Buell Ulysses Windshields

Buell Ulysses Windshields

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Bolts to the bike for maximum safety at high speed

Vented for minimum turbulence and back pressure

Available in three heights. Any rider over 5'8" can use our tall shield.

Shape designed to compliment the lines of the Ulysses

Excellent coverage of torso.

Quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

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Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

 

 

 

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

 

 

 

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

 

 

 

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

 

 

 

Repair of chip and crack damaged motorcycle windshields

 

 

 

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

 

 

 

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

 

Buell Motorcycle Company

 

The Buell Motorcycle Company was an American motorcycle manufacturer based in East Troy, Wisconsin and founded in 1983 by ex-Harley-Davidson engineer Erik Buell. Harley-Davidson acquired 49% of Buell in 1993, and it became a wholly owned subsidiary by 2003. On November 17, 2006, Buell announced that it had produced and shipped its 100,000th motorcycle.

 

 

 

On October 15, 2009, Harley-Davidson announced the discontinuation of the Buell product line as part of its strategy to focus on the Harley-Davidson brand. The last motorcycle was produced on October 30, bringing the number manufactured to 136,923.

 

 

 

In November 2009, Buell and Harley-Davidson announced the launch of Erik Buell Racing, an independent company run by Erik Buell which at first produced race-only versions of the 1125R model, but is currently offering an updated 1190RS model for the street or the track.

 

History

 

The first Buell motorcycle, the RW750, was built in 1983 purely for competing in the AMA Formula 1 motorcycle road racing championship. At that time, Erik Buell was a top contending privateer motorcycle racer. After completion of the first two RW750 racing machines, one of which was sold to another racing team, the Formula 1 series was canceled. Buell then turned his focus towards racing-inspired, street-going machines using engines manufactured by Harley.

 

 

 

In 1993, Harley-Davidson purchased 49% of Buell, investing $500,000 and taking Erik Buell's house as security. Erik Buell took the deal, against strong advice from his attorney. Harley-Davidson CEO Jeffrey Bleustein had bought it as a skunkworks development.

 

 

 

In 1998, Harley-Davidson bought a majority stake and took control of Buell, and it has been a subsidiary ever since. Since then, Buell used modified Harley-Davidson engines, primarily from the Sportster, to power its motorcycles.

 

 

 

 

 

Buell Facility

 

Most Buell motorcycles use four-stroke air-cooled V-twin engines, originally built from XR1000 Sportster engines. After these were depleted, a basic 1200 Sportster engine was used. In 1995, the engines were upgraded with Buell engineered high-performance parts and further upgraded in 1998.

 

 

 

The liquid-cooled Harley V-Rod motor, developed by Harley-Davidson then made street legal according to the EPA by Porsche, was originally an Erik Buell project, designed for a fully faired AMA Superbike Buell by 1998. Harley decided the engine should also be used in a sport-cruiser, then took over development, making it "too big, too heavy, too expensive and too late" for Buell.

 

 

 

Harley-Davidson forced Buell to follow the rigid product planning and distribution process beginning in the 1990s, with the philosophy that Buell was the starter brand, and customers would eventually trade up to a Harley.[8] By 2008, Harley's credit arm, Harley-Davidson Financial Services HDFS, was struggling, and the lower resale value of Buell motorcycles meant that new bike sales were significantly affected. When Harley CEO Keith Wandell was hired, he immediately questioned why Harley even owned Buell. Wandell, who had never been on a Harley before being hired, was heard talking about "Erik's racing hobby", and questioned "why anyone would even want to ride a sportbike". He organized a team to analyze "the adrenaline market", and concluded that sportbikes would encounter high competition and low profits, while cruisers had high returns.

 

 

 

On October 15, 2009, Harley Davidson Inc. announced the end of production of Buell Motorcycles to focus more on the Harley Davidson brand. Selling Buell was not legitimately considered, as Harley didn't want their Harley dealerships to sell an outside brand, and Harley didn't feel Buell had much value without the dealer network. Closing the Buell brand was estimated to cost Harley approximately the same as their total investment in Buell over the past 25 years. Erik Buell immediately began looking for outside buyers, finding BRP who owns the Austrian Rotax engine manufacturer BRP-Powertrain a good choice, especially since Harley would have to pay Rotax "an eight-figure sum" for the 1,125 cc engine contract.

 

 

 

Erik Buell later founded Erik Buell Racing to provide support for 1125 and XB privateer race efforts.

