Shootout
Buell Ulysses vs. KTM 990 Adventure
Engine:
There is no replacement for displacement. Let’s face it; cubic centimeters play an important role in the purchase price of one of these fine machines. Otherwise you would be looking along the lines of a 250cc dual sport, naturally. For being large displacement V-Twin engines, the two motors couldn’t be more different. Both run on gasoline, are internal combustion designs, and produce similar amounts of thrust- the similarities end there.
The Buell uses the 88.90mm piston with a long 96.82mm stroke as it is basically a stroked version of the 984cc XB9 motor. Even my stock Suzuki DRZ-400 had a larger piston! While providing powerful torque from almost any RPM, the long stroke and pushrods limit revs to 6800RPM briefly (7100RPM on the 08), before the engine management system knockes it down to approximately 6400RPM.
The KTM uses the opposite formula using a larger 101mm piston coupled with a short 62.4 mm stoke. This layout, combined with a more modern dual overhead cam design, allows a much higher 9500RPM limit. Whereas the Uly is a torquer, the KTM is a revv’er. A friend of mine compared it to the engine in his Ducati 916, which I feel is spot on.
Start up the Buell and you feel as if you started a paint shaker at the local hardware store. Everything shakes -from the mirrors, to the turn signals, and your vision. The KTM, on the other hand starts with the smoothness of an electric motor.
Once underway the Uly’s clever rubber mounting cancel out most of the vibes resulting in a remarkably smooth ride. A little bit of buzz creeps through the grips and pegs at certain RPM’s, the worst at 3800-3900, blurring the stock mirrors.
The KTM is also very smooth at the lower revs but gets a little rough at the higher RPM’s (5500+), at which point you are usually more concerned with your intended trajectory rather than the buzz through the grips.
The Buell will pull from idle on up, not happily but it will do so. Best results are achieved from 3500-5500RPM, where the motor has tons of thrust. Switching to a Buell Factory Race Exhaust and ECM pushes the power further up into the rev range into the 4000-6500 range. Whether this works for you is a matter of personal preference, as opinions vary on this matter.
The KTM starts making decent power, at about the same time the Buell is giving up. It will pull from 3000+ RPM but really starts to get in the groove at about 6000RPM where the sweet spot carries it up to about 9K.
Drag test results done by motorcycle magazines show the KTM up to a second faster in the quarter than the Uly. I’ve done some 5mph rolling start testing with the Uly and a KTM 950, and the Buell’s torque actually had it beating the KTM by a bike length or two in the quarter. Perhaps the shorter wheelie happy wheelbase of the Uly also handicaps it at the strip. Against the torquier 990 Adventure, the Ulysses may find it's equal in a rolling start race, however. Now if I could only find another Uly to test.
With the ever rising price of gas, fuel mileage is an important factor. Here the Buell is the more frugal one, but the KTM is more precise. Driven responsibly the XB12X can net mileage in the 55 MPG range or better. Flog it hard two up with bags desert freeway and you can drop mileage down to the low 30’s and run out of gas one mile from the nearest gas station (don’t ask me how I know). The 990, on the other hand seems to remain in more consistent 35-45 MPG range despite all attempts to better or worsen it. Both machines require premium fuel, however the KTM has a handy low octane wire which allows it to run on most Third world gasoline, albeit at reduced performance. The XB Adventurer had better bring octane booster or suffer the sounds and effects of pinging.
Argue all you want about air versus liquid cooling, but it is clear why more modern engines rely on H2O to counter the heat- it works better. Run a twelve hour day in 90+ degree heat on either steed, and this will be apparent only after a few hours of riding. The Uly utilizes a powerful fan to cool the rear cylinder, which can be somewhat noisy at times, sounding like a souped up hairdryer. It is fighting a losing battle with the giant aluminum heat sink of a frame. Over time the frame will heat to the point where it is hot to touch, transferring the heat to the seat and mercilessly roasting your nether regions on longer rides on hot days. The KTM on the other hand, will trip the radiator fan during slow running, tossing a hair dryer like blast onto your left shin, but the fan is effective as temps drop to normal and shuts off once underway.
Overall, it is the frugal torquey Buell versus the cooler running screaming KTM- different strokes for different folks, but too close to call.
Engine Winner: Tie
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