MotorBikes: Buell UlyssesBuell's first multipurpose bike, the Ulysses, is a capable little all-rounder, says Conor Twomey
BMW recently announced that it had sold the 100,000th R 1200 GS since its launch in 2004, making it the company's most successful motorcycle ever. It's easy to see the appeal, of course, with its big, torquey motor, relaxed riding position and wide range of accessories making it an extremely versatile all-rounder. Naturally, other bike makers use a similar formula, but one of the better pretenders to the GS crown is actually from the most unlikely of sources: Buell.
Erik Buell is an American ex-racer whose tiny sport bike operation was bought out by Harley-Davidson around 14 years ago (they had been supplying the engines anyway and wanted to expand their customer base). Since then his bikes have become known for being curiously advanced, yet strangely old-fashioned all at the same time. Innovations such as inside-out brakes, translucent bodywork and in-frame tanks seem totally at odds with the Harley-Davidson pushrod V-twin engines that power Buell bikes, but somehow it all seems to work surprisingly well together, resulting in some rather excellent but utterly dichotomous machinery. If you can imagine a full-on sport bike with super-sharp controls with a big V-twin that rumbles along (rather than the usual screaming four cylinder) then that's what a Buell sports bike is like.
The Ulysses is Buell's first proper multipurpose bike, even though it's mostly XB under the surface. The aluminium frame, the engine and basic suspension components are all shared with the sport bike albeit tuned for a broader range of uses. The wheelbase is longer for greater comfort and the ride height is raised to give it better ground clearance over rough terrain (not that it will ever go there). The seat height jumps to 841mm, too, resulting in a far more relaxed and comfortable riding position than any Buell before it though it might be a bit of a stretch for shorter rides.
The bars and pegs have naturally been relocated as well and there are plenty of all-purpose design cues like the handlebar deflectors, protective headlight grid, chunky (though still street-friendly) Pirelli tyres and extra plastic cladding in vulnerable areas. Despite the changes, however, it's still very recognisably a Buell both in look and feel.
It's not until you climb aboard do you realise just how very different it is. Fire it up, and the Ulysses splutters to life with reluctance - the current model's basic engine management electronics combined with the Thunderstorm engine's preference for a high operating temperature make for a cranky engine on a cold morning, but the brand-new ECU that's due for the 2008 model will go a long way to curing that problem. The revised 2008 model will also rectify the Ulysses other major problems, namely its abysmal steering lock and the cooling fan that blows very hot air on to the delicate skin inside your right thigh.
The rest of the Ulysses remains the same, though, which means you get the same, low-down shove when you wind on the throttle, the same superb brakes, the same crisp handling and the same firm but comfortable ride quality.
Indeed, the Ulysses is one of those bikes that gets better as the road deteriorates, smoothing out rough roads and building confidence over loose or slippery surfaces. It likes nothing more than to be leaned hard into a corner and powered through on a wave of low-down torque, although it's also surprisingly adept at motorway cruising and going exploring off road as well (though it is an easy bike to get stuck in tight spots due to the tight steering lock).
The Ulysses is reasonable value at €14,735, but you can't help but feel that money has been saved elsewhere, mostly in terms of equipment. There's no fuel gauge, for example, and no trip computer either, and heated grips are only being made available on 2008 models. The test bike also had large optional panniers fitted as well as an oversized screen, items which should really be standard on Irish bikes given how most riders use these kind of bikes for touring and commuting. That said, adding such options to rival machines pumps up prices so we shouldn't judge the Ulysses too harshly in this respect.
Indeed, equipment aside, it's a surprisingly capable all-rounder, a lot more fun than BMW's GS on the right road and a fine tourer as well.
It might not be as polished an overall product as the 100,000-selling BMW GS, but it is an interesting alternative for anyone looking for a proper two-up tourer that can be real fun on lone blasts as well.Engine: 1203cc V-Twin 4-stroke, forced air- cooled
Factfile:
Output: 100hp, 110Nm
Performance: 185 km/h top speed (est)
Transmission: Five-speed gearbox, wet clutch, Kevlar belt
drive
Frame: Aluminium frame with powertrain vibration isolation.
Dimensions: length: 2,195mm, width: 892mm (excluding mirrors),
wheelbase: 1,374mm, seat height 841mm
Weight: 193kg dry
Suspension: 43mm USD Showa forks fully adjustable, aluminium
swingarm with Showa monoshock, fully adjustable
Wheels: 10-spoke alloy wheels, 17-inch front and rear
Tyres: Front 120/70 ZR17
Rear 180/55 ZR17
Brakes: Six-piston ZTF calipers, single 375mm inside-out
front discs; 240mm single rear disc, floating caliper
Price: €14,735