Erik Buell: From Rags To Riches

Design
As the name implies, the design department works extensively with CAD to develop practically every facet of the bike, often jumping from the computer screen to clay or fiberglass mock-ups. But with such a small staff teams often fulfill many roles, and in the case of Matt Sheehan, lead designer for the 1125 chassis, when he’s not punching numbers on the computer he’s donning his leathers and evaluating the bikes in real-time. Information learned here then gets passed on to the other two departments for further investigation.

Analysis/Testing
Essentially every Buell is born here in the analysis and testing department. Research and development is carried out here on complex computer programs that test for everything from theoretical top speed to chassis stiffness. After a series of computational tests for a certain piece, that information is then sent to the testing department, where specific tests are performed on special apparatuses for each part. Ideally, the computer results should match those received by the test lab. If so, then the design process continues. If not, more investigation is done to determine the cause of variance. Believe it or not, the analysis “team” consists of just three people working in what’s essentially a glamorized hallway. In that hallway, however, lies all sorts of inspiration—scale model grand prix motorcycles, racing posters, engineering magazines, even a full size 1125CR. Whatever the inspiration, this team is responsible for the design of the eight-piston caliper used across the XB and 1125 line. And just like the design team, the analysis team are also riders.

Race Shop Erik has never lost touch with his roots and has a separate building located about 100 yards from the main plant dedicated to making Buells go faster. The shop is remarkably clean and organized with shelves dedicated to specific items—engines in one, forks in another. Parts are developed and available for both the air-cooled and 1125 lines, and if you’re a licensed racer a simple call to Buell will get you squared away (for a nominal fee, of course). During our visit to the race shop the main attraction was the 1125R, both in AMA Daytona Sportbike and Canadian Superbike trim. Remarkably, details about the Daytona Sportbike spec 1125R were by no means kept secret, as a full breakdown of the bike can be read in our ride piece here: www.sportrider.com/bikes/2010/146_2009_Buell_Daytona_Sportbike_1125R/index.html. Conversely, details about the Canadian Superbike version weren’t as easy to come by. One thing we did notice was that the side-mount radiators were stacked vertically instead of laterally on the Daytona Sportbike (and production) version. This experimental setup weighs less, but it’s still not known if it’s as efficient.

It deserves to be mentioned again that the entire number of people on Buell’s payroll is less than 200. For a company that started with Erik himself building bikes in a garage heated by a stove in the corner, to one that now distributes all over the world and has won three Daytona Sportbike races, Erik’s never-say-die attitude is shared by all who work for him. It’s this dedication that keeps everyone coming back. And speaking of 200, during the acquisition by Harley-Davidson Erik realized that his brand could carry on long after him. That prompted him to write a 200-year plan for his company. Love him or hate him, he’s always been looking towards the future because, according to him, “there’s no point looking backward.”