Bought meself a new used bike

[faffi]

Although the Roamer is still looking for a new owner, a bike I have wanted since it first appeared in the summer of 2001 turned up for sale. Low mileage - 22kkm / 14kmi - and a very sensible price. The bike, a Yamaha BT1100 Bulldog, is from the factory what I have tried to make my Virago into. Basically, it has a much larger fuel tank, wide wheels for radial tires and strong brakes lifted from the original R1. And I dig its looks. But then again I also loved the looks of the original CX500, so my taste can be debated

Will pick it up during one of the coming weeks.

[inditx]

I wish those were available here in the US of A
I’ve always liked those
Enjoy!
inditx

[Huzo]

Looks like an 1100 Breva in places.

[SIR REAL ED]

Although the Roamer is still looking for a new owner, a bike I have wanted since it first appeared in the summer of 2001 turned up for sale. Low mileage - 22kkm / 14kmi - and a very sensible price. The bike, a Yamaha BT1100 Bulldog, is from the factory what I have tried to make my Virago into. Basically, it has a much larger fuel tank, wide wheels for radial tires and strong brakes lifted from the original R1. And I dig its looks. But then again I also loved the looks of the original CX500, so my taste can be debated

Will pick it up during one of the coming weeks.

It is a funny duck, but something I have always wanted to try out.  Enjoy!!

[faffi]

Looks like an 1100 Breva in places.

German magazine MOTORRAD loved it and tested it many times against all sorts of machines, including the Breva 750 and 1100, Harley Sporster models, Buell X9, KTM 640 Duke, Ducati 1000 Monster, Guzzi V11 something, BMW Scarver 650 and more. The Bulldog usually ended up in the lower positions.

[faffi]

For the odd and unlikely chance one of you may be interested https://www.motorbikestoday.com/reviews/Articles/yamaha_bulldog.htm

Simon Bradley is a former endurance racer and Nurburgring instructor. It must be said, though, that I have not found anybody else so full of giggles and praise

[blu guzz]

Congrats.  On bringing a bike to the states: Yamaha did that in the 80s with the bike they called the 650 Seca here.  It had only been available in Europe as simply the "650" and was much more European than the Seca 550 and 750 offered over here.  Those bikes were more cruiserish. (you could recognize the 760 by its 8 inch deer stalker headlight, 7 was the norm) One of the mags just gushed over the bike.  Yamaha responded by bringing it to the states unamericanized for 82 and 83, like a little BMW but with an inline 4 and shaft drive.  The only problem was it was priced about the same as the 750 and in America, bigger is always better, so it languished on the floor. I acquired one in 1995 for $500.  It needed the carbs cleaned and synched which I had to pay a shop $300 to do, tires and battery, a fork seal and a torn seat cover.  All told, I had $1,000 in it.  I found it to be a fantastic bike, very balanced and smooth.  When I got my first BMW in 97, I sold it for $950 which made it the most economical bike I have ever owned.
Ride on.

[faffi]

I always liked the looks of the 650, very similar to the beautiful RD350 L/C from 198-82. When I bought by 750 Seca, which was just a bit more than the 650 (40k NOK vs 37K NOK back then) I was smitten by the extra power, anti-dive forks and instrument gizmoes of the 750. It was a daft move, but it was not my first nor my last... Today, I would have gone for the 650 guaranteed, and fixed the only issue it had, which was flaccid suspension.

It is strange, looking back, how rapidly the American riders went from the touring stance to race replicas in the early 80s. To shift the Honda CB400 Fours, they had to retrofit forward pegs and tall handlebars. Other bikes that had lower bars and rearward pegs outside USA include the CB750/900/1100F, KZ1000J, XS750/850/1100, KZ750 and XZ550 Vision, among others. Then came 1983, and suddenly clip-ons became the norm also in USA. I know it started in 1981 with the Katana and continued with the GPZ550/750 in 1982, but the Seca was not considered sporty enough, probably.

[Bulldog9]

Looks like as if Yamaha made a Griso.

[SIR REAL ED]

German magazine MOTORRAD loved it and tested it many times against all sorts of machines, including the Breva 750 and 1100, Harley Sporster models, Buell X9, KTM 640 Duke, Ducati 1000 Monster, Guzzi V11 something, BMW Scarver 650 and more. The Bulldog usually ended up in the lower positions.

I would interpret that as encouraging.  It means the bike will probably respond well to a bit of personalized modifications!!

Please post some pictures when you get the beast home!

[faffi]

This is the ad, if it is open to foreigners https://www.finn.no/mobility/item/407235084

I would expect that the seller is not a photographer by profession...

[Frulk]

Good looking bike.