 

Technology

 

Buell XB models also incorporated the industry's first Zero Torsional Load (ZTL) perimeter floating front disc brake system, a patented "inside-out" wheel/brake design that puts the brake disc on the outer edge of the wheel, rather than at the hub. This lets the suspension function better, improving control and traction, through reducing unsprung weight on the front wheel, because only a single disc and caliper—with a corresponding reduction in bolts and brake fluid—is needed compared with the conventional dual-disc brake setup on most modern sport bikes. In an exchange in the pages of Motorcyclist magazine between Suzuki engineer James Parker, creator of the GSX-RADD hub-center steering system, and Buell's Director of Analysis, Test & Engineering Process, Abraham Askenazi, Parker conceded the ZTL system's advantage in unsprung weight. But he pointed out the remaining weight is located further out on the rim where it is most detrimental to acceleration and braking, and that there were potential heat transfer issues, and the need for one fork leg to be stronger than the other. Responding, Askenazi disputed all of Parker's criticisms, saying the ZTL system was 30% lighter than the brakes on the Suzuki GSX-R1000, and that the inertia of having the weight further out on the rim, and the heat generation near the tire, were not negative factors, based on testing. Askenazi concluded that testing and race track experience had proven the ZTL to be "state of the art."

 

 

 

Other industry innovations introduced by Buell in the XB lineup were the "fuel in frame" technology, and the dual use of the swingarm as an oil tank. Also, all Buell models feature a muffler mounted below the engine which helps keep mass centralized with some models featuring a computer-controlled valve to switch between two exhaust paths as necessary to maximize torque.

 

 

 

Buell designs focus on providing good handling, comfortable riding, easy maintenance, and street-friendly real-world performance. Buell motorcycles were engineered with an emphasis on what they called the "Trilogy of Tech": mass centralization, low unsprung weight, and frame rigidity.

 

 

 

Buell engines were designed to be street-friendly both in fuel efficiency (up to 70 mpg-US or 3.4 L/100 km; 84 mpg-imp with the Blast), and in torque the 1,203 cc version produces 110 N•m or 81 lbf•ft. They are also simple and easy to maintain. Most Buell two-cylinder engines utilize computer controlled ducted forced air cooling (variable speed fan that only activates as required), two valves per cylinder, a single throttle body, zero maintenance hydraulic valve actuation, and zero maintenance gear-driven cams.

 

Buell Models

 

Tube-frame bikes 1984–2002

 

RW 750 Road Warrior (1984)The RW 750 was a development of the Barton Formula One racing motorcycle. Buell bought the parts and tooling from the failed Barton concern and developed the RW 750 for his own use and for sale to private entrants. The engine was a liquid-cooled two-stroke square four. Buell's development resulted in a more competitive racer, but production ceased when the AMA discontinued the Formula One class.

 

 

 

RR1100 Battletwin

 

RR 1000 Battletwin (1987–1988)The RR 1000 Battletwin was a street sportbike using a modified Road Warrior chassis and a Harley-Davidson XR1000 engine.[18] Buell invented the Isoplanar engine mounting system to allow the heavy, vibration-prone engine to be used as a structural member of the frame without transmitting the engine vibrations to the frame. Lack of space caused Buell to put the suspension components under the engine. The linkage caused the spring and the shock absorber to extend when the wheel went up.

 

 

 

Variations on the RR 1000 Battletwin include the RR 1200 Battletwin (1988–1990), the RS 1200 Westwind (1989), the RS 1200/5 Westwind (1990–1992) and the RSS 1200 Westwind (1991).

 

S2 Thunderbolt (1994–1995)

 

Two-seater with Road Warrior based chassis and Sportster engine. The S2T Thunderbolt (1995–1996) was a touring version, with saddlebags. The S2 was inexpensive to develop (around $100,000), and 1,399 units were sold in the first year—well over the 300 units Buell had projected.

 

 

 

 

 

S1 Lightning 1996–1998

 

The S1 Lightning was a more fundamental sportbike than the S3 Thunderbolt and M2 Cyclone that it was marketed alongside. Variants of this version of the Lightning were the S1 Lightning 1996, 1997, 1998, S1W Lightning (1998) and the S1W White Lightning 1998. The S1W came with a larger tank and Thunderstorm cylinder heads which gave an extra 10 hp (7.5 kW).[20]

 

 

 

X1 Lightning 1999–2002

 

The X1 Lightning was the successor to the S1 Lightning line. They all used the Thunderstorm heads, fuel injection Dynamic Digital Fuel Injection and incorporated larger fuel tanks as well as completely different body designs. The most recognizable frame piece was the brushed aluminum tail section that swept upward and back underneath the two-up seat. The 1999 X1 Lightning was awarded motorcycle of the year in Japan.

