| Author | Message | ||
     Greatlaker |
Source.http://www.cnet.com/news/ebr-return-of-the-great-a merican-sportbike/ by Tim Stevens @Tim_Stevens April 14, 2015 1:40 PM PDT Erik Buell stands at the end of an assembly line in East Troy, Wis. A pair of mirrored safety glasses hides his eyes. With blue jeans, a black shirt and close-cropped gray hair, you'd never know he owns the place. We're standing in a nondescript gray building outside of Milwaukee, about 45 miles from Harley-Davidson headquarters. That company builds low, wide, chrome and loud motorcycles by the thousands. Here, on Buell Drive, they're building bikes, too. But these are different. They're tall, skinny, brightly colored. These bikes use modern designs and cutting-edge tech in the pursuit of modern performance, not maximum nostalgia. Built by hand, just 10 bikes roll out each day. The assembly line is tiny by industry standards, starting with raw engine components -- pistons, cranks, valves -- that gradually come together to form a complete motor. Then the line cuts 90 degrees to the right, where workers bolt more components directly onto the 1,190cc V-twin engine. Exhaust, airbox, swingarm, suspension and subframe -- all wrap around a core lump that gradually takes shape as a motorcycle. Finally, with the bike's wheels in place, the team lifts it off the line and deposits it on an elevated rolling road, a set of drums that allow a motorcycle to be ridden at speed without going anywhere. "It's actually really hard to ride on those things," Buell says, as a technician straddles the freshly built machine and stabs at the starter. This has happened thousands of times before, but still Buell can't suppress a smile as the latest bike bearing his name takes its first run. In the world of motorcycling, the name "Buell" is often associated with innovative engineering and creative design. In business,it's clearly aligned with thickheaded perseverance and dogged determination. Buell intially dropped out of college to play music. "That didn't go so well," he admits, so he got a permanent gig as a motorcycle mechanic, embracing a passion for bikes he'd developed in his youth. He went back to school, took night classes and earned an engineering degree in 1979. But he spent what little free time he had left racing sportbikes, approaching the sport's upper echelons despite a limited budget. After graduation, offers came in -- comfortable engineering jobs at comfortable companies working on industrial components and machinery. But the jobs didn't hold much appeal for Buell. Passionate about sportbikes, he was tempted by jobs with the US divisions of Japanese makers like Honda and Yamaha. After all, these companies did (and still do) build some of the best racing bikes. But after learning that he'd be doing little more than rubber-stamping Japanese designs for rides on American streets, Buell kept looking. He landed at an unlikely place: Harley-Davidson. "I was a road racer...I never rode Harleys. I had one when I was 16 and realized it didn't handle. I lived in Western Pennsylvania, where the roads are all wide. I realized, 'This is horrible.'" Yet at H-D, Buell had the opportunity to do real motorcycle engineering. As a junior test engineer, he immediately started making major contributions to Harley-Davidson designs. Five years later, the allure of racing proved too strong. Buell filed his resignation. H-D countered, offering him the role of chief engineer. He turned it down. Buell set up Buell Motor Co. and began building racing bikes. His first was the RW750. RW stood for Road Warrior, and he designed it specifically to compete within the American Motorcyclist Association, the largest US sanctioning body for two-wheeled pursuits. It was fast and far more affordable than the competition. The company was off to a great start. It wouldn't last long. Built for AMA's Formula One class, the RW750 was neither street legal nor eligible for any other racing class. Plus, the AMA production-based Superbike class was gaining popularity, and Formula One was fading. "The year I offered it for sale, they shut down the Formula One bikes -- nothing but superbikes," Buell lamented. "All bikes had to be street legal." Harley-Davidson immediately offered to hire him back. Buell declined, but he did accept some help. "I built this thing with a Harley engine, I got a bunch of patents on it, and that was the first RR1000," Buell recalls. "It had some really cool innovations to make a really light, good-handling bike -- the