[faffi]

You do NOT have to spend time reading this

Picked up the bike on Monday evening, and we spent Tuesday, Wednesday and Thursday exploring the mountains and fjords in the West of Norway riding back home. As per always, the bike was not quite as nice as in the pictures, but it is primarily surface rust on nuts and bolts. One fork seal developed a leak over a very rough road. Also, since it had sat for 2 years, things like brakes felt a bit wooden. Still, I paid half of the typical price for my BT1100 and cannot complain.

Likes: Engine. It is a gem, very similar to my Virago, but felt even stronger. And noticeably smoother, also smoother than my V9 Roamer. Power is amazing, you can use 5th (top) gear from 30 mph and just vary the speed with the throttle like a rheostat. Want more speed? Dial in more throttle. Even two-up, going up a steep incline, acceleration in top gear is surprisingly strong. And carburation is spot on. None of this bucking under very light throttle, nor any of the abrupt on-off that pester the V9 at lower rpm. Exacerbating the issue is a noticeable amount of slop in the V9's driveline - the Yamahas are tighter. Objectively, the Bulldog engine is a noticeably better performer than the V9, but other than the fueling both engines are punching beyond their horsepower figures. If the V9 had spotless carburation, both powerplants would we great companions. Having six cogs in the gearbox like the V9 would benefit the Bulldog; despite having 200cc more engine capacity, it is turning 150 rpm more at 60 mph than the V9.

The Bulldog is quite heavy at 251 kg, 39 kg more than the V9 Roamer. A small part of that stems from the bigger fuel tank that holds 33% more than the Roamer/Bobber, but mostly it is down to the bike being built to a price more than a low weight. Both the Bulldog and V9 are lardy compared to the MT-07, so everything is relative.

The big fuel tank is a blessing, and fuel consumption is very similar between the Bulldog and my Roamer. It will take some time to know for sure, because riding up and down mountains all day tend to increase consumption. But for the first 1100 km / 700 miles, the Bulldog used 4.15 liter per 100 km on average, or 56.6 mpg. That gives a theoretical range of 480 km or 300 miles from the 20 liter tank. Since I bought it, the V9 Roamer has averaged 4.02 liter per 100 km, but the consumption has varied quite a lot, from 3.5 to 4.5. So far, the Bulldog has remained more consistent, but 3 fillups is not enough data.

The handling of the Roamer is more neutral than that of the Bulldog, mostly because you have to keep a constant pressure on the inside end of the handlebar to keep the Bulldog on its trajectory. That bothers me. On the other side, it is very stable, and has none of this weave that can go through the Roamer, nor is the Bulldog apt to follow lines in the road like the Roamer does annoyingly. The rear suspension on the Bulldog is borderline, but still far better than the Roamer. Especially over big bumps and dips. The fork on the Roamer has too much compression damping that affect comfort, but it is still way better than the overly soft front end of the Bulldog. I need to sort that out, and hopefully the tendency to fall into corners will diminish as well once the front end sit 2 inches talle during cornering - as it is, the fork is nearly bottomed when cornering.

Seating position on the Bulldog is very close to ideal. Since my old, sore knees are old and sore, a bit less accute angle of the knees would feel good, but for a healthy individual I would say the Bulldog is ideal in that respect. My torso is leaned slightly forward, which for me is perfect. The handlebar ends bend a bit too much backwards, but not enough to warrant a change of handlebars. Many owners have replaced the stock handlebars with something more resembling those fitted stock to the Roamer, and I can see why that can work. The seat, while being too soft and too crowned, is still miles better than the plank offered on the Roamer. And since the feet are below the hips they can aid in supporting the body weight. More importantly, riding standing up is as easy as on an adventure bike, and a real blessing to relieve sore joints and get some blood back into a stale rump. Riding in a stand-up position is at best extremely tiring on the Roamer.

Overall, the Bulldog suits me better than the Roamer. Neither is perfect, but modifying the Bulldog to suit my requirements will take far less time and work than trying to adapt the Roamer. The Bulldog has the range between fill-ups that I want, has a seating position quite close to my preferences, and the drivetrain operates virtually flawless. Yes, it could carry taller gearing, but it does not sound as busy as the Roamer at the same rpm, so it is not a deal-breaker. And perhaps best of all; while offering more cornering clearance and - once the fork is sorted - far better handling than the Roamer, the Bulldog is simply more relaxing to ride. For me personally that means more safety, because (perhaps for the first time) I have no urge to go fast or push the limits. That means the bike have a lot in reserve if needed one day to escape from a mishap.

[Motormike]

MCN review back in the day.  Not only do they dislike the Bulldog, but they take a stab at Moto Guzzi just for good measure!  Harsh!

"Owners love their Yamaha BT1100 Bulldogs. Everyone else hates ‘em. Depending on your point of view the Yamaha BT1100 Bulldog is either a relaxing, better-braked alternative to a cruiser, rather like a Japanese version of a Moto Guzzi Breva (that won’t break down), or it’s an ill-handling, gutless chump of a thing that would sooner dump you on your backside than take a right-hander with any kind of vigor."

