Top test Buell Ulysses XB12X

Top test Buell Ulysses XB12X
Jahn

Top test Buell Ulysses XB12X

Up, up ?? and away

Robust technology for rough motorcycle adventures: With the Ulysses, Erik Buell makes a very idiosyncratic suggestion for motorcyclists who love to travel ?? with air-cooled Ami-V2.

Nobody expected this thing. Not by Erik Buell, who with his merciless sports suspensions makes the fat Harley engines legs.

Shorter than short, masses and dimensions compressed and reduced to the bare minimum, even some tough sports freaks thought of exchanging their Superduper racing bowl for a Harley.
Now Erik is taking B.Often the two-wheeled tourists with an adventurous mixture in their sights. A third enduro,
a third Supermoto, a third Racer ?? makes “Adventure Sports” together, the official name for the Ulysses XB12X. What a chunk. Seat height almost 900 millimeters above ground, so only something for people with a head for heights. Anyone who has to cling to the balcony railing on the second floor has gambled away on the Ulysses. However, once it is in motion, the fears vanish, and the XB12X zips quickly around the corner at the first junction. More athletes than Enduro, their Dunlop 616 rubbers claw into the asphalt and immediately convey the nice feeling: Something is going on here.
With an absolutely relaxed, comfortable and enduro-typical seating position, the Buell can be directed around curves and bends with impressive maneuverability and shows extremely sporty qualities. The driver is pleased to register a steering geometry that has been trimmed for stability? the Americans have given up the radical dimensions on their travel machine? and can rely on proper feedback and sharp steering precision when sharpening bends. The greater the inclination, the deeper the Ulysses lies, changing direction jaggedly without the relatively long spring travel (165/163 millimeters) causing excessive nodding movements.
Such niceties have reasons. With 120/70 ZR 17 and 180/55 ZR 17 tires, the surcharge clearly goes in the direction of road use, even if the rough profile of the Dunlop tires suggests off-road qualities. And with a sensational 228 kilograms, the XB12X is lighter than most large enduro bikes despite the massive 1200 Harley unit in the engine room. An advantage that she implements in an impressive way on the MOTORRAD test course. Both in the slalom dance through the pylons and in the circular orbit, the Ulysses plays comparable competitors bluntly against the wall and is hardly inferior to the toughest athletes. There will be in
In the future, so many racing rolls will have to be careful, because the new Buell also has no lean angles
generously dimensioned that even im
Only sand the aluminum notches over the asphalt at the limit.
The concept only reaches its physical limits when measuring the brakes. Due to the high center of gravity in connection with the 1370 millimeter wheelbase, the Ulysses is already floating
with an average braking deceleration of
9.1 m / s2 with the rear wheel lifted over the measuring distance and must be forced into the track by acrobatic use
will. Another weak point in the
Merciless top test: The brake system encompassing the inside, not particularly finely dosed, requires strong paws, and the six-piston pliers, which are only mounted on the right-hand side, pulls tremendously on the dip tubes and noticeably warps the upside-down fork.
The third and probably greatest defect of the Buell is the unsatisfactory straight-line stability. Starting at a speed of 140 km / h, there is a slight, irregular tumbling around the longitudinal and vertical axis, which increases with increasing speed and especially light drivers at top speed
put on alert. Dozens of attempts with different suspension settings and tire pressures did not bring any real improvement. This only came about when the Dunlop tires were tried against a set of thoroughbred Michelin Pilot Power road tires
were exchanged. It roared with it
Ulysses except for a gentle pendulum
over 180 km / h on a bumpy motorway
Classes more stable therefore.
Due to the extremely high built-in motor, the swing arm bearing is a few centimeters too high at 460 millimeters, which is why the extremely diagonally hinged swing arm rebounds when accelerating. This sometimes means that the rear wheel briefly loses contact with the ground on undulating stretches and light riders complain of an insensitive response behavior. For this reason she chose
MOTORRAD test crew for solo use
the smallest possible spring preload on
directly hinged central strut in connection with a rather tight rebound setting. Which is also good for a brisk ride with a passenger, where the Buell shows impeccable cornering and driving characteristics. The only disruptive factor: the slippery seat bench cover of the pillion seat.
On the other hand, the short windshield, the adequate protection, is well done
offers and the wind without the hassle
Turbulence bypassed the helmet and upper body. Marathon stages are on
the Buell is quite feasible, especially since the V2-Ballermann, which is completely stored in rubber, advances silky smooth and almost vibration-free over 4500 rpm.
Which brings us to the heart of the XB12X, because a Harley, be it a Buell, lives and trembles primarily through the classic, air-cooled machine. And Ulysses is no exception. When idling, the engine masses shake the earth, the rider sees twice and
triple. With a lot of effort that
trying bony gears, the XB12X starts moving, the view becomes clear and enjoyable gliding along for relaxation. However, if the gas is increased strongly-
pulled, the engine struggles below 4000 /
min with a rattling tenacity. This
Area isn’t exactly the thing of
Milwaukee Twins, whose original power was strangled by strict noise and emissions standards.
If the needle climbs over this mark, the engine recalls its very own character and, with impressive acoustic intonation, pulls on the leash. Even if the electronic limiter gently pushes the bolt forward at just under 7000 rpm, the Buell can be attested to be really easy to turn. What to expect from a twin bumper
Harley technology in the form not expected. Boredom is a foreign word on the Ulysses, because the agile chassis is extremely
independent but wonderful liaison with the powerful engine characteristics
comes in. It takes some time, the gnarled gear and the powerful flywheels of the V2 with the light-footed one,
to reconcile curvy handling. But who’s got the hang of it,
experiences the topic of travel enduro as exciting as rarely. The purest pleasure that the highly motivated rider will not surrender even to mild off-road activities. Indeed, it works. Not in the rough enduro style, but with a calm flow over loose ground, soft arcs, gentle lines, that’s how the Buell plows through the landscape.
Careful covering of the timing belt protects against destructive, coarse-grained dust and gravel stones, and the technicians donated effective plastic protectors to the fork tubes. With which the Ulysses XB12X
clearly evidenced that it is Erik Buell with
meant his travel machine for all journeys seriously.