silk purse from a sow's ear." The H-D motor necessitated a key innovation. The big, rumbling lump produced good power but shook too much to be bolted to a race chassis. Buell created mounts that let the motor vibrate vertically while being rigidly mounted horizontally, stiffening the frame without shaking off the rider. Buell had to sell 50 bikes to meet AMA regulations. H-D helped again, putting the bikes in some of its dealerships. Meanwhile, Buell kept refining his design, creating versions with bigger motors and more speed. "The business just kept going and going, and growing, and after 10 years, in '93, Harley came to me: 'We know you're still small, but you keep growing and your bikes are getting a great reputation. We think we'd like to have a sportbike division.'" Harley bought 49 percent of Buell's company, and then in 2003 acquired it completely. Six years later, Buell would be out of business again. It's one of those unpredictably rainy days in Indianapolis. Skies are clearing, but the pavement around me is still hours away from drying. It's an awful, awful lot of asphalt, a 2.5-mile-long, 50-foot-wide oval ribbon of the stuff with a twisty road course cutting through the middle. When the Nascar boys and girls run around in circles here, there's a track dryer available, a truck that creates 500 mph winds to disperse the standing water. Today, there are only a dozen or so people at the Indianapolis Motor Speedway, and instead of 50 massive stock cars with droning V8s, there's just a handful of sportbikes -- albeit with droning V-twins. Those engines are built in Wisconsin, but not by H-D. The bikes aren't Buell's, either -- at least, they don't say "Buell" on the tank. They are, however, very much a product of the man himself. The logo on the tank simply says "EBR," and the bike is the 2014 1190RX. The $18,995 superbike, built by hand in the US, is the culmination of Buell's decades of expertise. Its 185 horsepower makes it the fastest street bike he's ever produced. But this bike isn't just about power or handling -- or even about speed. It's about enjoyable riding on the street, on the track. The comprehensive electronics package, highlighted by a full-color LCD, can take credit for a large part of the ride experience. The panel's flexible display is appropriate whether you're timing laps or just cruising. The display, and the three glove-friendly buttons to the left, let you speedily toggle through multiple traction control modes. Traction control on a bike is not particularly novel, but having 21 settings definitely is. Harley-Davidson was initially a warm and welcoming parent, giving Buell the freedom to build and sell his bikes how hewanted, where he wanted. Buell preferred selling through dealerships that knew and understood the sportbike buyer, a shopper who is culturally, stylistically, and financially distinctive from the average member of H.O.G. -- the Harley Owners Group. Vaughn Beals, H-D chairman and the man responsible for the initial Buell investment, understood that difference. When he left in 1998, everything changed; Buell felt pressure to convert sportbike riders to H.O.G. The business tension increased, but Buell continued to design radical signature features, many appearing in the 2002 debutof his XB series of motorcycles. Buell's final creation under Harley-Davidson would be the 1125R, powered by a custom 1,125cc V-twin built not in Wisconsin, but in Austria by Rotax. Buell had wanted his own water-cooled engine for decades, and he finally got it -- right before the bottom fell out of the market in 2008. Buell recalls the situation, the only time during our conversations that he begins to sound glum. "Their stock went from $75 a share to $12." H-D stock bottomed out at $8.33 on March 6. Seven months later, Harley-Davidson shut down Buell Motorcycle. An H-D representative says shuttering the Buell brand was simply to "focus more clearly and solely on the Harley-Davidson brand." Just one month after Buell Motorcycle closed, Erik Buell Racing was born. Little more than a race team and a small company converting 1125R bikes into full-on race machines, it was enough to get by. At the 2011 running of the Daytona 200, where EBR was competing, Erik Buell met an executive from Hero MotoCorp. Hero, an Indian company, is the largest producer of motorcycles in the world. Harley-Davidson sold 260,000 bikes last year. Hero sold twice that many last June. Despite huge sales, Hero had a problem. The company existed exclusively to produce