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Presentation of the Yamaha BT 1100 Bulldog

The third spring

Constructed in the early eighties and transplanted into the XVS 1100 Drag Star at the end of the nineties, Yamaha knitted a completely new motorcycle around its well-known V-twin cylinder.

Back to the origins, that seems to have been the motto for Yamaha’s newest creation, the BT 1100 Bulldog. The legacy of Yamaha’s air-cooled V-two-cylinder, each with an overhead camshaft and two valves per cylinder, which has been used in cruisers like the XVS 1100 Drag Star for years, goes back to 1981. At that time, Yamaha presented the extremely unconventional TR 1, a classic motorcycle design with a two-cylinder V-engine, at that time still with 1000 cc and secondary drive by chain. Two decades later, a motorcycle with just this engine, albeit with 1062 cm³, celebrates its first again, which is as unusual as the TR 1 was once again.
Even the type designation BT 1100 Bulldog makes it clear that the new one cannot be classified under a category of the current Yamaha tidies up. But neither the agricultural machinery industry has to fear competition, nor can farmers look forward to a particularly inexpensive agricultural implement. Yamaha’s description of the Bulldog concept: "The new roadster is supposed to increase the desire for motorcycling with pure technology, no frills and with an extraordinary design, the recreational value." But let’s get back from the flowery description of the marketing strategists to the core of the new bike and thus to the old acquaintance.
The technicians have given him a gentle makeover. Tea engine, which has been revised in detail, now delivers 65 hp at 5500 rpm and 88 Nm at 4500 rpm, which is three hp and three Nm above its counterpart in the Drag Star. It is more important that every horsepower of the Bulldog, which weighs almost 250 kilograms with a full tank, has to carry significantly less weight than the one hundredweight heavier XVS 1100. Nothing has changed in the mixture preparation via the carburetor. Since Yamaha did without an injection, the BT 1100 has to get along without modern exhaust gas cleaning by means of a regulated catalytic converter in the exhaust system made entirely of stainless steel. Only a secondary air system should help to meet the current pollutant norm.
The technicians obviously put more effort into the chassis. The newly designed bridge frame combines a framework made of steel tubes with a cast aluminum construction in the area of ​​the swing arm mounting. A telescopic fork with a stanchion tube diameter of 43 millimeters guides the front wheel, a cast aluminum swing arm guides the rear wheel. The latter is noticeable due to its length, which should keep the cardan reactions low. The central spring strut works with a lever deflection. The one-piece four-piston calipers of the R1, which are known to work effectively, together with 298 millimeter floating brake discs, are supposed to decelerate the BT 1100 appropriately. The 17-inch radial tires are sensibly dimensioned, especially with the 170 millimeter wide rear tire. The Bulldog’s technology is therefore within a conventional framework.
In contrast to the design. Not only the side silhouette with the high-arched, 20-liter tank and the deep seat recess at least testify to the courage to take risks, but also many details are unusual. For example the cockpit, where the speedometer and tachometer are housed in a single housing with an analog display, as was the case with some Japanese models from the late 1960s. The time, mileage and fuel gauge appear separately on the digital display. The small lamp cladding also serves as a console for the open-space spotlight in clear glass optics. And the seat edge, like the footrests and their arms made of aluminum, is also a handle for the pillion passenger.
D.he price of the new creation should be just over 16,000 marks according to initial information. This puts the BT 1100 Bulldog roughly on par with the three hp weaker Ducati Monster 750 and around 2000 marks below the five hp stronger BMW R 850 R. In terms of torque, the 1100 V-Twin can of course clearly outshine both, but How the tried-and-tested engine harmonizes with the new chassis is only clarified by a driving report (MOTORRAD xx / 2001). And the final factor in favor of buyers will certainly be the optics. That will show whether a good old friend doesn’t look overdressed in a completely new outfit.

Specifications – Yamaha BT 1100 Bulldog

Engine: Air-cooled two-cylinder four-stroke V-engine, transverse crankshaft, one overhead, chain-driven camshaft, two valves per cylinder, rocker arm, wet sump lubrication, constant pressure carburetor, O 37 mm, secondary air system, electric starter. Bore * stroke 95 * 75mm displacement 1063 cm³ Nominal power 48 kW (65 HP) at 5500 / min Max. Torque 88 Nm (9.0 kpm) at 4500 / min Power transmission: multi-disc oil bath clutch, five-speed gearbox, cardan. Chassis: Bridge frame made of tubular steel, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of cast aluminum, central spring strut with lever deflection, double disc brake at the front, four-piston calipers, floating brake discs, O 298 mm, rear disc brake, O 267 mm. Tires 120/70 ZR 17; 170/60 ZR 17 Dimensions and weights Seat height 812 mm, dry weight 230 kg, tank capacity 20 liters. Colors silver, black, metallic blue

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