[faffi]

Performance Bikes, another British magazine, wrote that "the tester tried to find something positive to write about the Guzzi 750 Targa - and then it broke down..."

Test riders spoiled by race replicas and power nakeds etc. cannot be expected to grasp the allure of a Breva or Bulldog or Bandit or Deauville or other "sensible" bikes. And I cannot blame them, because they are "lesser bikes" if measured in absolute performance. But they tend to deliver reliability and comfort and practicality at a reasonable price combined with everyday performance that suffice for most riders.

[Bulldog9]

Performance Bikes, another British magazine, wrote that "the tester tried to find something positive to write about the Guzzi 750 Targa - and then it broke down..."

Test riders spoiled by race replicas and power nakeds etc. cannot be expected to grasp the allure of a Breva or Bulldog or Bandit or Deauville or other "sensible" bikes. And I cannot blame them, because they are "lesser bikes" if measured in absolute performance. But they tend to deliver reliability and comfort and practicality at a reasonable price combined with everyday performance that suffice for most riders.

I enjoy reading car and motorcycle rags, but have never really put much credit in their reports. It's all subjective to the rider/driver, and I subscribe to the "Love what you ride/drive, and ride/drive what you love".

I remember reading an article about how TERRIBLE the XS1100 was, and how much better the Honda/Suzuki/Kawasaki bikes were. I think the quote or header was "Like trying to ride King Kong in a Tux"  I didn't care, I loved the bike, loved the quirks, the crazy twist and snap back of the frame in the turns. Loved it so much I still have it since 1986. The only other motorcycle I liked that much is the GRiSO.

[faffi]

Reminds me of the saying "If you cannot get the one you love, love the one you get".

I agree that the magazines are tainted by the journalists, and even by those who advertise with them or bring them to fancy launches. And since no two identical vehicles are never identical, the actual test item can be a bit better or worse than average for that model. Still good reading in many cases.

Finally, as a potential owner, one must be able to decipher what really matter to YOU, not the journalist. The XS1100 was a great bike, but it was not the sportsbike many anticipated. Evaluated as a sportsbike, it would fall short. It still did well in some races, though.

[faffi]

This bike has really shown me how important tire pressure can influence handling. When I picked the bike up, it had about 20 PSI in the tires and it took a lot of effort to steer and change directions. And to keep the desired trajectory through corners, I had to keep immense pressure on the inside handlebar end. Once I took the pressure to 36 PSI front and 36 PSI rear, the latter on advice from my brother, things god much better, but the bike still had to be guided through corners with a firm hand. Before my last ride, I upped the pressure to 37 PSI front and 43 PSI rear, and the bike was transformed. While not 100% neutral steering, the amount of pressure needed on the inside handlebar end is now so low I do not think about it. The confidence is way up. The rear tire is pretty worn in the center, but the profile has barely begun to flatten ever so slightly. The front have more than enough thread left, but both (Metzeler Z6) are old (made 2019), so I will fit the Michelin Pilot Power 2CT I bought soon. They worked great on my CBF1000, so I hope they will do so on the Yamaha as well.

Far more important is that I enjoy riding this bike so much, and the primary reason is the engine. Yet almost everything else fits me well also, like the riding position, the minimal engine vibrations, the huge range (300 miles) on a full tank, the instruments and switchgear. Even the seat is acceptable, despite being too crowned and too soft and offering too little movement - after 4.5 hours of riding, with just a quick stop to pee, plus standing on the pegs a few times, I was as fresh in my behind as I am after 30 minutes on the Roamer. I will probably make a new seat that is flatter and firmer over winter, though, to further improve on comfort.

[Bulldog9]

This bike has really shown me how important tire pressure can influence handling. When I picked the bike up, it had about 20 PSI in the tires and it took a lot of effort to steer and change directions. And to keep the desired trajectory through corners, I had to keep immense pressure on the inside handlebar end. Once I took the pressure to 36 PSI front and 36 PSI rear, the latter on advice from my brother, things god much better, but the bike still had to be guided through corners with a firm hand. Before my last ride, I upped the pressure to 37 PSI front and 43 PSI rear, and the bike was transformed. While not 100% neutral steering, the amount of pressure needed on the inside handlebar end is now so low I do not think about it. The confidence is way up. The rear tire is pretty worn in the center, but the profile has barely begun to flatten ever so slightly. The front have more than enough thread left, but both (Metzeler Z6) are old (made 2019), so I will fit the Michelin Pilot Power 2CT I bought soon. They worked great on my CBF1000, so I hope they will do so on the Yamaha as well.

