Source: Cycle World
We copped a quick ride on the preproduction version of Buell’s Super Cruiser at Daytona Bike Week. (Andrea Wilson/)There’s not much you can learn about a brand-new motorcycle in an hour’s ride on strange roads to an unknown destination. Add in the fact that you’re on arrow-straight Florida tarmac in the midst of the chaos that is Daytona Bike Week while riding a preproduction model, and you come to realize that any kind of in-depth evaluation is wishful thinking. And, because this is the not-yet-validated version of Buell Motorcycle’s 2025 Super Cruiser, any discussion of final specification, finishes, or mechanical gremlins is pretty much a non-starter; you’re told to focus more on just what kind of riding experience the Super Cruiser is expected to offer. All right then; rather than a serious, deep-dive analysis let’s jump right into our initial impressions about the ride on Buell’s latest model.Club style meets superbike? Tall handlebars, mini-fairing, and one-piece saddle take their cues from Harley’s long-gone FXR. (Andrea Wilson/)Super Cruiser ConceptIn case you missed the unveiling, the new Roland Sands–designed Super Cruiser was revealed to the public back in February of 2023. Sands says he was tasked with “using as much of the standard Buell rolling kit” as was possible in initial meetings with Buell CEO Bill Melvin, so everything from the 1,190cc liquid-cooled ET-V2 V-twin to the adjustable fork to the 17-inch alloy wheels with signature perimeter braking system appears on the Super Cruiser. The challenge was in mashing those bits into cruiser-style packaging, and Sands had to engineer his own steel tube frame while getting the chassis to sync with the Buell 1190 platform’s swingarm, fork, wheels, and brake system.The Super Cruiser gets the same liquid-cooled 1,190cc ET-V2 V-twin as the 1190RX superbike with minor mods to the injectors and tune. The RSD-designed chassis rolls on 17-inch wheels. (Andrea Wilson/)If there’s any question about where the Super Cruiser’s styling inspiration comes from, think FXR. The Super Cruiser takes the profile of Harley-Davidson’s iconic model and adds a West Coast cruiser aesthetic to create what Sands calls “a superbike-powered high-performance club-style bike.” The blacked-out components, tall bars, and quarter fairing hint at that club vibe, but the Super Cruiser—at least in current form—is nearly mechanically identical to the current-gen Hammerhead 1190RX superbike, which itself is largely based on Erik Buell’s 1190RX from 2014 (there have been significant updates to the 72-degree Rotax Helicon V-twin-derived engine since then). In any case, the Buell/RSD concept bike generated plenty of buzz, and eager buyers plunked down an unprecedented $120 million in preorders once that window opened.The production version of the bike will come standard with the 175-hp engine map with a 50-state exhaust. (Andrea Wilson/)Super Cruiser NowFast-forward to 2024 and our pre-ride meeting with Buell Motorcycle CEO Melvin, who gets me up to speed with a walk-around of the preproduction model before heading off on our ride to the calmer countryside, far from the deafening crowds.Cosmetically, the Super Cruiser’s FXR influence is abundantly clear, with a aerodynamic quarter fairing, a wide, shapely fuel tank (holding 4.5 gallons), raised handlebars, and tall, one-piece seat. This version looks damn close to the concept RSD bike, though it’s worth pointing out that the ET-V2 motor takes up a lot of real estate in the frame, and forgoes traditional cruiser aesthetics of machined fins and chrome covers. We expect that the hose and wire routing will be cleaned up before production, but it’s not the most stylish engine in the segment.Buell wisely chose to go with a black radiator cover on this bike rather than the aluminum RSD piece seen on the concept, and the preproduction bike also wears the same exhaust system used on the 1190 platform, with similar intakes; Melvin says there’s just slight differences in the tune due to the fact that the Super Cruiser will have the main port injectors but not the secondary shower head injectors seen on the Hammerhead superbike. In the grand scheme of logistics, that decision makes sense as it saves the fledgling company lots of R&D time and production costs.Tall, narrow bars hold switch gear and TFT display pilfered from Buell’s existing 1190 platform. The tank is new and has 4.5-gallon capacity. (Andrea Wilson/)Up front, the Super Cruiser uses RSD-designed risers with standard spacing patterns (as seen on many H-D models) so customers can use other compatible aftermarket parts if they choose. The bike we rode also had adjustable Öhlins front and rear suspension, though Melvin hinted that those might not appear in the final version; only that the suspension “would have a few adjustments so shorter and taller riders” would be able to dial in settings.Stylish quarter fairing does a decent job of keeping wind blast off your torso at speed. (Andrea Wilson/)Super