motorcycles designed by Honda. With EBR, Hero had a new source for designs. In July of 2013, Hero acquired 49 percent of Erik Buell Racing, inspiring memories of the Harley-Davidson deal 20 years earlier. Buell insists it's a different situation -- and certainly a very different valuation. H-Dmade a $500,000 investment to get its stake of Buell. Hero paid close to $25 million. EBR is now producing the 1190RX that I rode at Indy and the 1190SX, a more street-friendly version with higher bars and lower pegs. The RX is earning rave reviews worldwide, beating out pricier, more exotic competition from Germany, Italy and Japan. Meanwhile, many EBR engineers are focused on revising Hero's existing low-cost bikes and introducing new ones, both on- and off-road models that, Hero hopes, will be good enough for the US market. EBR is also working on crazy concepts, such as a series-hybrid scooter that would use an onboard generator to charge its battery. Today, Buell says, his company is free to try new things like these in a way it never could previously. The international partnership is bearing fruit. "America's coolest part is not about history. Our thing is about making history. It's about being pioneering and creative, and very diverse," Buell says. "I don't want to celebrate 1946; I want to celebrate 2014." One of the most noticeable trademarks of an Erik Buell sportbike is its front wheels. Modern motorcycles use disc brakes, just like cars, and sportbikes typically have two small discs on the front wheel, one on each side mounted close to the center. Buell's bikes instead feature a single, large brake disc out at the edge. Moving the disc out means the wheels can use thinner spokes, and the larger size means greater stopping power from the single disc. Both factors reduce weight; less weight means faster speed. The second distinguishing design innovation is the fuel tank -- or, more specifically, the lack of one. The spot ahead of the rider where the tank usually sits is just the air box, an empty chamber containing the air intake. Big V-twin engines, of the sort used by all Buell bikes after 2002, need big air boxes for maximum power. So where to put the fuel? Inspiration came from Buell's racing days, which he recounts with no lack of zeal. The Daytona 200 is a legendary motorcycle race. It's a 200-mile endurance event. "You start with a full tank of gas and a flag goes off and about 70 miles in you have to stop and get gas. Back then you had gigantic fuel rigs. Buell called in some favors from friends, building a refueling rig from an Iron City Brewing Company keg and parts that were borrowed from an airport. "We had this 4-inch-diameter red hose that they used to refuel airplanes and this quick-fill connector, and we're thinking, 'This is awesome; we'll be able to fuel so fast!' We actually could fill the tank in 4 seconds." Buell pauses to deliver the sort of enthusiastic laugh only an engineer can give when talking about excessive rates of fuel flow. "So I come flying into the pits, right? I've been riding on the ragged edge. I come into the pits, and I just sit there, and they slap me on the back, and I go!" Buell pauses to make a loud engine noise, twisting an imaginary throttle. "I throw it into the first turn, and I say, 'Whoa!'" He mimics a bike falling way sideways. That 42 pounds of fuel, "it really screwed up handling. But that went in the back of my mind, because as I was thinking about this airbox going there, I thought, 'This isn't bad, this is awesome!' " So the hollow frame that cradles the engine, which in most bikes is filled with nothing but factory air, became the fuel tank. This removed the need for a separate tank, gave room for a big air box, and lowered the heavy fuel to improve handling. These tricks were deployed in the XB 12 years ago, and they're used again today on the 1190RX. A tire that's spinning has less grip than one that isn't. When you're accelerating, if a wheel starts to spin because of lack of grip, traction control reduces power. That's relatively easy in a car, if only because cars have inherent stability. A tire spinning for a moment or two before the TC system reacts is not the end of the world. You'll still have two or three other tires keeping the whole contraption from falling over. Things are far trickier on a bike, where only one wheel receives power from the engine. Should that wheel spin unexpectedly, the bike could slide out in a corner and drop the rider on his side. That's called a low-side, and it's no fun, but