I’ve ridden nearly every Buell that was produced, and when I heard Buell was going to put its Helicon sportbike motor into an FXR-inspired cruiser, it seemed like a square peg in a round hole. But after spending a day riding a prototype, I discovered that the sportbike peg almost perfectly matches the cruiser hole. If you’ve ever dreamed about an FXR with 175 hp, the Buell Super Cruiser is a close approximation.
In The Beginning
Industry legend Erik Buell launched his company in the early 1990s following an engineering stint at Harley-Davidson. The naked sportbikes that wore the Buell badge were powered by hot-rodded Sportster motors, which gave them a unique place in the market.
Harley-Davidson saw potential in Buell and purchased a 51% interest in the company, then bought the rest in 2003. The 2008 model year saw the introduction of Buell’s 1125R, which was powered by a proprietary liquid-cooled 72-degree V-Twin. The 1125R received a lukewarm reception, and any chances of sales success were thwarted by the effects of the Great Recession. In October 2009, the MoCo announced that Buell would cease operations.
Erik Buell tried to keep his company going by selling his sportbikes under the Erik Buell Racing banner, introducing the 1190RS in 2011, followed by an RX model in 2013, but Buell fizzled out in 2015. The remnants of the business were sold in 2016 to Liquid Asset Partners, which resumed production with the 1190RX sportbike. LAP’s Bill Melvin transitioned Buell to an independent corporation in 2019.
The Sands Of Time
Buell continued selling sportbike models, but Melvin saw an opportunity in the cruiser realm and enlisted Roland Sands to build a low-slung bike around Buell’s potent motor. The result was unveiled at Roland Sands Design in February 2023: a hot-rod cruiser that leans on the heritage of H-D’s vaunted FXR chassis.
“The FXR was our muse for this bike,” Sands told us. “Erik Buell was involved in designing that bike, and that gives us the leeway to build this. To the core V-Twin customer, the FXR really represents the core of motorcycling, and that was the aesthetic we borrowed for this bike.”
To create the Super Cruiser, Buell’s traditional aluminum frame was abandoned for a steel-tube frame to deliver a low stance and to ease customization. The prototype utilized Buell’s existing inverted fork, aluminum swingarm, wheels, and the company’s unique perimeter front brake system.
The reaction to the Buell Super Cruiser was overwhelmingly positive, and CEO Melvin knew he’d have a sales hit on his hands if he put it into production.
Just six months later, Buell announced that it had received $120 million worth of preorders for the Super Cruiser, demonstrating sincere enthusiasm for the performance-oriented club-style bike. The next year was spent developing the SC.
CEO Hello
It was a sunny October day in Huntington Beach when I hooked up with Melvin, who brought two pre-production Super Cruisers to Sands’ Moto Beach Classic. An avid motorcyclist, Melvin swapped with me during our ride.
I spent most of my time on the SC fitted with the emissions-compliant stock exhaust so I could evaluate it as it would be delivered to customers. Melvin was happy to jump on the version with a barely muffled aftermarket system.
When seen in the light of day, the Super Cruiser makes a strong statement, and the dark theme used throughout helps mask the bike’s visual weight, even with the stock exhaust system. A modestly sized nose fairing and windscreen from Memphis Shades fits the West Coast style vibe, as does the high-backed sculpted seat from Saddlemen.
“We’ve been working for a long time to bring as much manufacturing to the U.S. as possible,” Melvin told us about his desire to lean on American suppliers. He proudly notes that engine cases and the SC’s gas tanks and fenders are sourced from suppliers in Michigan, and frames are crafted in Pennsylvania. The Dunlop Q5S tires are manufactured in Buffalo, New York. Buell’s factory is in Grand Rapids, Michigan.
Buell’s newest American partner is Fox Factory, which will be building high-performance suspension components for the SC. A 43mm inverted fork will sit up front, while a direct-acting monoshock will damp the rear end.
A Fool On A Buell
Straddling the SC’s seat reveals that it’s placed higher than most cruisers. Buell says it sits 30.5 inches off the pavement, but it required a stretch for me to get both feet flat on the ground. The height worked well with the SC’s mid-mount foot controls.
The nit I’d choose to pick is the awkward position of the ignition switch. It’s placed down low and ahead of the high-mount TFT instrument panel, forcing a rider to stretch over the gauges to insert the key. Perhaps a future iteration will include keyless ignition to avoid this minor hassle.
GEAR UP
- Helmet: Bell Star Carbon
- Jacket: Highway 21 Motordrome
- Gloves: Alpinestars GPX V2
- Pants: Roadskin Elite jeans
- Boots: Alpinestars Grange
Firing up the 72.6ci V-Twin is accompanied by a deep thrum from the EPA-legal exhaust. It’s no potato-potato, but it sounds kinda mean and portends the performance lurking within. The aftermarket exhaust on the other bike sounded like the gates of hell had opened. For a prototype, I was impressed by the refined throttle tuning from the SC. Small throttle openings are willingly complied with.