 

 

 

S3 Thunderbolt (1997–2002) and S3T Thunderbolt (1997–2000)

 

The S3 Thunderbolt sport-touring model was produced from 1997 through 2002, along with a mechanically identical S3T "Touring" model that ran through model year 2000. The 1,203 cc air-cooled V-Twin engine was mounted as a stressed member in a tubular frame. The powerplant output 91 hp (68 kW) in 1997 and jumped to 101 hp (75 kW) in the following years due to revised cam profiles and the new Thunderstorm cylinder heads. While the bike's overall look was the same throughout the model run, there were significant changes made in 1999 that set it, and later models, apart from the 1997 and 1998 bikes. The early bikes used a rectangular section steel rear swingarm, WP Suspension front forks and rear shock, a Keihin 40 mm CV carburetor, and a Performance Machine six-piston front brake caliper. Beginning in 1999 a new cast aluminum rear swingarm was utilized along with Showa front suspension forks and rear shock. The front brake caliper, while still a six-piston unit, was now made by Nissin. The most technological change came in the new Dynamic Digital Fuel Injection (DDFI) system, replacing the old carburetor.

 

 

 

The S3 featured a half faring that surrounded the headlight and gave decent wind protection for the rider's torso. The S3T model then added lower fairing extensions that gave better wind protection to the rider's legs. The S3T also featured hard saddlebags that could be color-matched to the bike color and were available in either "wide" for maximum storage, or "narrow" for a lighter feel. In addition to the lower fairings and the saddlebags, the S3T also came with a taller handlebar for a more upright, relaxed riding position. Each of the parts that set the S3T apart were available as accessories for the standard S3 model.

 

M2 Cyclone (1997–2002)

 

The M2 Cyclone was produced from 1997 to 2002. It was in the middle of the Buell line up between the puristic S1 Lightning and the more comfortable but heavier S3 Thunderbolt. The S1 Lightning being the fastest and lightest of the bunch but offered a very narrow seat due to its minimalist approach for weight saving in this sport bike. The S3 Thunderbolt was a touring bike that offered a bigger wider seat and more comfortable riding position but was also a heavier motorcycle. The M2 Cyclone filled the gap between the sport and touring models with a bigger seat than the S1 Lightning and lighter and faster than the S3 Thunderbolt. The M2 was only available with the 1,200 cc engine and five-speed transmission. The frame was of the tubular CrMo steel type.

 

Blast (2000–2009)

 

The Blast was Buell's only model to use a single-cylinder engine. With 492 cc (30.0 cu in) displacement and 360 lb (160 kg) dry weight, it was their smallest model, often used in Harley-Davidson's "Rider's Edge" new rider instruction/riding schools. This filled Harley CEO Jeff Bleustein's idea of having a make-specific training bike, since many students end up buying a bike from the dealer where they trained.

 

 

 

The Blast came from a quick proof-of-concept at the Buell factory. It originally used half of a Sportster 883 engine. The engine ended up 80 percent over budget and very expensive compared to the higher-technology Rotax engines available from outside the company. Cycle World wrote "Such an overrun would be unheard of from an outside supplier, but when your supplier also owns you, you grin and bear it." The Blast was ultimately the most expensive development project Buell undertook. Because the engine was overpriced, it ended up making money for Harley while losing money for Buell. It was regarded as a technical success.

 

 

 

In July 2009, Buell ran an ad campaign stating that the Blast would no longer appear in their line-up. The ad featured a Buell Blast being destroyed in an automobile crusher.

 

XB-series (2002–2010)

 

The XB powertrain still had its roots with the Harley Sportster powertrain, and was designed for both projects. Unfortunately, it was designed by Harley with minimum input from Buell. A turbocharger was to be sourced from Aerocharger to help pump the XB horsepower to 150 hp (110 kW), but the Aerocharger supplier deal fell through when Harley Davidson decided to engineer one in house. That project was a failure, despite "millions of dollars" spent.

 

 

 

The first XB9 engines had a 985 cc (60.1 cu in) displacement, the later XB12 engines had 1,203 cc (73.4 cu in).

 

 

 

Before the first XB was sold, the cost was well over the target, leading to a sales price increase from the original price of $7,995 to $9,995.[8] It was a popular bike, but never sold at Harley marketing departments expected volume, partly due to the significantly higher price.