it's better than a high-side. This happens when the bike slides and then regains grip, launching the rider high into the air. A traction control system that reacts too slowly could create this very situation. Traction control is a simple idea, in theory. Few, if any, production cars have enough power to lift the front wheels off the ground. The EBR 1190RX, meanwhile, will point its nose to the sky as high as you like. That's fun if you know what you're doing, terrifying if you don't. A traction control system, then, needs to be a wheelie control system, too. I'm not ashamed to admit that when looking at the TC options from 0 to 20, I punched up TC 20 for my first session at the Indianapolis Speedway. It was an unfamiliar bike at a wet track I'd never ridden before -- a twisty one, 16 corners that, sadly, see little use throughout the year. That means "green" pavement, dirty stuff that hasn't been given a regular scrubbing by sticky racing tires. Rain and a fresh coating of tree pollen didn't help my confidence. My concern was unnecessary. The 1190RX is incredibly easy to ride, thanks in part to high foot pegs set to give clearance when leaned over, but not so much that your knees are up by your ears. Similarly, low grips get you out of the wind without stretching you over the tank. You can quickly get comfortable, which means you can quickly get focused. Focused means fast. Fast I would go. By day's end, I'd be hitting 160 down the long front straight. Yet, lap after lap, track temperatures getting higher and fuel getting lower, the machine always braked predictively, turned cleanly, and accelerated smoothly off to the next bend. | ||
| Reindog |
greatlaker: You omitted the end of the article:
Thank you for rubbing salt in the wound. EBR people who just lost their jobs frequent here. You truly are a sick a**hole. (Message edited by reindog on April 20, 2015) | ||
| Court |
And ....... Help me here ...... What were you doing ..... During this time that Erik and staff were doing so many amazing things? | ||
| Buelliedan |
If all the folks who are now talking about what Erik should do next would have bought an EBR this past year, I doubt we would be having this conversation. | ||
| Snacktoast |
+1, Buelliedan. I've noticed, in the motorcycles industry especially, that everyone is always waiting for the next big thing. It really makes absolutely no difference what that next big thing is... A whole lot of talking takes place about, "well, if you build the SX, I'll buy that", or "when Hastur is launched, I'll buy that". Guess what everyone always said about the AX? "I'll buy it in a heartbeat when it comes out". Unfortunately, and I'm sure for a variety of reasons, too few held true to their word when the RX and SX were released. | ||
| Reindog |
I was MOST interested in the AX to see if it would fit my post-Uly needs. I bought one of the first production Ulys, loved it, and would have eagerly bought the AX if it was truly a sport touring/adventure bike. | ||
| Reepicheep |
The AX was probably the one most were watching for seriously. But it was also the most packed segment. The Triumph Tiger, Yamaha Super Tenere, BMW GS, KTM, Ducati Multistrada, new VStrom and the new Versys. Heck, even the ST1300, FJ1300, Concourse are packed right up against the ADV bike space. So I and others would have no doubt loved what was coming, but it was a super competitive space. You aren't going to get rich making sport slanted adventure bikes. Truth be told, I think the SX was the "clearer" open niche. A real no compromises light naked standard. Not a lot that competes with it. | ||
| Hybridmomentspass |
Crowded market or not, if you have a good product people will buy it. How many of us bought 1125Rs? There were LOTS of other bikes in the same price range (or less) that are as quick, but we liked that bike and what it offered. I was not interested in the RX or SX, I like the performance of them, the fact that its EB making them here in the states, but just wasnt for me. Like many, I was interested in seeing what the AX would be, as thats the kind of bike that interests me at this point (still have the 1125R, so Im set on sport bikes) | ||
| Reepicheep |