The handlebar is placed club-style-high but not high enough to force my little arms to stretch unduly. The clutch is reasonably light but has a fairly narrow engagement point. Compared to a Big Twin’s gearbox, the Buell’s operates at a much higher level, swapping gears with precision and short throws.
When ridden casually, the motor is unremarkable. But when the road ahead opens up and the loud handle is twisted to its stop – holy hell! – you’d better hang on tight!
Would you like a side of wheelies with your commute? The Super Cruiser rips them at your whim. The front end even gives a majestic one-wheel salute off the throttle in 2nd gear – no clutch work required. Pity the FXR rider who dares challenge this Buell to a speed contest.
I was looking forward to testing the Fox suspension, but the prototypes I rode hadn’t yet been fitted with it. I was pleased with the performance of the Öhlins components on the development bikes, so Fox Factory should have a fairly easy job of building its suspenders to replicate similar performance. Fingers crossed.
Twisty roads weren’t part of this ride’s equation, but I was impressed by how adeptly and securely the Super Cruiser handled. No acclimatization is needed to understand its steering behavior, and I never felt the chassis flex during sharp steering inputs.
Over the miles, I began to appreciate the SC’s ergonomics. The seat that feels tall when stopped provides a surprising amount of legroom for a bike with mid-mount footpegs. Short riders would appreciate a seat that’s narrower at its tank junction, allowing legs a more direct path to the ground. Unlike any other American cruiser, the Buell features toe controls adjustable for fore/aft positioning. Fitting a longer shifter peg would please a greater range of foot sizes. Both hand levers are conveniently adjustable for reach.
In regard to braking, Buell’s unique perimeter-mounted single-disc front brake paired with a 6-piston caliper is fully up to the task of anything a cruiser rider would throw at it, backed up by a 220mm rear disc and 2-piston caliper.
However, the production Super Cruiser will abandon this oddball setup in favor of a traditional dual-disc arrangement, which will enable antilock braking to more easily be added to meet global export requirements. Melvin told us the SC’s new front braking system will come from noted supplier Brembo, consisting of dual radial-mount 4-piston monoblock calipers paired with 320mm discs, which surely will be effective.
Superstar Cruiser
There’s great irony in that Buell originally began by cramming a Harley motor in a sportbike chassis, and now Buell has created a rippin’ cruiser powered by a sportbike motor. And just like those older Buells, this new one shakes up an improbable combination and comes out with a desirable machine unlike any other.
Cross-shopping a Super Cruiser is a stretch. H-D’s Sportster S and its 1,252cc motor comes closest, but its 121 horses operate at a mere gallop compared to the Buell’s 175 stallions. Also, the Sporty’s chunky front tire doesn’t steer as naturally as the SC’s narrower rubber, and it has a measly 2 inches of rear suspension travel.
From the Indian side of the fence is the Scout, which was comprehensively updated this year with a new frame and a redesigned 1,250cc V-Twin with 111 hp in the headlining Scout 101 variant. It’s a highly desirable cruiser in its own right and has nicer finishes than the Buell, but it can’t hang in the same elevated performance league.
On the other side of the equation is the cost of entry. A Scout 101 costs $16,999, the same as the Sportster’s starting price. The Buell’s MSRP is $25,900.
“Yeah, nobody would be interested in a high-priced cruiser from a mildly obscure brand when they could buy a Harley or Indian,” some might opine.
I initially shared that skepticism, but my mind was blown open when I observed firsthand the Super Cruiser’s allure. Everywhere we rode, the bike was repeatedly recognized. More strikingly, at least four of the bystanders we talked to already had deposits on the bike. This is the kind of “word on the street” that I can believe in.
“To me, this is what’s badass right now,” Sands noted, “this profile, this style of bike. You jump on it and immediately feel tougher – it’s pure attitude.”
See all of American Rider‘s Buell news and reviews here
After learning about all the preorders and witnessing the buzz on the street, the glowing reaction to the Super Cruiser makes us believe in the viability of its concept. Melvin says sales of the SC will be “geometrically” higher than Buell’s sportbikes.
There is simply no other production cruiser that delivers performance at this high level. Anyone looking for a low-slung high-po motorcycle is going to love this rowdy Buell when it reaches production in the second half of 2025.
2026 Buell Super Cruiser Specs
- Base Price: $25,900
- Website: BuellMotorcycle.com
- Warranty: 1 year, unltd. miles
- Engine Type: Liquid‑cooled, 72‑degree V‑Twin, DOHC w/ 4 valves per cyl.
- Bore x Stroke: 106.0 x 67.5mm
- Displacement: 1,190cc
- Compression ratio: 13.4:1
- Horsepower: 175 hp at 10,600 rpm (claimed at crankshaft)
- Torque: 101.6 lb‑ft at 8,200 rpm (claimed at crankshaft)
- Transmission: 6‑speed, hydraulically actuated w/ vacuum‑operated slipper clutch
- Final Drive: Chain
- Frame: Steel tube w/ aluminum swingarm
- Wheelbase: 61.8 in.
- Rake/Trail: 27 degrees/5.4 in.
- Seat Height: 30.5 in.
- Wet Weight: 496 lb (claimed)
- Fuel Capacity: 4.0 gal.