 

 

 

Buell introduced the XB frame in the 2002 Firebolt XB9R sportbike. The Firebolt XB12R was introduced in 2004 and was initially sold alongside the smaller displacement Firebolt XB9R. The Lightning came in 2003 and was marketed by Buell as a streetfighter motorcycle. Buell's Ulysses XB12X debuted in July 2005. It offers seating, ergonomics, and long-travel suspension that are well-suited for use on unpaved and rough (fire)roads. Buell advertised the Ulysses as "the world's first adventure sportbike." For 2008, among other changes, XBRR oil pump and ignition timing systems have been changed tapping into the XBRR race bike as well as the addition of heated grips and increased turning fork swing from 54° to 74°. The Ulysses XB12XT differs from the Ulysses XB12X in several areas. It has a different front fender, unlike the Enduro-front fender that comes on the XB12X and lower fork protection is not as pronounced as on the XB12X, due to the intended purpose of the XB12XT which is more street than dirt oriented. Other major differences include the suspension which is completely different between the two bikes, being about an inch lower on the XB12XT and tuned more for street riding, vs. the XB12X's slightly taller and softer suspension better tuned for dirt use. Along with factory Hepco & Becker hard panniers and top box, tall windshield and a 30.9 in (785 mm) seat height, the XB12XT also has wheels that are approximately 1 lb (450 g) lighter than those found on the XB12X, which have added mass to make them stronger for off paved road use. The XB12XP is a police model that was available for the 2009 model year.

 

XB1 type

 

Firebolt XB9R

 

Firebolt XB12R

 

Lightning XB9S

 

Lightning CityX XB9SX (MY 2010: Lightning XB9SX)

 

Lightning XB12S

 

Lightning Low XB12Scg

 

Lightning XB12SX (MY 2010, Europe only)

 

XB2 type

 

Different frame with more fuel capacitiy, longer swing arm & wheelbase, 23.8°/23.5° steering axis angle, more trail

 

Lightning Long XB12Ss

 

Lightning Super TT XB12STT

 

Ulysses XB12X

 

Ulysses XB12XP

 

Ulysses XB12XT

 

1125-series XB3, 2007–2010

 

1125R

 

In July 2007, Buell announced the 1125R, a sport bike that departed from Buell's history of using Harley-Davidson Sportster based middle weight powertrains and tapping into the XBRR racing bike learnings. The Rotax Helicon powertrain uses four valves per cylinder, dual over-head cam, liquid-cooled 72 degree V-Twin displacing 1,125 cc and producing 146 hp (109 kW). It produces 83 ft•lbf (113 N•m) of peak torque but varies less than 6 ft•lbf (8.1 N•m) of torque from 3,000 to 10,500 rpm. There is a vacuum assist slipper clutch to give predictable drive performance in hard cornering and deceleration and a six-speed transmission.

 

 

 

The Helicon engine was developed and built by BRP-Powertrain in Austria. The design had significant Buell input, and was funded through Buell's cashflow, likely for 15–20% of the V-Rod engine development cost.

 

 

 

The 1125R did not have a full fairing, as that would have put it in the same class as Japanese sportbikes. Erik Buell agonized over this, saying "it's not about listening to the voice of the customer. Cycle World magazine said the 1125R was a bit of an oddity. The bike was initially released with a crude spark map, leading to criticism of the bike at low speeds. The Rotax Helicon also ended up costing significantly more by production time due to fluctuation in exchange rates.

 

1125CR

 

For the 2009 model year, Buell introduced the 1125CR, a version of the 1125R in the cafe racer style. This was done in response to customer feedback, which said the 1125R wasn't what was wanted, and causing Buell to shelve plans for a Streetfighter, going for a cafe racer instead. The 1125CR has a longer swingarm, a longer wheelbase and a shorter secondary drive ratio.

 

Racing

 

Buell XBRR

 

Buell also produced a limited series of 50 XBRR (1,339 cc or 81.7 cu in, 150 hp or 110 kW) racing-only machines for factory-backed and privateer racing teams. The XBRR frame was a XB1/XB2 hybrid, the suspension came from Swedish manufacturer Öhlins, and the wheels were made of magnesium. It was the first model using the ZTL2 eight-piston caliper by Nissin.

 

Buell 1125RR

 

In 2009, Buell announced production of the 1125RR, also a race-only motorcycle. The bike was internally called the B2, aimed for the supersport market.[8] Built from the 1125R, the 1125RR changes include a titanium exhaust, magnesium wheels, full fairings and a chain drive.

 

 

 

On September 9, 2009, Buell won its first AMA Pro racing championship. Rider Danny Eslick clinched the title at New Jersey Motorsports Park on Buell's 1125R model.

 

 

 

On November 15, 2009, Buell won its first NHRA Pro Stock Motorcycle world championship. Rider Hector Arana clinched the title at Southern California NHRA Finals on a Lucas Oil backed Buell.

 

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