Cruiser on the RoadJumping on the Super Cruiser sure doesn’t feel like saddling up a standard low-rider True to the marketing, you feel a bit more badass when you climb aboard, whether because the bike sits higher, or your hands reach out to a taller narrow-ish bar, or your feet fall onto mid-mount controls. You’ve got a commanding view with ergonomics that are upright but not necessarily relaxed in a classic cruiser-y sense, your arms just slightly bent at the elbow.Our test mule also wears a one-piece Saddlemen seat with a sharp right-angled bolster in club-style fashion, and it’s on the tall side for my 30-inch inseam, but plenty manageable at stops, and gives me plenty of support on quick launches. Melvin says the company is also working on a seat that will be more narrowly tapered at the nose to make the rider’s reach to the ground that much easier.Riding position is fairly upright, giving you easy access to handlebar inputs. Foot controls are mid-mounts, set slightly rearward. (Andrea Wilson/)Thumb the very generic-looking starter and the beastly motor pops to life, rumbling and popping beneath you. It idles impatiently, then quakes off idle, begging you to rev it out, and there’s never any doubt you’re sitting on a walloping engine. As you feed in the throttle and revs come up, the engine responds with a hint of growl in the midrange; there’s power everywhere, but you really don’t feel the rush until somewhere north of 5,000 rpm, when you hit the meat of the torque curve. Somewhere past 8,000 rpm, you’re really feeling the thunder and still only in third gear—but already rapidly approaching triple-digit speeds.When you remind yourself that this mill is a byproduct of the beastly 1190RX superbike, it starts to make sense: The 2014 EBR model produced 161.2 hp at 10,530 rpm and 87.1 lb.-ft. at 8,100 rpm on the Cycle World dyno, and has been updated since then. We’re told the Super Cruiser in current form makes a claimed 175 hp, and while torque numbers weren’t yet available, we assume it’ll likely be close to the 100 lb.-ft. number quoted on the brand’s superbike. For cruising average roads, the Super Cruiser has way more than enough street-crucial torque to spare from the high-revving twin.The 17-inch EBR wheels shod with sticky Dunlop rubber are fitted with Buell’s signature perimeter braking system with 386mm rotor clamped by an eight-piston caliper. We had Öhlins suspension on our testbike; Buell says that’s subject to change. (Andrea Wilson/)Back on the highway, the bike’s an easy operator, with a wet, hydraulically actuated clutch that engages progressively and a gearbox that shifts smoothly and positively. Melvin says a quickshifter option will be available too. The bike’s suspension feels firm but compliant, and there’s adjustment available on either end of the baseline settings so you can soften things up if need be. The roads we were on were in fairly good shape but unfortunately they were super straight, so we can’t tell you if the bike absolutely rails corners; let’s just say we didn’t spend a lot of time on the side of the tire.For what it’s worth, the bike feels nimble thanks to its 450-pound weight and light 17-inch wheels, and we can confirm it stops on a dime; those EBR rim brakes offer prodigious stopping power and the rear brake is a competent performer to boot. (There’s no ABS though.)Super Cruiser ErgonomicsAs for creature comforts, that’s not what this bike is about; the cockpit is compact with the narrow bars holding fairly generic switch gear and a clunky TFT display giving you basic info with a bar-type tach and simple digital numbers for speed. The mini-fairing gives a decent amount of protection to the torso, but you’ll still feel the wind blast at helmet level. If you’re looking for a hooligan, you’ve come to the right place.Slight differences in the RSD concept bike, which wore GP suspension and SC Project exhaust, among other things. (Buell Motorcycle/)A less than 100-mile half day on straight roads doesn’t come close to revealing the SC’s capabilities, but we did get a small window into what’s possible.If the Super Cruiser promises superbike-level performance with a cruiser-style ergos, there are some compromises that come with that. For one you can’t ride it like a cruiser; the 1190 mill lives at higher revs and only really starts to come alive at about 7K and up. And because many parts are sourced from the 1190RX superbike, they don’t necessarily lend themselves to cruiser styling. For instance, the 17-inch rear wheel and swingarm combo are fighting to be proportional to that massive rear fender. On the other hand, because the Super Cruiser uses everything but the frame, tank, and fenders from the 1190RX, it minimizes production costs because there are fewer new parts to order. Wheels are also typical 17-inch sportbike sizes, so go-fast rubber will be easy to find.And while it may not be traditionally “pretty,” the SC is more than 100 pounds lighter than most other bikes of this type with close