| Author | Message | ||
     Mcrides |
There's a new review of the Ulysses up: http://pages.videotron.com/mcrides/road-test/buell/ulysses.htm | ||
| Sleez |
pretty good read | ||
| Johnnylunchbox |
Is the ignition key really on the side of the engine as this guy states? WTF? | ||
| Wyckedflesh |
that comment alone really makes me wonder if this guy really rode the bike. The key is in the same spot as the Lightning models, just ahead and below the left side handlebar in the flyscreen support bracket. Along with the comment about a dented wheel. If he really looked at the rim mounting points, he would have realised that to dent the wheel far enough to warp the rotor, would mean a wheel that was too dented to ride back on. I don't care how much duct tape, and inner tube you run, there is no way that the tire will still set in the bead if you dent it far enough to warp the rotor. If you dent it that far, the surrounding metal of the mounting point would break from the stress and you would have the rotor free floating totally at that one mounting point. | ||
| Gschuette |
He didn't ride it. The riding section was about 1/2 a paragraph and most of that was addressing the seat height. | ||
| Opto |
The review wasn't that bad, there were some good points in there, and some points that the author need not have worried about - like will the motor get you home? FFS! Some interesting observations about the Uly - the motor feels smoother than an XB12 (?) and the stock ecm is much better at being smooth at low revs and better operation with a slightly cold motor. The motor also feels very strong (compared to my XB12S) and running the same muffler gives a slightly diff exhaust note, so I figure, the engineers changed more than what they are willing to tell us about. (Maybe it just feels faster because you're sitting higher?) The Uly will not be slow in the twisties, and the handling is still excellent, even better if the road gets a bit rough. Unlike the XB12S which doesn't care what speed it's going the X seems to feel better around 70 to 80mph on the curves. | ||
| Kevinfromwebb |
When I rode the Ulysses up in Colorado a few weeks ago it felt anemic compared to my 12R. I had been riding my R for a few hours before the demo, although mine does have an air filter, tfi, and odies pipe. It just felt sluggish compared to my bike but I reasoned that was the difference between stock and modified... Kevin | ||
| Steve_a |
One more time: The Ulysses engine is the same, in every way, including flywheel, as that fitted to other XB12's. | ||
| Kevinfromwebb |
Steve, agreeed... But they run better when modded...  Kevin | ||
| Koz5150 |
My bad... The flywheel is the same. Must have just been the weight of the bike that made it feel different to me. I was incorrect... | ||
| Opto |
Steve, if your statement is correct, then it must be the ecm, which the Buell people state is the same as the '05 ecm, which was reported to be revised for the 05 models. I have an 04 XB12S (Drummer and K&N) and the Uly (Drummer and stock filter) and the Uly is definitely a smoother feeling motor and doesn't feel slow at all. The question begs to be asked if anyone has fitted an XB12 05 stock ecm to an 04 XB12. | ||
| Reepicheep |
The other difference in those bikes is the intake path... I think I am going to retrofit my 9sx over to the new path, and throw a tool pouch in the frame passage. | ||
| Cruisin |
I thought I remembered reading that the ECM map for the Ulysses was slightly different so that it would be smoother in the lower RPMs (making dirt road travel easier). As for the rest of the engine - it's the same. Also, the author didn't say the key was on the left side of the engine, he said left side of the bike. The reason he brought this up is because he was never taught the proper way to shut off a bike - with the KILL SWITCH. So if he's parking it correctly (in gear) he has to hold the clutch in and reach over with his right hand to turn the key. It would seem silly to do it this way, but I'm amazed at how many people never use the kill switch. | ||
| Cdallen |
Totally looking for an education here not trying to argue... Why is "the proper way to shut off a bike" using the kill switch rather than the key switch? | ||
| Kevinfromwebb |
I believe you are supposed to shut it off with the kill switch and then turn off the key. Opposite to start, turn on key, turn kill switch on and then hit the starter. I always do it that way but I don't know if it makes any difference or not. When I was at a local Ducati demo day a while back, the owner, former racer,Steve Nash, rode a bike out from the back and killed it with the key??? Kevin | ||
| M1combat |
I've always killed mine with the key. The main reason that I've heard to use the kill switch is so you don't have to look for it if you're in a hurry to shut the bike down and need both hands on the bars while doing so... YMMV, there's probably a much better reason . | ||
| Jackbequick |
I think M1 has the right idea. If you are used to using the kill switch when that moment comes that you need to use it real bad, it is a little more ingrained into your head. Think in terms of unpleasant things like lay downs, stuck throttles, etc., After awhile the kill switch, ignition off, and fuel petcock closed (if you have one) drill just happens without much thought. Why close the petcock? A small leak, unnoticed when riding, can be a real problem when the bike is parked for a day or two. Especially in the garage. Sort of related issue, I find the starter switch to be a little too prominent and have bumped it a couple of times with the engine running. I'm going to cut about 1/2 the visible length off of that, I won't have any trouble starting with what is left. Jack | ||
| Cruisin |
It's something that's taught in most MSF courses, for starters - I think Don's reason is exactly why - if you always use the kill switch (engine cutoff switch, for those who prefer that terminology) it's instinct to reach for it to turn off the bike. I just started using it from the beginning and when I took my class the MSF instructor was happy to see me do it that way. Also, my first motorcycle was an S2 - for those that don't know, the key for the older tubers is right by your left knee. Not exactly easy to reach over with your right hand (while holding the clutch in) and getting that barrel key out. Of course you could pop it in neutral, reach down with the left hand, turn it off and pull the key, then pop it back in gear...but hitting the kill switch is faster. | ||
| Chadhargis |
First, being an MSF instructor, I teach students to use the "engine cut off switch". I try to refrain from using the term "kill" in relation to motorcycles. We get enough bad press. The reason you use the cut off switch is so you can shut the engine off with both hands on the controls. Once the engine is off, you are in first gear (you DO park in gear don't you?!?), and you right hand is still squeezing the brake (both wheels are "locked" at this point), you can release the clutch and turn the key off with your free left hand. If you develop a habit of shutting the engine off with the cut off switch, you will be much more likely to do so in an emergency should you experience a stuck throttle or other condition where getting the engine shut down quickly would be desired. Moral of the story...If you are thinking like a car driver and shutting your engine off with the key...then for goodness sake, start thinking like a motorcyclist. |