If the 1125, which was an outstanding streetable sportbike, was a runaway success, neither Buell nor EBR would have gone out of business. So you are saying EBR could have been more profitable by charging into an overcrowded niche, by comparing a previous effort to do the same that ended with 1125's selling for $5000 new out the door? I love what EBR and Buell did for love. But I was never fooled that they were doing it for money. I hoped and prayed they could make enough to keep chasing their dream and paying a living wage to the great people working for them. I bet the employees knew that also. I doubt there has been any Buell or EBR engineering related employee who hasn't left to get a 20% to 50% raise upon taking a job with another company. Probably closer to a 100% raise if you factored in money made per hour worked. You go to work for EBR or Buell because its totally freaking awesome, not to become rich. I did the same thing to be able to do data acquisition systems for R&D jet engines... I did top notch engineering work for intern pay, and it was one of the best decisions of my life. When it came time to support a family, I changed jobs and immediately doubled my pay. There is a reason Harley makes so many "lifestyle accessories" and has such aggressive financing arms. They have a hugely dominant market position on some very expensive bikes, and even they aren't making their money selling motorcycles. | ||
| Buelliedan |
Actually manufacturing jobs in WI are few and far between right now. WI has lost more jobs than any other state in the country in the past 4 years. The companies have all left to other states that offer better tax rates, cheaper labor costs and less retrictions. My father was a 45 year union tool grinder in Wi. Luckily he retired a few years ago. (Message edited by buelliedan on April 20, 2015) | ||
| Two_seasons |
Buelliedan, can you reference any data that would support your claims above? | ||
| Buelliedan |
Here you go: http://www.jsonline.com/business/state-posts-large st-percentage-job-loss-in-us-over-past-year-report -shows-ib54utt-148694855.html http://host.madison.com/business/wisconsin-job-losses-highest-in-nation-for-last-months-federal/article_955e6c9a-8e4d-11e1-aba4-001a4bcf887a.html (Message edited by buelliedan on April 20, 2015) | ||
| Ferris_von_bueller |
Those stats are three years old | ||
| Buelliedan |
There is also this: http://biztimes.com/article/20090818/ENEWSLETTERS0 2/308189998/ | ||
| Buelliedan |
Unfortunately it has not gotten much better in the last 3 years. Ask the folks at Mercury Marine in Fond du lac how safe their jobs look right now (Message edited by buelliedan on April 20, 2015) | ||
| Two_seasons |
That JS article you posted to me did not mention any stats for mfr'ing jobs in WI. Want to try again Dan? Here is a stat for you...per capita WI has more manufacturing jobs than any other state in the USA. Even more, per capita, than CA! http://www.jsonline.com/business/report-highlights -states-stable-reliance-on-manufacturing-jobs-b993 22080z1-269479641.html this article is a "Politifact" article, so read to the end... http://www.politifact.com/wisconsin/statements/201 2/nov/11/rebecca-kleefisch/Rebecca-Kleefisch-says- Wisconsin-ranks-first-among/ http://www.economicmodeling.com/2013/09/03/the-sta tes-where-manufacturing-matters-most/ | ||
| Two_seasons |
Buelliedan, your 7pm post is almost 6 years old!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! | ||
| Buelliedan |
hey you might be right. if that is the case then all those folks who just lost their jobs at EBR should be celebrating since they should double their pay at all those jobs available in WI right now. All I know is the friends I grew up with in WI and my parents friends do not seem to be doing so great right now and they all say that good paying factory jobs are few and far between in WI right now. | ||
| Buelliedan |
I guess you did not read the end of that article that you posted 2 seasons: "But the reliance on manufacturing comes with downsides, Chowdhury noted. Major manufacturing industries in the state include paper, printing and plastics. The demand for these products has gradually declined over the years. As a result, these industries do not create the type of income and employment that is necessary to sustain economic growth in the state," Chowdhury said. | ||
| Buelliedan |
Not sure why you are being so defensive 2 seasons? I grew up in WI and many of my family and friends still do. I wish everyone there could find high paying jobs easily. My post was in response to reepicheep saying the EBR employess wll make more money working for somebody else. Really??? I think it totally sucks that all those folks are out of jobs and I am worried many will take huge pay cuts just to get by. (Message edited by buelliedan on April 20, 2015) (Message edited by buelliedan on April 20, 2015) | ||
