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| | | Road Test : 2007 Buell XB12X Ulysses-Buell adventure |  Written: 10/04/2007 : 15:16. Read 24729 times (14/day). | Buell Ulysses is the most radical news from Buell since oil and fuel was poured into the frame and swing arm. With a few clever touches Buell has made a big adventure touring bike from one of the world’s smallest bikes! We rode the 2007 version both on and off the road in southern Spain.
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True to the Adventure segment the Ulysses also features a tall seat, but for the 07 model year the XB12X features a lower seat than in 2006. The standard seat has been lowered by 33mm making it easier for more riders to enjoy the adventure. The seat height is now 808mm.
I rode both the standard Ulysses and a fully touring equipped version with panniers and top box. Compared to the Lightning models the Ulysses really gives you the big bike experience. The Ulysses feature ergonomics that even the biggest amongst us can enjoy. Ulysses has been raked out and given more suspension travel compared to the other XB12’s. Apart from that a brand new rear end, hand guards, wider handlebars, more fuel capacity and tall front mudguard are the only changes. Even though the Ulysses has developed a longer wheelbase than the streetfighter models it is still a very capable bike on twisty sections. Only Triumph Tiger 1050 and Ducati Multistrada can come close when the handling is being judged.
Starting the Ulysses from cold it takes a few seconds before it sounds eager to go and the idle stabilises. I am fascinated by the blinkers vibrating in tune with the V45. I quickly notice that the GPS is best mounted on the right hand side of the wide and tall handlebar, but that the GPS itself had not been mounted for us. The tall windscreen on the adventure model gives decent protection against the elements and I set off at an easy pace until we are out of town.
The big bike is very well behaved even with panniers and top box, but Ulysses does carry around 15 kilos more bulk than the Lightning models. You only notice at standstill really, because as soon as we are on the move there’s not much to it. Following a Super TT is not a problem at all and you need to take them to a go-cart track to separate the two. If there is such a thing as sports adventure the Ulysses would fit that category.
The suspension absorbs bumps in the road easily and all I have to think of is my own riding. The suspension is set up to handle fast riding on the road at the same time as it allows you to perform on gravelled roads. Not much sag either when seated which speaks of a fairly firm suspension set-up. I really enjoy the understated sense of acceleration the V45 gives. Understated because there’s no urgency involved and the torque pushes the Ulysses forward faster than it sounds like. The XB12X engine performance is very similar to BMW R 1200 GS (100bhp @ 7.000rpm, 115Nm @ 5.500rpm) in 100bhp @ 6.600rpm and 110Nm @ 6.000rpm. All is usable power in other words from the air-cooled 1203cc V-twin. Like all Buell motorcycles the engine is fed by downdraft direct fuel injection. The throttle is always precise and all sorts of antics are easy on the Ulysses. The 5-speed gearbox obeys my left foot and the power is transmitted to the Pirelli Scorpion sync rear tyre through belt drive. The Ulysses lifeblood flows through both the frame and swing arm. 16.7 litres of fuel in the frame and 2.4 litres of oil in the swing arm. The XB12X and XB12STT feature the increased fuel capacity. 16.7 litres are still not very impressive on an adventure motorcycle, but better than on the other Buell models at least.
Whilst the under slung exhaust would touch my test kerb on the STT, the Ulysses climbed over it like a gazelle and nothing touched the ground. Whilst the bolts were flying on the Super TT everything stayed in place on the Ulysses. I took it for a short spin offroad as well. The Pirelli Scorpion sync is a versatile tyre, but nothing for serious offroad work. On our fairly smooth offroad section there was plenty of grip, but the Ulysses is definitely capable of slightly more challenging roads too with a different set of tyres. The problem then would be the ground clearance and protection of the under slung exhaust. I would be surprised if it was in one piece on any half challenging Enduro trail. The rim mounted 375mm brake disc would cause me worries too. But on our stretch of road I felt confident and could let it loose a couple of times.
Ulysses features a very clever new solution in the triple tail system. The luggage rack doubles as passenger backrest and is locked into one of three positions-Two different luggage positions and one backrest position. Our bike was also fitted with a comfort cover over the backrest. The spacious panniers and top-box, touring windscreen (101mm taller than original) and Buell Quest navigation system further widens the horizon on the V-twin tourer. The panniers have been designed to withstand offroad riding and they did stay in one piece on our offroad test. The XB12X has got two auxiliary power outlets, one on the left hand side of the dash and one under the seat. The hand guards are also practical protecting from wind and small stones as well as acting like insurance from broken levers should you have a small spill.
The panniers add extra weight to our GI-Joe painted adventure version compared to the standard orange Ulysses. For really sporty riding the standard version is naturally closer to the Super TT than the fully equipped version. But there is not much too it and I preferred the taller windscreen on the adventure version. The paintjob adds more urban guerrilla motorcycle SUV flare. Buell’s answer to the Hummer, but the Ulysses is still much smaller than BMW’s R 1200 GS. If it makes the Ulysses a better roadbike than the GS I am not sure off, but I am pretty sure however that it makes the Ulysses a faster roadbike. That fact alone will not give Buell any large US army contracts, but if Buell continues its offroad concept further who knows… The desert camo paintjob should be a favourite amongst those in the service I should think.
XB12X Ulysses compared to the new XB12X Super TT
It would have been wrong of me not to compare the two latest models from Buell since I had the chance to swap between the two all day long over two days in Spain.
To give you an idea of where these two models are compared to other offerings in this growing market place I’ll use the KTM 950 SM and 990 Adventure as examples since I have tested both in the past. Buell have used the exact same idea, but with very different raw materials. The Super TT is based on the Ulysses which is Buell’s adventure touring motorcycle. The TT is a harder version of the Ulysses with firmer suspension, lower seat height and more aggressive styling.
KTM’s 950 SM is exactly the same compared to the Adventure, but more true to the Supermoto concept. Even though the 950 SM is both lower and more aggressive, it still has a very long (for a roadbike) suspension travel and wheelbase. BMW have done the exact same thing with the R 1200 GS that has bred the brand new Megamoto. Ducati are launching the Hypermotard 1100 these days, which is a Supermoto version of the Multistrada.
The XB12X and XB12STT differ slightly from these in concept particularly as the Super TT to me is closer to the more sports orientated naked road bikes than a supermoto. But really, it’s all down to the suspension which has less travel-Perfect for twisty roads, but too hard to ignore city centre kerbs and slightly less versatile than a true litre supermoto. But that doesn’t make the Super TT less fun on the road-on the contrary!
The Super TT’s main advance to its donor XB12X Ulysses is the lighter weight and the more familiar compactness of other Buell motorcycles. And it’s cheaper too, but arguably less value for money if you are practical by nature. What I have found out is that you can’t compare the Super TT and Ulysses too directly as they will appeal to different buyers. They are both very capable road bikes though and the Ulysses is so with a more practical edge. Compare the Super TT to the other XB12S Lightning models and I would choose the TT every time.
Words: Tor Sagen/Photography: Jürgen Mainx
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