to twice the horsepower, so it’s instantly intriguing. Seriously, for comparable matches of power-to-weight ratios, you’d have to tread far outside the V-twin cruiser world and look at something like the Ducati Streetfighter V4 S or Aprilia Tuono V4 Factory. Of course, those aren’t V-twins, nor are they cruisers…For the author’s 5-foot-7 frame and 30-inch inseam, the riding position was comfortable, offering a nice reach to the bars without an overly relaxed posture. (Andrea Wilson/)Melvin says additional testing and validation are still to be done before final EPA approval, but things are on track for a production start in 2025. Last year Melvin quoted mid-$20K as a price target and he’s sticking to that same MSRP, with the caveat that some of the components such as the suspension, stabilizers, etc., may change on the production model. The company is aiming for a first year production run of 2,000 to 5,000 units, and the bikes will come standard with the 175-hp map with a 50-state exhaust. All bikes will be available in just the black color, and Buell plans to have showrooms and service centers deployed in major metropolitan areas by year’s end.The Buell Super Cruiser is on schedule to hit the company’s Michigan production line in 2025, with an expected MSRP in mid-$20,000. (Andrea Wilson/)ConclusionIt remains to be seen whether or not Buell can sustain the buzz around the Super Cruiser and deliver a viable (and reliable) product. Judging by the crowds around its semi at Daytona and the online traffic and commentary, lots of folks are ready to throw down the cash to find out. More details, some specs, and preorder info can be found on buellmotorcycle.com.Some armchair enthusiasts will probably knock the Super Cruiser for its aesthetics, while others will whine about the riding position. Still others will trash the bike’s lack of electronics, but those people miss the point: The Super Cruiser is unlike anything else we’ve seen in what’s an admittedly niche-y market. And despite the short time we had with the Super Cruiser, we can tell you it is an exhilarating ride.For reference, this is Buell’s current Hammerhead superbike. (Buell Motorcycle/)
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We copped a quick ride on the preproduction version of Buell’s Super Cruiser at Daytona Bike Week. (Andrea Wilson/)
There’s not much you can learn about a brand-new motorcycle in an hour’s ride on strange roads to an unknown destination. Add in the fact that you’re on arrow-straight Florida tarmac in the midst of the chaos that is Daytona Bike Week while riding a preproduction model, and you come to realize that any kind of in-depth evaluation is wishful thinking. And, because this is the not-yet-validated version of Buell Motorcycle’s 2025 Super Cruiser, any discussion of final specification, finishes, or mechanical gremlins is pretty much a non-starter; you’re told to focus more on just what kind of riding experience the Super Cruiser is expected to offer. All right then; rather than a serious, deep-dive analysis let’s jump right into our initial impressions about the ride on Buell’s latest model.
Club style meets superbike? Tall handlebars, mini-fairing, and one-piece saddle take their cues from Harley’s long-gone FXR. (Andrea Wilson/)
Super Cruiser Concept
In case you missed the unveiling, the new Roland Sands–designed Super Cruiser was revealed to the public back in February of 2023. Sands says he was tasked with “using as much of the standard Buell rolling kit” as was possible in initial meetings with Buell CEO Bill Melvin, so everything from the 1,190cc liquid-cooled ET-V2 V-twin to the adjustable fork to the 17-inch alloy wheels with signature perimeter braking system appears on the Super Cruiser. The challenge was in mashing those bits into cruiser-style packaging, and Sands had to engineer his own steel tube frame while getting the chassis to sync with the Buell 1190 platform’s swingarm, fork, wheels, and brake system.
The Super Cruiser gets the same liquid-cooled 1,190cc ET-V2 V-twin as the 1190RX superbike with minor mods to the injectors and tune. The RSD-designed chassis rolls on 17-inch wheels. (Andrea Wilson/)
If there’s any question about where the Super Cruiser’s styling inspiration comes from, think FXR. The Super Cruiser takes the profile of Harley-Davidson’s iconic model and adds a West Coast cruiser aesthetic to create what Sands calls “a superbike-powered high-performance club-style bike.” The blacked-out components, tall bars, and quarter fairing hint at that club vibe, but the Super Cruiser—at least in current form—is nearly mechanically identical to the current-gen Hammerhead 1190RX superbike, which itself is largely based on Erik Buell’s 1190RX from 2014 (there have been significant updates to the 72-degree Rotax Helicon V-twin-derived engine since then). In any case, the Buell/RSD concept bike generated plenty of buzz, and eager buyers plunked down an unprecedented $120 million in preorders once that window opened.