| Two_seasons |
Finally Buelliedan, I'll leave you with this article... http://247wallst.com/special-report/2013/04/01/the -10-states-making-the-most-on-beer/2/ And, if anybody knows this, what is the per capita consumption of munchies for CO to go along with that 420 and the beer  | ||
| Ferris_von_bueller |
When I went to the 25th Buell Anniversary one of the things that struck me about Wisconsin was the amount of manufacturing. Here in Maryland, there is no manufacturing to speak of. It's been gutted over the decades and what little was left was killed off during the recession. The largest steel mill in the world at one time, the "Beast of the East", encompassing 6000 acres was finally closed and sold for $75 million and promptly demolished for scrap. When you can't buy a steel mill for $75 million and turn a profit you know things aren't right. America has some serious issues that aren't being addressed. Donald Trump, of all people, is one of the few I've heard talk about the noncompetitive and hostile business climate of the U.S. | ||
| Two_seasons |
Not defensive, but sensitive to criticism from someone who doesn't live here. When people don't get what they want, they tend to go negative. Me too You seem to be very bitter that you joined the EBR dealer network, that's all. As I've stated, I wish that I bought that SX I had my eyes on at Hal's EBR  And, just so you know, I feel for your particular situation! I too worry about my fellow man. It sucks that good people find themselves in tough times in their lives. Been there and done that too! Oh well, we can get along or we can waste our time arguing about something we can not change.  | ||
| Buelliedan |
I grew up in New Berlin.Left when I joined the Army in 1985. My mother still lives at 127th and Cleveland Ave just down the road from Hals. I am always a Packer backer! I am more sad than bitter actually. I own 12 Buells and love the brand to my inner core. Owning an EBR/Buell dealership was a dream of mine for the past 18 years. I finally was able to do it only to have it taken away after only 3 months. It was never about the money. My other products actually were paying for the priveledge of being an EBR dealer. (Message edited by buelliedan on April 20, 2015) | ||
| Court |
>>>Actually manufacturing jobs in WI are few and far between right now. That SOU>NDS (I'm not going to do the digging) totally inaccurate. I base my opinion on the fact that companies are fighting to get ex-EBR employees. They know these folks are well trained and super productive. One firm is flying on HR folks to conduct local interviews and a special Job Fair. About 15% were employed the following day. | ||
| Two_seasons |
Tell you what Buelliedan, why don't you come on out to visit your family and for Homecoming. Breakfast at our home Friday, May 29th from 7am to whenever. It's good eating. My wife Doris does it up right! This is an annual event we have here  | ||
| Two_seasons |
OK Court, you are my next target! Surely you know, at your advanced age  , that HR only looks for "key words" within resume's! Intangibles, not so much. I CAN'T STAND HR! They have ruined the culture in corporate America  | ||
| Greg_e |
No offense to anyone buying or selling these cycles, but they were f'ing expensive for the "average Joe". Desire was not an issue, cash in pocket certainly was an issue. Maybe I'm too poor to hang with you guys. | ||
| Cityxslicker |
the economy never came back for me - I don't have the cash - ....however.... as for the 'AX' "Adventure" Bike, I have been known to do some damned crazy things off-pavement with an XB9SX  you just need the right tires - and ground clearance - and the woods are your playground. Sorry to see EBR go before my windfall. Now will somebody please explain to me how Keanu Reeves is selling bikes ?!?! @ 70K none the less. | ||
| Stevel |
All, manufacturing is poor throughout the country, that includes Wi. The US is in competition throughout the world. Our living standard cost more than the 3rd world standard and it reflects in the cost of labor and our market competitiveness. Add to that the fact that sport motorcycles are not a necessity and must be funded through disposable income in a serious, long term recession and you have a market space that is very difficult at best. However, as difficult as the environment was, the real culprit of EBR's failure was poor business decisions. Erik may be a wonderful engineer, but his skills as a business man need serious help. |
