Test drive of the Yamaha BT1100 Bulldog motorcycle

Review of the Yamaha BT 1100 Bulldog motorcycle

This is a classic, with all that it implies: there is no plastic, the windshield is decorative, the driver’s seat is straight. The designers, in my opinion, did a good job on its appearance. Who's to say it's not stylish? A simple round headlight with a darkened visor, a humpbacked tank, a low driver's seat, a high second seat. The rear is shortened, which gives it a sporty flavor. You can put a wider wheel, but I like the original size.

The driver's seat is quite low. With a height of 180 cm, I can easily reach the ground with my full feet. The seat is soft, the butt doesn’t get tired of sitting. The width of the seat is just right: the legs don’t get loose when trying to reach the ground, and there’s no pain on long rides, there’s enough space. I didn’t sit in the second number’s place, but I think I’ll take the girl for a ride in the summer and find out her opinion.

The tidy consists of 3 blocks.

Speedometer + tachometer. The speedometer is large and the speed is easy to read. The tachometer is smaller, but it is needed less, the bulldog almost always pulls.

The odometer is digital, it can show: the total distance traveled, track the distance traveled since the moment of zeroing, and there is also a clock! When the reserve is turned on in the tank, the odometer begins to count the distance traveled on reserve. Taking into account the 5 liter reserve, you can expect about 100 km, but I wouldn’t risk it...

Light bulbs: standard set - neutral, high beam, turn signal, oil, reserve. There is no leg sensor light, but the sensor itself is there. So if you try to drive without raising your foot, the engine will stall.

In the sun the light bulbs are difficult to read, but in the shade and at night they are excellent. They don’t blind, they don’t catch the eye. The odometer, speedometer and tachometer are always easy to read. At night, the backlight is also not striking, but everything is visible perfectly.

After turning on the power, before starting, the computer will rotate the speedometer/tachometer arrows, conducting self-diagnosis; at this time the engine cannot be started.

The ignition key, in addition to the standard ON, OFF and Steering Lock modes, has a Parking mode, in which the steering wheel is locked, the ignition is turned off, but the side lights are on so that the motorcycle can be seen at night.

Gas, brake, brake, clutch - everything is in place. The front brake is hydraulic, the rear brake and clutch are cable. Turn signals, lights, ignition, horn - everything is at hand.

There is a high beam blinker (works even when the low beam is off). There are no emergency lights, I'll try to install them myself. Maybe this is a plus? You need to invest not only money, but also time, effort, and soul into your bike. Hazard light, cigarette lighter, alarm, GPS tracker, saddlebags, sliders, roll bars, wind deflector, airbrushing, LED turn signals... Sorry, skidded xD

Riding...

around town:

The management is excellent. The motorcycle is not big, it fits between the rows easily. The center of gravity is low, and I haven’t gotten tired of maneuvering in traffic jams yet. The brakes are good, it accelerates quickly, there are no problems in city driving. I fit into the same place where I fit on the Sibikha, the dimensions allow it. Engine cooling is air. In our region, temperatures in the shade often reach 38 in the summer. I will evaluate its resistance to overheating in city traffic jams - I will answer the myth of whether it gets hot or not.

In the countryside:

After a whole day in the saddle, your butt doesn’t start to hurt, the saddle is comfortable. He eats little, half a grain a day, 5 liters per 100 km. In practice, a tank of 20 liters is enough for me to travel from Temryuk to Krasnodar (140 km), go about my business there and return back. The reserve turns on 20 kilometers before Temryuk, total 15l = 270/300km.

There is no windshield, and it is not needed; the cruising speed of the motorcycle is 120-150 km/h.

On a flat road the bike feels great, on a wet road - no problem. On cold roads the grip is weak, so be extremely careful when cornering.

The liter engine, despite the low speeds, makes itself felt. And the motorcycle accelerates easily and naturally, even at a speed of 120 km/h, which is very convenient when overtaking trucks and other traffic, without downshifting.

The maximum speed was 150 km/h. More is possible, but I try not to keep the revs above 5 thousand. The Bulldog is not a sport, despite its aggressive appearance, and is not designed for high speeds.

Final comparison of speed with a sea bream: the maximum speed is approximately the same, but the acceleration dynamics of a bulldog are incomparably better. And as a bonus, I pull the gears much less often.

Sound:

The V-twin has a different sound from the inline four: it is lower, rumbling, and bassy. Gives the impression of a powerful motor. Within the city limits it is clearly audible; drivers and pedestrians easily notice it if they accelerate with the clutch depressed. If you need to drive quietly and not wake up the neighbors’ grandmothers, just don’t raise the speed above 3000, the mufflers do an excellent job.

There are two glove compartments in the motorcycle, and both are very small. One is located directly under the driver’s butt, the second is in the tail. The original set of tools fits into the tail compartment.

It’s hard to say what prompted the acquisition of Bulldog. Here, apparently, there is not an ordinary appearance and, in part, a certain individuality (maybe not even popularity). Somewhere deep down I wanted “not like everyone else.” Appearance - the combination of a classic motorcycle and a B-twin played a role. And of course, the two exhaust pipes on the sides did their job. The concept of choice was: a minimum of plastic, more iron and maximum proximity to the classics. In general, a motorcycle for a “pensioner”))).

I’ll say right away that the VT-1100 was not a discovery for me (in the sense that I had seen it before and even tried it on), but I wasn’t hooked the first time. And here, apparently, is just the option when, with every hundred you pass, you fall more and more in love with it.

Regarding fit, seat height, static weight and ergonomics in general. Everything is convenient and at hand, classic layout of control panels. With my short height of 170 cm, I can easily reach the ground with both feet (my legs are slightly bent at the knees). Although I heard from some owners of this device that with greater height they had to stand on their toes.