The production version of the bike will come standard with the 175-hp engine map with a 50-state exhaust. (Andrea Wilson/)
Super Cruiser Now
Fast-forward to 2024 and our pre-ride meeting with Buell Motorcycle CEO Melvin, who gets me up to speed with a walk-around of the preproduction model before heading off on our ride to the calmer countryside, far from the deafening crowds.
Cosmetically, the Super Cruiser’s FXR influence is abundantly clear, with a aerodynamic quarter fairing, a wide, shapely fuel tank (holding 4.5 gallons), raised handlebars, and tall, one-piece seat. This version looks damn close to the concept RSD bike, though it’s worth pointing out that the ET-V2 motor takes up a lot of real estate in the frame, and forgoes traditional cruiser aesthetics of machined fins and chrome covers. We expect that the hose and wire routing will be cleaned up before production, but it’s not the most stylish engine in the segment.
Buell wisely chose to go with a black radiator cover on this bike rather than the aluminum RSD piece seen on the concept, and the preproduction bike also wears the same exhaust system used on the 1190 platform, with similar intakes; Melvin says there’s just slight differences in the tune due to the fact that the Super Cruiser will have the main port injectors but not the secondary shower head injectors seen on the Hammerhead superbike. In the grand scheme of logistics, that decision makes sense as it saves the fledgling company lots of R&D time and production costs.
Tall, narrow bars hold switch gear and TFT display pilfered from Buell’s existing 1190 platform. The tank is new and has 4.5-gallon capacity. (Andrea Wilson/)
Up front, the Super Cruiser uses RSD-designed risers with standard spacing patterns (as seen on many H-D models) so customers can use other compatible aftermarket parts if they choose. The bike we rode also had adjustable Öhlins front and rear suspension, though Melvin hinted that those might not appear in the final version; only that the suspension “would have a few adjustments so shorter and taller riders” would be able to dial in settings.
Stylish quarter fairing does a decent job of keeping wind blast off your torso at speed. (Andrea Wilson/)
Super Cruiser on the Road
Jumping on the Super Cruiser sure doesn’t feel like saddling up a standard low-rider True to the marketing, you feel a bit more badass when you climb aboard, whether because the bike sits higher, or your hands reach out to a taller narrow-ish bar, or your feet fall onto mid-mount controls. You’ve got a commanding view with ergonomics that are upright but not necessarily relaxed in a classic cruiser-y sense, your arms just slightly bent at the elbow.
Our test mule also wears a one-piece Saddlemen seat with a sharp right-angled bolster in club-style fashion, and it’s on the tall side for my 30-inch inseam, but plenty manageable at stops, and gives me plenty of support on quick launches. Melvin says the company is also working on a seat that will be more narrowly tapered at the nose to make the rider’s reach to the ground that much easier.
Riding position is fairly upright, giving you easy access to handlebar inputs. Foot controls are mid-mounts, set slightly rearward. (Andrea Wilson/)
Thumb the very generic-looking starter and the beastly motor pops to life, rumbling and popping beneath you. It idles impatiently, then quakes off idle, begging you to rev it out, and there’s never any doubt you’re sitting on a walloping engine. As you feed in the throttle and revs come up, the engine responds with a hint of growl in the midrange; there’s power everywhere, but you really don’t feel the rush until somewhere north of 5,000 rpm, when you hit the meat of the torque curve. Somewhere past 8,000 rpm, you’re really feeling the thunder and still only in third gear—but already rapidly approaching triple-digit speeds.
When you remind yourself that this mill is a byproduct of the beastly 1190RX superbike, it starts to make sense: The 2014 EBR model produced 161.2 hp at 10,530 rpm and 87.1 lb.-ft. at 8,100 rpm on the Cycle World dyno, and has been updated since then. We’re told the Super Cruiser in current form makes a claimed 175 hp, and while torque numbers weren’t yet available, we assume it’ll likely be close to the 100 lb.-ft. number quoted on the brand’s superbike. For cruising average roads, the Super Cruiser has way more than enough street-crucial torque to spare from the high-revving twin.
