buell by Court Canfield and Dave Gess, arrived last week and I read it over the weekend. This is a very complete history of the Buell Motorcycle Company starting with Erik Buell’s early years and interest in motorcycles right up through the current Buell 1125R. If you are the least bit interested in Buell motorcycles, this is a must have book, and no matter how much you think you know about them, you’re sure to come away knowing far more, not only of Buell, but, of the work involved in starting a production motorcycle business. Even if Buell in particular is not your primary interest, you’ll have a much greater appreciation of what Erik Buell has accomplished.
The book covers in some detail the RW 750, Erik’s first production motorcycle, a race bike with a square 4, rotary valve, water cooled 2 stroke engine. It wasn’t very well known and suffered through a series of engine problems. When the AMA dropped Formula One, it had no class to race in so the market for it disappeared, however, Erik learned a lot about actually producing a motorcycle and the effort resulted in a Cycle magazine article which brought Buell wider attention.
His next motorcycle, the RR 1000, used a Harley Davidson XR 1000 engine in the same Buell chassis design he developed for Lucifer’s Hammer II, a Harley Owner’s Group sponsored racer. The RR 1000 featured fully enclosed aerodynamic bodywork which was a refined version of the RW 750. These two motorcycles really laid the groundwork for the many models to follow and the story of how each ensuing model evolved is fascinating.
Erik Buell focused on building the best motorcycle he could at every step and the story that emerges over the years is one where Erik’s determination combined with his team, both carefully selected and sometimes fortuitously found, kept the company alive when it seemed it would take a miracle to stay in business. Those early RW 750s and RR 1000s were built in the Buell “factory,” an out building on a farm in Mukwonago, Wisconsin where they managed to produce the first bikes before moving up to a Quonset hut, not the picture many imagine when thinking of a growing motorcycle manufacturer. Money was always tight but if bikes could be produced, shipped and paid for, the parts could be reordered to build more.
These shoestring beginnings led to a company which has now produced well over 100,000 motorcycles while building an extremely loyal following among owners and the book is filled with many stories along the way of the “challenges” a small but growing business encounters.
A good example was when the S1 was being designed, Buell settled on the large round headlight, same as used on the Ducati Monster and an older BMW as the unit they would use. Ordering a few from Bosch, for preproduction bikes, everything checked out, so when S1 production was scheduled to begin, Buell ordered hundreds more and Bosch said, “Thank You, we’ll deliver them next summer.” It turns out the unique light was only produced in a single batch once a year based on Ducati and BMW order numbers with a few left over, so those were all they had. Calling Ducati, they found some in the U.S. and Ducati North America contacted Italy to dig up a few more, enough to launch the S1 but only enough for two weeks of production. When BMW heard of Buell’s predicament, they found enough to solve the problem as long as Buell agreed to order through a BMW dealer. So Buell went to the somewhat surprised BMW dealer in Milwaukee and ordered $10,000 worth of headlights at the parts counter, not your average January order, but Buell S1 production was secured.
The book covers how the vital investment by Harley Davidson came about as well as the move to the XB series and away from the original tube frame models. Every new model brought something different to the lineup and though they haven’t covered the entire spectrum of motorcycle possibilities, 100,000+ motorcycles over 25 years is a long way from hand building bikes in farm buildings and Quonset huts.
One aspect of the company that gets a lot of attention is how much each employee matters in the process of building the bikes. Everyone is empowered to make sure the bikes sent from the factory are done right, not just “good enough.” I like that.
Every Buell model is covered along with specs for each and a photo. There are many photos illustrating the early years, the people involved, factory photos, Buell motorcycles at Bonneville, including Team Elves and continuing up to the present. There are lots of sidebars explaining how various technical features were developed and more stories of unexpected events that made the business a real roller coaster ride.
As an early Buell owner myself, a 1989 RS 1200, I found it an eye opening and inspiring read, especially when I saw what a precarious operation it was in those days. I can now better understand the “interesting little challenges” I often experienced which sometimes made me question my decision to buy a bike so little known and new to the market.
I highly recommend this book for many reasons but especially for the story it tells about commitment to building not only a motorcycle but a motorcycle business. If you like the articles about the builders and motorcycles featured on The Kneeslider, you’ll really enjoy this book.
