For 2008, the 12X comes standard with heated grips, and Buell has increased steering lock to a more user friendly 74 degrees. The diameter of the forks has been increased to 47 mm to further improve handling and front end rigidity and feel. The seat has also been reshaped to help shorter riders reach the ground, which, at 5’8” in boots, is a feature I truly could not live without. 

For the new model year, redline has been bumped up to 7,100 RPM’s. The timing has been updated and now operates off of a crank position sensor, and the throttle position sensor has been changed to a unit that is easier to calibrate, thus simplifying and minimizing service time to attain proper adjustment. The oiling system has been updated from lessons learned on their XBRR race bike, and is said to have increased cooling capacity thanks to a higher output oil pump and a larger oil cooler, as compared to pre-2008 model 12X’s.

Even with all of the innovative chassis tech and top shelf suspension, skeptics often knock Buell for continuing to employ the air cooled Sportster based engine. Comparing the Thunderstorm 1203cc engine to a normal Sportster engine is something akin to comparing the Mona Lisa to Angelina Jolie. Yes, it’s true they both share basic architecture and function, but good ol’ Mona is simply nice to look at, while Ms. Jolie makes you think far dirtier and faster thoughts that may even challenge legality. Well, maybe it’s not exactly the same kind of comparison, but you get the point…

Buell’s Thunderstorm engine revs far higher, creates much more power, and is rumored to share no part numbers with its H-D “cousin”. As a result, the mid-range and top end is accessible and fun to use, but is does not create the stump pulling torque below 3K rpm’s. Around town the engine is usable below the 3,000 rpm threshold, but largely uninspiring. For hustling around the good roads, the 12X Ulysses seems happiest above 3,500 rpm’s, and will pull strong almost all the way to redline as torque peaks at 84ft/lbs @ 6,000rpm’s, and HP peaks at 103 @ 6,800.

The rubber mounted twin shakes like a teenager that knocked up the preacher’s daughter while its idling, and shakes some as she slows to a stop and the engine rpms drop; this is a fact some can’t seem to get over. However, once it gets spun up and you’re under way, the vibrations disappear and it is as smooth as any other modern motorcycle. Virtually no vibes reach your hands through the bars above 2,500-ish rpm’s, and the foot pegs have only a slight thrumming through them. Running at a steady 80mph there are minimal vibes. This bike can be ridden all day without your hands going numb, your feet tingling, or your fingers falling asleep. Cold temps increase perceived vibrations to a small degree until the rubber mounts are properly in the temperature operating range which usually only takes a few miles.

On the twisty bits, the 12X handling is very neutral, and your date with the next apex is a simple head turn and press of the upright handlebars away; providing the suspension has been adjusted as per the owner’s manual to suit your weight. Proper adjustment is the key to getting this bike to handle as designed, especially for riders with a typical “American build.” The front forks and rear shock are fully adjustable Showa units, and their adjustment is made easy thanks to clear directions presented in the owner’s manual and the easy to reach adjusters. Cornering clearance is copious, and superior to other adventure bikes allowing you to use all of the Pirelli Scorpion Synchs when dancing through corners.

Brakes are fed via braided steel lines, and the front brake is strong with a good feel at the lever; doing its job well when called upon. The rear brake is, well, just there. Once you’re used to it there are no surprises as it is predictable yet weak, and lacks the overall feel and power expected of a sport bike derived system.

As quick as the big twin spins up and makes power, it is not as quick to scrub it off when the throttle is rolled off before corner entry. The lack of engine braking can be a bit unsettling at first, especially as the tach dips toward the 3,000 rpm mark. The key is to set up early, and use the midrange and top end drive of the bike pull you through. 

Riding in this manner makes the 12X a very comfortable bike to ride at a sporting pace. Obviously, the pace will be different for every rider, but for me this is a very confidence inspiring, and sure footed bike to ride at an 80+% pace. Once set up, the suspension and chassis are tough to upset, and offer a firm ride that does not wallow around despite having over 6 inches of travel at each end. It turns in precisely, goes where you point, remains planted when pitched over, and just flat makes me smile. 

Around town the bike does well on a few fronts, but loses out on others. I have become accustomed to the commanding seating position that the Uly, and other adventure bikes offer, that allows you to see above and beyond traffic when fighting through town. The short wheel base and good ground clearance means you can park it almost anywhere you please and there should never be a curb that goes unchallenged as it’ll hop those, too. The flat seat and neutral seating position allow for easy movement on the bike, and make it comfortable for you to “put your head on a swivel,” and keep an eye on everything around you. The wide set mirrors will let you see that there is something behind you, but the view is skewed and unclear due to vibrations.