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Top test Buell Ulysses XB12X

Top test Buell Ulysses XB12X
Up, up ?? and away

Was there anything else?

plus
Low consumption (around five liters)
Maintenance-free, quiet toothed belt drive
Easily accessible spring elements
Frame profiles with fall protectors
Despite the muffler under
the engine has great ground clearance
Loud, effective horn
minus
Noisy fan motor
of the rear cylinder runs almost constantly
Slippery seat pad in the pillion area
Moderate light output in dipped position
Unstable locking of the hand protectors
Too small rearview mirror
After filling up, you can use the
Drip the ventilation hose in front of the rear wheel
The frame heats up strongly in the knee area
The side stand is out of the sitting position
difficult to unfold
Suspension settings *
fork
Rebound damping ½ to 1 turn open
Compression damping 1 to
1 ½ turns open
Spring preload 5 rings visible
Strut
Rebound damping ¾ open up to 1 turn
Compression damping ½ (in pillion mode)
open up to 1 ½ turns
Spring preload completely open, corresponds to a negative spring travel of 15 mm without a driver, 10 clicks preload in pillion operation

MOTORCYCLE measurements

Performance
Top speed * 219 km / h

acceleration
0 – 100 km / h 4.4 sec
0 ?? 140 km / h 7.6 sec
0 200 km / h 19.4 sec

Draft
60 ?? 100 km / h 5.4 sec
100 ?? 140 km / h 6.5 sec
140 180 km / h 8.5 sec

Speedometer deviation
Effective (display 50/100) 50/99 km / h

Tachometer deviation
Display of maximum speed 6800 / min
Effective 6700 rpm

Consumption in the test
at 130 km / h 5.3 l / 100 km
Country road 4.9 l / 100 km
Theor. Range 341 km
Fuel type Super Plus

mass and weight
L / W / H 2190/900/1360 mm
Seat height 885 mm
Handlebar height 1100 mm
Turning circle 6270 mm
Weight with a full tank 228 kg
Payload 203 kg
Wheel load distribution v / h 49/51%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 42.5 meters
Average deceleration 9.1 m / s2
Comments: Due to the chassis geometry, the rear wheel lifts off the ground early and prevents shorter braking distances. Manual strength and controllability of the brakes encompassing the inside are only satisfactory.

