| Author | Message | ||
     Buellgirlie |
http://www.nytimes.com/2006/09/10/automobiles/10BUELL.html?pagewanted=all registration (free) required, or article posted below in its entirety. enjoy, D NYT September 10, 2006 Handlebars From Buell, a Bike to Take Harley in New Directions By NORMAN MAYERSOHN HARLEY-DAVIDSON would seem the last company on earth that needs to cast itself as an outsider. Haven’t its products always been the first choice of riders who style themselves as individualists? The truth, of course, is that for years Harley has done a tidy business within the confines of its comfort zone, taking few risks while building traditional-style motorcycles with an emotional draw that proves irresistible to its loyal (and apparently affluent) clientele. Never mind that most models have all the brio of a Buick. A recognition that it needed to expand its appeal might explain why “the Motor Company,” as Harley likes to call itself, took a deep breath in 1998 and assumed control of Buell Motorcycles, a small maker of high-performance bikes distinguished by innovative engineering and design. Named for Erik Buell, the engineer and racer who founded the company, Buell built sport bikes based on Harley’s V-twin engines. Under the wing of its new parent, Buell would be able to stock Harley showrooms with an American-made alternative for customers wanting something with more oomph than an Electra Glide but not committed enough to sign on for a Ducati. In much the same way, Buell has broken away from its own established market with the introduction of the 2006 XB12X Ulysses, an emphatic departure from the pavement burners in its line of Lightning and Firebolt models. More of a triathlete than a single-event specialist, the Ulysses was formulated to fulfill the same yearning for go-anywhere versatility that gave rise to the sport utility vehicle in the auto world. At first glance, creating a motorcycle to meet this demand seems straightforward: make it big enough for long-distance comfort on the Interstate, but equip it with tires and a suspension that will let a rider keep going when the paved road ends. This growing market category, known as adventure-touring motorcycles, is popular in Europe and increasingly important in the United States. BMW in particular has established itself in the class, producing a series of bikes adapted from those built for rally competition. The potential attraction of such a design is not lost on me. When I lived in Northern California, I seized every opportunity to pack a sleeping bag and ride off to visit friends who lived in Big Sur. As much as I always looked forward to the incomparable roads and breathtaking views on the ride down Highway 1, I equally dreaded the last half mile up their unpaved driveway. On a big bike, the rutted lane inspired sheer terror; I always seemed a split second away from bent metal, scratched paint and broken lights. The fast roadbikes that proved pure delight for 99 percent of the trip were entirely out of place on the low-speed crawl from the highway to the house. As an engineer, Erik Buell is relentless in applying innovative design solutions to challenges like that. Where possible, his company’s bikes make components work overtime. On the Ulysses, the boxlike beams of the aluminum frame hold gasoline, 4.4 gallons worth; the rear suspension’s swingarm doubles as a reservoir for the engine oil. The bike’s most apparent point of commonality with Harley products is the 1,203 cc V-twin derived from the Sportster models, good for 103 horsepower and 84 pound-feet of torque. The torque peaks at 6,000 r.p.m, a low engine speed compared with four-cylinder sport bike engines of similar output. When Cycle World tested the Ulysses, it clocked the run to 60 miles an hour in 3.8 seconds. The numbers do not tell the whole story, though. One thing a rider might expect from a big honking V-twin of Harley lineage would be tractor-like pull when rolling on the throttle at low speed. The bike does answer the call, but even though the engine is mounted in rubber to isolate vibration, too much unpleasant motion reaches the rider. The powertrain shakes like a St. Bernard coming in from a rainstorm, grudgingly gaining speed but letting the rider know that a downshift or two would be a better way to get a quick burst of acceleration. At least it does not slobber. Buell is also dedicated to principles like mass centralization, or placing the heavy components as close as possible to the middle of the bike. This has resulted in the placement of the muffler directly under the engine, rather than farther back alongside the rear wheel — a decision that almost inevitably forces the bike to ride higher. In a light dirt bike this might be a good way to assure enough ground clearance and keep parts from snagging on rocks and branches during off-road forays. The result — a bike that is strikingly tall — compromises the pleasure of riding the Ulysses. The seat height is 33 inches. I shop for pants with a 30-inch inseam. Do the math. Add to that the reality that much of the bike’s weight — approaching 500 pounds when the gas and oil are topped off — is relatively high, and you have something far from nimble. Workarounds, like wearing thick-soled boots and shifting between legs at stoplights, did not help much. A seat lower by an inch and a half is offered as an option, but it would not have been enough to cure the problem. Compounding this stoplight trauma is the challenge of finding neutral, which is nominally in the normal spot of the shift pattern. My test bike refused all efforts to come to grips with the search — at a full stop, I always clicked past N into first or second, and trying to light the green dashboard indicator while rolling to a stop only resulted in a teased flash of the lamp. Two wheels or four, the compromises demanded of such multipurpose machines are similar. Tires that provide a tenacious grip on smooth asphalt have a different profile, rubber compound and tread pattern than those that work properly on a gravel-covered fire trail in the forest. A suspension tuned to tame the sweeping high-speed curves of an alpine pass is not the ideal setting for making your way between boulders in the back country. The Ulysses handily copes with most of these trade-offs. It is a reasonable highway bike, with a sweet spot around 70 m.p.h. that lets you keep pace with the traffic. The wide handlebar takes some adjustment (but all the leverage is useful) and the plastic hand shields are unnecessary on the highway, but the riding position is agreeable. The experience is less pleasant at slow speeds in hot weather. An electric cooling fan that blows air across the cylinders also seems to send a blast to your legs. Worse yet, when you roll to a stop, the fan’s roar will have you looking around to see if an old pickup has wheezed up behind you. Functional touches on the Ulysses show that considerable thought was invested in developing useful features. There are two power outlets. An optional “triple tail” unit, hinged at the back of the seat, can be repositioned to serve as a passenger backrest or a sturdy luggage platform. Optional saddlebags and tail trunk are generously sized and well laid out. The 2007 Ulysses promises to address a few of the issues I have with the current bike, including a lower seat. Even so, a potential buyer ought to be planning many miles on unpaved roads to justify the bike’s $11, 495 price. Like a too-clever child actor who hijacks a movie plot, the appeal of all-road capability quickly wears thin in the face of all the compromises it entails. | ||
| Whodom |
Someone posted this on advrider. Sounds like the guy spent an hour doing on-line research on Buell, rode the bike around the block, and then wrote the article.  | ||
| Natexlh1000 |
He was too short to ride it. (so he didn't) "optional triple tail"? At least he got the name out there for a more broad audience I guess. |