Far more important is that I enjoy riding this bike so much, and the primary reason is the engine. Yet almost everything else fits me well also, like the riding position, the minimal engine vibrations, the huge range (300 miles) on a full tank, the instruments and switchgear. Even the seat is acceptable, despite being too crowned and too soft and offering too little movement - after 4.5 hours of riding, with just a quick stop to pee, plus standing on the pegs a few times, I was as fresh in my behind as I am after 30 minutes on the Roamer. I will probably make a new seat that is flatter and firmer over winter, though, to further improve on comfort.

Glad you're liking the new bike. Always wished they sold that in the US (for obvious reasons)

Did you buy from a dealer? or Private Sale? Either Way unacceptable, though I'd not ridden it home without checking over especially tire pressures.

Tire pressures truly do make a difference.  I start with the factory recommended and then adjust to my liking.  The GRiSO is the most sensitive to tire pressures. Can feel like a fat pig or svelte dancer.

[faffi]

Private sale, the seller was away so his wife handed me the keys and went back in to be with their infant. Yes, the seller could have cleaned the bike and filled air into the tires, but it came with a full tank of fuel and otherwise as described, so I am not too upset. I checked the tire pressure at the first gas station I got to.

My KZ1300 DFI was also very sensitive to tire pressure, whereas my son's MT-07 does not seem to care, only the comfort change a little. I've used from 26 to 36 PSI up front, and from 28 to 42 in the rear, and it handles fine, but lower pressure makes it ride less harsh. IIRC, the factory manual call for 32/36.

[Bulldog9]

Private sale, the seller was away so his wife handed me the keys and went back in to be with their infant. Yes, the seller could have cleaned the bike and filled air into the tires, but it came with a full tank of fuel and otherwise as described, so I am not too upset. I checked the tire pressure at the first gas station I got to.

My KZ1300 DFI was also very sensitive to tire pressure, whereas my son's MT-07 does not seem to care, only the comfort change a little. I've used from 26 to 36 PSI up front, and from 28 to 42 in the rear, and it handles fine, but lower pressure makes it ride less harsh. IIRC, the factory manual call for 32/36.

That's how the Norge is. May be a bit slower in response and ease of turn in, but nothing dramatic. The GRiSO? fughetaboutit...... .........  On my V7, I run the front 28-30 (cold), otherwise the front end is to twitchy and sensitive. 

[SIR REAL ED]

I will probably make a new seat that is flatter and firmer over winter, though, to further improve on comfort.

It is a shame that bike was never sold in the US,

If you have made or modified a motorcycle seat before, you probably are familiar with rebond foam.  If not, check it out.  It is magical material for motorcycle seats. 

https://foamonline.com/product-category/foam/rebond-foam/

It is probably called something else in your neck of the woods....  Rebond skum!   

[Tusayan]

I think the Bulldog is a bit ‘different’ (in a good way) because it was built in Italy by Belgarda, the Italian Yamaha organization that imported bikes and also ran local production to work around Italian import duties.  It was not intended to be sold outside of Europe but like many Yamahas it was designed by an outside group, GK Design. 

https://www.gk-design.co.jp/dy_en/works/

Re tire pressures, until recently I ran similar pressures on every bike, varying mainly with the type of tire and its state of wear.  Then I bought a K1200RS ‘flying brick’, a very heavy bike.  It had the same characteristics as described for the Bulldog even with new tires but I found that raising the tire pressures fairly dramatically (to 40/42 psi front and rear or 2.7/2.9 bar) fixed the problem.  It makes sense when you consider what’s needed to maintain the same footprint shape when the same size tire has 25% more weight on it. 

If you increase the load on a motorcycle tire when the bike is leaned over the contact patch moves inward, away from the steering axis which in particular turns the front wheel more in the direction of the turn.  This then requires inside bar pressure or higher tire pressure to counteract.

[faffi]

It is a shame that bike was never sold in the US,

If you have made or modified a motorcycle seat before, you probably are familiar with rebond foam.  If not, check it out.  It is magical material for motorcycle seats. 

https://foamonline.com/product-category/foam/rebond-foam/

It is probably called something else in your neck of the woods....  Rebond skum!   

Back in the early-to-mid 80s, we sold foam similar that, primarily as sound deadening material used in boats for the engine cases. We called them Porolon IIRC. They are still sold today, called "Lyddempingsplater" https://www.biltema.no/bil---mc/biltilbehor/lydisolering/lyddempingsplate-1000-x-500-x-30-mm-2000058346?gad_source=1&gad_campaignid=22257313083&gclid=Cj0KCQjwnbrUBhDOARIsAKKhPpf-LiJHoWkCk5PopFBxWVkGSIRXo2sljkR4-VRHA_TnW7xp-T2y6fEaAu-OEALw_wcB

I have used that many times to build motorcycle seats, but this time I would like to try closed cell foam. Which nobody sell in Norway, so I must import.