When it came to testing the Ulysses, we changed things up a bit from our normal routine. Since the XB12X was designed to be ridden off pavement, we thought a refresher course might be in order prior to going into the back country and thrashing both the bike and ourselves. To knock the rust off our off-road skill sets, we attended a riding camp put on by Jim Hyde and his staff at his RawHyde Adventures, located in Castaic Lake, CA, about 15 miles up the road from the Love Ride's final destination.
Jim and crew methodically took a dozen journalists through a six-hour course, covering the skills and techniques needed to safely navigate a bike such as the Ulysses through a variety of terrain. This partial day of instruction was based on RawHyde's weekend-long "Adventure Camp." The learning process was punctuated by proper techniques of acceleration, deceleration, turning, and riding in varied conditions once off the beaten track. The second day of our stay was used as an opportunity to put these newly acquired skills to the test by way of a full day's ride that included a variety of highways, mountain roads, dirt and gravel roads, and general out-back terrain. The day was highlighted by a couple of us, along with Jim and photographer Mike Wing, conquering a very challenging section by ascending a dirt road with a 2,200-foot increase in elevation over about 6 miles. The prize at the top: a breathtaking 360-degree view of beautiful mountain terrain complete with a glimpse of the Pacific Ocean some 30 miles to the west. All of this and a perfect sunset to boot-that's what the Ulysses is all about.
First things first. The XB12X is a tall bike, no-make that a very tall bike. Even with the optional lowered seat, it's all most riders can do to get one foot flat on the ground while on the bike. This takes some getting used to, especially on loose or uneven ground. Once you've gotten comfortable with this, everything else is a breeze. The ergonomic setup of the bike works quite well. The relationship among the seat, handlebars, and mid-controls makes for a very comfortable riding position both on the highway and in the twisties. Sitting in the neutral position feels quite natural for either long, straight sections or tossing the bike from side to side on a canyon road. The Thunderstorm engine is more than up to the task when it comes to quickly accelerating the motorcycle, without the need to constantly bang up and down through the gears. The engine's redline is set at 7,000 rpm, and the torque is strong through most of that range but really kicks in around 4,000 rpm. The effects of Erik's mass-centralization principle are apparent as you take the bike through turns. It easily moves from side to side with little input needed from the rider. Based on the bike's height and placement of the foot controls, there is plenty of lean angle before the bike touches down on either side. The bike's lean angles are left 40 degrees and right 43 degrees before contacting any hard components. The Showa suspension soaked up bumps with ease both on and off the road, and that, coupled with the Uniplanar Powertrain vibration-isolation system, made for an exceptionally smooth ride.