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Bike Review: New Bike Test 2009 Buell Ulysses XB12XT - From RoadBike August 2009
 Oh, Brother! By Joe Knezevic, Photos by Kevin Wing Big Twin guy that I generally am, people are often surprised to find out that I am also totally into adventure-touring motorcycles. Some are even more surprised to find out that I am a big fan of Buell motorcycles. My fondness for the adventure-touring category is directly linked to my younger days, a time when I flaunted six-pack abs and spent many hours riding dirt bikes and dual-sports; my fondness for Buells began way back when I saw my first one, a RR1000, and only grows the more I ride them. Dirt and dual-sport mesh nicely with Buell’s two sibling Ulysses models. Since its introduction in 2006, I have logged thousands of miles on the original Ulysses XB12X and loved every minute, except perhaps that time when I had a kickstand break in the middle of nowhere, but that’s a different story. So I was totally jazzed to have the good fortune of running the newer 2009 XB12XT model through its paces. I was first let loose on the younger Uly on the twisty mountain roads surrounding Temecula, California, and then more extensively around my local roads when Buell shipped a bike to our editorial offices in Stamford, Connecticut. Like its older brother, the XB12XT is a multifunction, premium motorcycle capable of being used for canyon carving, daily commuting, or long-distance touring. The seat position is upright, which is ideal for grabbing the wide handlebars and flicking the bike where you want it to go. The comfortable saddle, with a 30.7" height, provides all-day ease (except maybe for some swampa$$, but that’s a different story, too). Handlebar-mounted wind deflectors and a tall, two-piece windscreen provide car-like protection from the elements, so much so that at times I felt like I was riding in a convertible, not a motorcycle. Fully adjustable front and rear Showa suspension is road-tuned for sport touring and features 4.9" of travel. The Pirelli Diablo Strada sport-touring tires provide outstanding grip on all road conditions, making it possible to use this bike’s generous lean angle. Note the X is set up a bit differently, with more suspension travel and on/off road tires. At this point, I’ve got to say that every Buell I’ve flogged has been relatively easy to ride and has put a smile on my face. The XT didn’t disappoint. Unlike the X model, the XT comes standard with heated handgrips and removable hard-shell side and top cases. I couldn’t believe how hot the grips get, and was amazed at the carrying capacity provided by the luggage. No doubt the combination makes this bike a serious tourer by anyone’s standards. An unusual and nifty accessory that appears at the back of the seat on both editions of the Ulysses is the Triple Tail. It quickly converts from a luggage rack with tie-down hooks when in the lowered position to a passenger backrest when in the raised position.
The Uly XT shares many similarities to its on/off-road older brother, including the spunky Thunderstorm 1203cc fuel-injected, 45-degree, air/oil/fan-cooled V-twin engine, hollow aluminum perimeter frame, flat track handlebars, 180mm rear tire, and the aforementioned, fully adjustable 43mm upside-down forks and rear shock absorber by Showa. Like all Buells, mass centralization, frame rigidity, and minimal unsprung weight (aka “The Buell Trilogy of Technology Design”) is the name of the game, and everything on this bike is designed with that concept in mind. Whether it’s the 4.4 gallons of fuel that’s stored in the frame or the swingarm doubling as an oil tank, Buell engineers did everything they could to make the concept work. Other notable design features are the zero-torsional-load front brake system and the placement of the muffler below the engine.
The Buell InterActive exhaust uses a valve in the dual-chamber muffler that’s adjusted by the bike’s ECM, changing the exhaust flow according to real-time riding conditions. This is supposed to produce a smoother delivery of torque while optimizing engine power, and there is no doubt the system helps the midrange power and torque; my complaint is that at times I could feel the valves at work when I was caught riding in that transitional midrange where the valves do their thing. Thanks to Dyno Solutions of Brookfield, Connecticut, I actually saw what I was feeling in dips on the dyno chart that showed up around 3600 rpm and again around 5400 rpm. Thanks, again, to John, I know that at the rear wheel you can expect 85.5 hp and 70.5 ft-lbs. of torque, which is plenty to get this bike moving. Regardless of the numbers, this engine has been tuned to deliver a broad powerband and on-demand torque that is usable in the real world. I have always believed that a total of two is the ideal number of offspring, and the two bikes are similar in enough ways that I consider them brothers. But don’t be fooled, they’re targeted to two different types of riders. The X is for those who might have a dirt bike background and may still want to explore those unpaved roads on occasion. Those who want sporty attributes in a more versatile, comfortable package are likely to go for the XT, which has an MSRP of $12,995 and is offered in Racing Red or Thrust Blue. In summary, this bike provides the intuitive Buell handling and usable power I have come to know and love. My only complaint is the excessive heat that radiates on the rider’s right ankle, which really isn’t that big of a deal with the right riding gear (read: above-the-ankle boots). It truly is a multifunction motorcycle and among one of the most dynamic motorcycles on the road today. When I think of the two Ulysses models, I’m reminded of another time when I had a fondness — or should I say weakness — for couple of hot sisters that lived down the street. But that’s a completely different story for a totally different magazine. RB
Tech Sheet List Price $12,995 |
Hardbags have ample room.
Rear shock preload adjuster is near at hand.