Handling course I (fast slalom)
Lap time 21.3 sec
vmax at the measuring point 104.5 km / h
Comments: Thanks to the good driving stability and surprising handiness, the Buell achieved consistently good values.

Handling course II (slow slalom)
Lap time 28.2 sec
vmax at the measuring point 54.1 km / h
Comments: Good steering precision, plenty of lean angle and good grip tires allow high cornering speeds and short lap times. Easy and neutral to drive even at the tight turning point.

Orbit Ø 46 meters
Lap time 10.3 sec
vmax at the measuring point 54.0 km / h
Remarks: With 54 km / h and a lap time of 10.3 seconds, the Buell is almost on the level of an athlete and cannot be disturbed by the joints in an inclined position.

Technical specifications

Engine: air-cooled two-cylinder four-stroke 45-degree V-engine, transverse crankshaft, four gear-driven camshafts located below, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 49 mm, 520 W alternator, 12 battery V / 12 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt.

Bore x stroke 88.9 x 96.8 mm

Cubic capacity 1203 cm³

Compression ratio 10.0: 1
rated capacity
74.6 kW (101 hp) at 6600 rpm
Max. Torque 110 Nm at 6000 rpm
Pollutant values ​​(homologation) in g / km
CO 4.693 / HC 0.165 / NOx 0.942

Chassis: Bridge frame made of aluminum, screwed rear frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, internal disc brake at the front, Ø 375 mm, six-piston fixed caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dunlop D 616 tires tested

Dimensions and weights: wheelbase 1370 mm, steering head angle 66.5 degrees, according to-
barrel 122 mm, suspension travel f / h 165/163 mm, permissible total weight 431 kg, tankin-
hold / reserve 16.7 / 3.1 liters.

Service data
Service intervals every 8000 km
Oil and filter change every 8000 km
Motor oil H.-D. 360 / 2.4 l
Telescopic fork oil H.-D. Type E
Spark plugs H.-D. 10R12A
Idle speed 1100 ± 50 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.6 (2.5 / 2.6) bar

Two year guarantee

Orange, black colors

Price 11499 euros

Additional costs 310 euros

Scoring: engine

With 93 measured horsepower, the Buell does not uproot any trees and therefore cannot collect any outstanding marks in any of the performance criteria. The gnarled, sometimes loud circuit only earns ten points during the
soft toothed belt drive has a positive impact on load changes. There are deductions for the somewhat too short overall translation.

Scoring: chassis

because of the poor stability at high speeds they pull out
Tester the red card: only ten points. In return, the XB12X with a pillion rider thanks to good curves-
and driving characteristics 24 of
30 possible points.

Scoring: Security

Without any noteworthy attempt to hit the handlebars, the Buell crashes over the wavy and furrowed test track, which is rewarded with 17 points. Only gently touching footrests in sharp inclines are worth 18 points. From
the braking system you want more bite. Even the noticeable
Twisting the fork costs points in terms of braking stability and the righting moment.

Scoring: everyday life

Compared to the established
The XB12X lacks equipment details for travel enduros. thanks
of low consumption
the range despite the small
16.7 liter tanks neat.

Scoring: comfort

With the wide, comfortable bench and successful ergonomics, the Buell collects 31 meters. The rough vibrations at low speeds mean that points are deducted.

Scoring: costs / environment

The good consumption values ​​are positive, the bad from-
gas values ​​negatively noticeable. And that a Buell falls in the price-performance ratio was to be expected, because the subjective fun factor of the XB12X is unfortunately not rewarded with points.

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