Link: 25 Years of Buell
Ron in Cleveland says
Thanks for posting this book about the Buell legacy. I am one of those loyal Buell fans and wholeheartedly agree that the Buell story is amazing and should be told.
taxman says
i loved my buell while i had it. and i miss it now that it’s gone.
Jesse says
I’ve been thinking about getting rid of my Sporster for something with a smoother more comfortable feel and the Buell looks like it might fit the bill. I love the fact that even to this day they care about the bikes this much.
Jeff says
Just got back from riding my Firbolt logged on and was happy to see this posted . What I like about the Buell riding experience is it is somewhat primitive and modern at the sametime . It has the mechanicalness I like in motorcyles and inovative in the ergos,handling and pratical usable power I enjoy in motorcycling and easy/cheap to maintain unlike a certain make from Italy ….wink wink 🙂 That was one of the reasons I bought a Buell not to mention that it was different,affordable to own and made in the USA by people as passionate about motorcycles as I am . It works for me 🙂
Jesse says
Jeff, how would comfortable would you say the Buell is on long trips? Would you consider touring on it or is it completely out of the question?
tom w. says
I’m a big Buell fan. Loved the book, waiting for the movie.
Derek says
Jesse,
If your gonna go on long rides get the xb12ss. I got it in the 2007 Black. She is so beautiful. I have the Touring seat. but am looking at corbin. They have a seat for the long with a detachable backrest for your lady friend. Also sent the stock muffler back east and had it made into a Drummer. With that as the only change (no airbox mod, no race ECM) it runs perfect and sounds like it should. Traded a 2003 Dyna to get her. will never go back.
hoyt says
who remembers the first time they saw a Buell going down the road?
It was exciting for me because I had just moved from a small town far from any Buell dealership. Then, in my new city, there it was! Almost like seeing a rare exotic machine from Europe, but better. Good memory. I also got a kick out of seeing dozens of Buells throughout northern Italy 3 years ago.
Jeff – I agree totally with your remark: “…is somewhat primitive and modern at the sametime”.
The Firebolt is a collector’s item for that unique blend. It is very difficult to pull off this mix of old/new. If I could, I would buy a fresh Firebolt before they’re gone.
kneeslider says
“who remembers the first time they saw a Buell going down the road?”
I remember, and I was on it! 🙂
Derek says
my first Buell experiance? was a tube frame lightning with the dark blue/purple frame. and it was just puttin along. i got up next to it and he down shifted, the bike grew a couple inches and it was gone.
Jeff says
Jesse. The XB12ss would be a better for touring as Derek suggests . I’ve put 400 miles in one day on my Firebolt . It wasn’t all that uncomfortable with frequent stops about every hour or so . Most of my riding is between 60 to 140 miles depending on where I go with no problem for this 50 year old body of mine 🙂 I travel light but at a fast pace :)I would like to see a Buell Sport Tourer on the menu in the future .That would be sweet when I turn 70 🙂
Jesse says
I was looking at the XB12Scg because I’m on the shorter end of the spectrum at 5’6″ and that one is the one with the seat height that makes me feel comfortable on it.
A Buell sport tourer would be brilliant because it would prevent me from buying a BMW which is ridiculous to insure around here for some reason.
B.Case says
Great book indeed. Erik has been a great inspiration for me, and I hope this story inspires others to follow their dreams.
-brian
RandyXB9R says
I’ve owned a Firebolt since 2002 (2003 early release) and although a Uly would be a better bike for me, I simply cannot bear to sell “Grin”, my XB9R. I too have done 400 miles days and they’re not too bad, especially if you’re conditioned to the seat after no riding all winter. I use soft luggage, set the suspension to full soft, put the tires up to the high end of the recommended range and get between 58 and 63 mpg averaging 72 mph. The soul of this bike has me. The effort Erik put into surviving with the company has my loyalty as do his workers. This is a bike that truly serves me, not the other way around. I’ve added the Heli bar risers and Lightening pegs, race kit, and that’s about it. As I’ve got back problems, one day I’ll put on the American Sport Bike handlebar conversion kit (easier to control on gravel roads where I explore) and I’m going to upgrade from the 2003 belt system to the more modern one this winter. Fuel magazine has the listing of parts for it and ASB has a kit also.
I’ve bought one belt so far and tires, oil, filters… 16,000 miles and I really have to go for a ride now…
Best to all,
R