The re-return of Buell Motorcycles

Thanks to Erik’s racing background and out-of-the-box design, Buells have always been good, if a little quirky handling.

Set quite firmly on its fully adjustable suspension (Wilbers forks, Showa shock) and with a stiff feeling from its chassis, the SX is a good-handling bike that is a step above a roadster but not at modern super-naked levels.

The single front disc has enough stopping power and it is good to see top-quality Pirelli Diablo Rossi IV tyres, however the SX’s sportsbike heritage means that it has a very limited turning circle, which is annoying.

More worryingly, the Buell lacks a sidestand cut-out switch, meaning you can ride off with the stand down. This is quite a dangerous oversight that needs sorting out fast. And there is also the issue of ABS...

The Buell’s rim-mounted front brake is one of the brand’s unique design points but it also makes fitting an ABS sensor much harder, which is why every Buell has to be individually approved by the DVLA.

Buell are working on a new twin disc model that will have ABS and can therefore pass Euro5+ regulations, which will be sold alongside a ‘heritage’ model that will retain the rim-mounted disc and require MSVA-approval. Until then, no European country can road-register a Buell as only the UK allows MSVA approval...

The 72-degree liquid-cooled V-twin engine can track its roots back to the 1125cc motor designed and built by Rotax for Harley, but it has evolved.

Buell have brought production in-house to their facility in Grand Rapids, Michigan, and it features the more efficient EBR-designed heads as well as the larger 1190cc capacity it grew to under EBR and some internal updates.

A very analogue-feeling motor, the V-twin has a smooth and progressive throttle connection but once up and running it is very lumpy and quite agricultural.

The gearbox action, despite being precise, is clunky (a quickshifter is an optional extra) and it runs hot with the noisy side-mounted fans continually clicking on. And the Hammerhead runs even hotter due to its full-fairing restricting airflow.

Packing a claimed 182.4bhp, you expect it to be faster than it is but the power delivery is quite lazy and relaxed. It doesn’t feel anything like as wild as KTM’s naked V-twin offering.

It’s not a motor that bowls you over in terms of its performance characteristics but it feels authentic to Buell in its attitude and spirit, which is what Buell enthusiasts will probably prioritise over peak power.

Despite retaining a ‘cable’ throttle, the SX features 20-level traction control, which although not the most advanced system is still good to see on a bike with a claimed 101.6ft.lb of torque.

The new generation of Buells are hand-made in Grand Rapids, Michigan, and there are lots of lovely features. The suspension is fully adjustable, the bodywork carbon fibre, foot controls adjustable, levers span-adjustable, and more.

But there are also disappointing areas such as the ugly white coolant reservoir on the SX which sticks out like a sore thumb (it needs a cover or to be painted black) and a few bolts that need to be cut to length.

When it comes to reliability, Buells have a pretty poor reputation but the UK bikes come with a three-year warranty and importers Rainbow Moto say they have access to a full range of spares.

It is also worth noting that the engine has a ‘soft limiter’ so you can’t over-rev it when it is cold. Bikes take roughly two weeks to build with shipping from America adding five to six weeks to this time frame.

Costing £22,500, the 1190SX is far from cheap and the Hammerhead is £1000 more at £23,500. Insurance shouldn’t be an issue as once they are MSVA-approved they have a UK registration number, not a Q-plate.

Buell have made the bikes deliberately analogue and aside from traction control there are no other electronics – not even a fuel gauge on the colour dash. No power modes, no engine braking control, no ride-by-wire, no connectivity, nothing.

When it comes to optional extras you can select to have the carbon bodywork painted instead of clear-coated (roughly £1000 depending on the colour/design) and the chrome parts anodised black instead (£1000).

A race exhaust end can is £780 with a dedicated ECU map, comfort seats £800 and an Öhlins steering damper £700. Prices are still being finalised but the figures here should give you a representative idea.