The 17-inch EBR wheels shod with sticky Dunlop rubber are fitted with Buell’s signature perimeter braking system with 386mm rotor clamped by an eight-piston caliper. We had Öhlins suspension on our testbike; Buell says that’s subject to change. (Andrea Wilson/)
Back on the highway, the bike’s an easy operator, with a wet, hydraulically actuated clutch that engages progressively and a gearbox that shifts smoothly and positively. Melvin says a quickshifter option will be available too. The bike’s suspension feels firm but compliant, and there’s adjustment available on either end of the baseline settings so you can soften things up if need be. The roads we were on were in fairly good shape but unfortunately they were super straight, so we can’t tell you if the bike absolutely rails corners; let’s just say we didn’t spend a lot of time on the side of the tire.
For what it’s worth, the bike feels nimble thanks to its 450-pound weight and light 17-inch wheels, and we can confirm it stops on a dime; those EBR rim brakes offer prodigious stopping power and the rear brake is a competent performer to boot. (There’s no ABS though.)
Super Cruiser Ergonomics
As for creature comforts, that’s not what this bike is about; the cockpit is compact with the narrow bars holding fairly generic switch gear and a clunky TFT display giving you basic info with a bar-type tach and simple digital numbers for speed. The mini-fairing gives a decent amount of protection to the torso, but you’ll still feel the wind blast at helmet level. If you’re looking for a hooligan, you’ve come to the right place.
Slight differences in the RSD concept bike, which wore GP suspension and SC Project exhaust, among other things. (Buell Motorcycle/)
A less than 100-mile half day on straight roads doesn’t come close to revealing the SC’s capabilities, but we did get a small window into what’s possible.
If the Super Cruiser promises superbike-level performance with a cruiser-style ergos, there are some compromises that come with that. For one you can’t ride it like a cruiser; the 1190 mill lives at higher revs and only really starts to come alive at about 7K and up. And because many parts are sourced from the 1190RX superbike, they don’t necessarily lend themselves to cruiser styling. For instance, the 17-inch rear wheel and swingarm combo are fighting to be proportional to that massive rear fender. On the other hand, because the Super Cruiser uses everything but the frame, tank, and fenders from the 1190RX, it minimizes production costs because there are fewer new parts to order. Wheels are also typical 17-inch sportbike sizes, so go-fast rubber will be easy to find.
And while it may not be traditionally “pretty,” the SC is more than 100 pounds lighter than most other bikes of this type with close to twice the horsepower, so it’s instantly intriguing. Seriously, for comparable matches of power-to-weight ratios, you’d have to tread far outside the V-twin cruiser world and look at something like the Ducati Streetfighter V4 S or Aprilia Tuono V4 Factory. Of course, those aren’t V-twins, nor are they cruisers…
For the author’s 5-foot-7 frame and 30-inch inseam, the riding position was comfortable, offering a nice reach to the bars without an overly relaxed posture. (Andrea Wilson/)
Melvin says additional testing and validation are still to be done before final EPA approval, but things are on track for a production start in 2025. Last year Melvin quoted mid-$20K as a price target and he’s sticking to that same MSRP, with the caveat that some of the components such as the suspension, stabilizers, etc., may change on the production model. The company is aiming for a first year production run of 2,000 to 5,000 units, and the bikes will come standard with the 175-hp map with a 50-state exhaust. All bikes will be available in just the black color, and Buell plans to have showrooms and service centers deployed in major metropolitan areas by year’s end.
The Buell Super Cruiser is on schedule to hit the company’s Michigan production line in 2025, with an expected MSRP in mid-$20,000. (Andrea Wilson/)
Conclusion
It remains to be seen whether or not Buell can sustain the buzz around the Super Cruiser and deliver a viable (and reliable) product. Judging by the crowds around its semi at Daytona and the online traffic and commentary, lots of folks are ready to throw down the cash to find out. More details, some specs, and preorder info can be found on buellmotorcycle.com.
Some armchair enthusiasts will probably knock the Super Cruiser for its aesthetics, while others will whine about the riding position. Still others will trash the bike’s lack of electronics, but those people miss the point: The Super Cruiser is unlike anything else we’ve seen in what’s an admittedly niche-y market. And despite the short time we had with the Super Cruiser, we can tell you it is an exhilarating ride.
For reference, this is Buell’s current Hammerhead superbike. (Buell Motorcycle/)