Well, I don’t know, maybe my legs are longer than others)))) - like “don’t flatter yourself.” In static conditions with a dry weight of 230 kg, not that heavy, but quite. For a schmuck like me I can handle it. Of course, for a girl weighing 50 kilos it will be difficult to carry it from place to place. As soon as you get going, you forget about the weight. The low center does the trick. Now, regarding the seat as a whole, in my opinion this is the only big minus. Structurally, it is made in such a way that it is impossible to move your butt during long runs; your beloved begins to become numb. Maybe this is out of habit, but the thought of changing its configuration (I mean the seats, not the butt) does not leave me.

As for steering. It’s hard for me to judge in general, because... I don’t have much experience and haven’t interacted with other motorcycles other than the VRX, but compared to it it’s “heaven and earth.” You can confidently take turns at higher speeds and doesn’t wobble at all and maintains its trajectory normally. I didn’t put it before the steps, but when compared with the previous one, feel the difference. I was pleasantly surprised. I assume that all this is due to the powerful aluminum swingarm with a single shock absorber and a 43 mm adjustable front fork. Although there is no such frame on it. Or rather, it is there, but only in the upper part of the motorcycle, going around the engine.

A separate topic is the brakes. The front from R1 – that says it all. Quite informative and predictable. Of course, today with new technologies it is not the height of perfection, but for this type of motorcycle it is more than enough.

What can you say about the rear brake? It seemed a little predictable to me. Quite soft (probably too soft) and the degree of loading of the rear wheel is not clear. I blocked the rear wheel several times. This is especially felt on a wet road. I won’t go into details now about braking technique (which is better to use the front or the rear) - this is an eternal debate, but when riding the VRX, I used the rear first, and then pressed the front. Then on the Bulldog I had to use the reverse order of applying the brakes (front, then apply pressure to the rear). There were no problems with the so-called retraining. Everything just happens naturally. And if you adhere to this particular pattern (front-rear), you can avoid the rear wheel drifting.

The engine is the reason why this choice was made. V-twin is a song, a symphony of sounds, modulations and vibrations that excite (in the good sense of the word). From idle to unscrewing the red zone knob, the soul sings!!!! )))))) The gravity is at the level, the moment makes itself felt. No.. I wouldn’t say that it’s a straight tractor, but it pulled out quite well from about zero in third gear. Of course it’s not worth driving like that, I tried it for the sake of experiment.

As for the dynamics of acceleration...you know, the first two weeks were enough, then the sacred thought “IT’S NOT GOING” flashed through my head. Yes, yes, for a more or less dynamic start, you need to turn it up to almost 6000 (then the red zone), but I would not say that the motor “shoots”. This suggests a conclusion: a motorcycle for calm and not in a hurry riders, like me.

I’ll say right away that I haven’t tried the maximum speed. On the track it behaves quite decently, due to the weight it doesn’t drift anywhere, and there is easily enough power for confident overtaking from 120 to 140-160, just by turning the right handle. This was difficult to do on VRX. In principle, this is not the limit of possibility, but the reception will not be the same. Driving for a long time at a speed of around 150 is not comfortable. The existing windshield doesn't matter. I tried to bend down and change body positions, but nothing helped. As you understand, there is simply no wind protection. If you want to prevent it from blowing away, install high glass.

Now about the box. On the go, all gears are engaged with a characteristic click and at the same time clearly. There are no complaints here. But it was not always possible to catch neutral on a motorcycle that had already stopped the first time. Although, after some time, I encountered this problem less and less, so to speak. It's a matter of habit and dexterity. Comparing with Honda, we must pay tribute, their gearboxes work somewhat better and softer.

About vibrations, this is a V-twin, where would we be without them.)))) They are minimal in the range of 3500 rpm, they are practically not felt, this is about 110 mph in 5th gear. If you take the engine at a different speed, like in one direction or another relative to 3500, there are vibrations. But they are not at all annoying, even during a long drive. A little is transmitted to the steering wheel, but this is even a plus; you realize that this is not just a puffer, but a real iron motorcycle in its full manifestation.

Tank 21l. Consumption during mixed driving (city-highway) is 5.6 liters per 100. If you anneal and turn it all the way up to 6.5 liters. In general, the consumption is acceptable. The warning light begins to notify when approximately 5-6 liters of fuel remain in the tank. I drove up to 50 kilometers with a gas station notification, but I didn’t try to take further risks and drive until dry. Judging by the average consumption of about 100, the reserve should be enough. Switch the faucet to reserve - there is no such function.

For dessert I left the most interesting and, in principle, quite important for me, getting through Moscow traffic jams in the aisles and the possible summer heat. Air vent - doubts loomed in my head about how long mine would be intact... well, you know what I mean))))). It's nonsense and complete nonsense that everything can be boiled down!!!!!! I stood in traffic jams in the heat of the day with cars where there was no such thing between the rows. There was no way to squeeze between the cars, let alone fit the steering wheel or wheel. There was a feeling of warmth from the engine, but within very, very reasonable limits. If you compare it with dropsy, you can also argue that it is preferable when in such a situation the fan is turned on to blow the radiator, this is where the concert begins. On the Bulldog, as soon as you start moving at a minimum speed a little faster than a pedestrian, that heat transfer that everyone is afraid of instantly disappears.

The row spacing is what I didn’t expect, or rather, I expected it, but not to such an extent. SUPER PERFORMANCE!!!!!! The width of the steering wheel, as well as its optimal height, is ideal for traffic jams. The mirrors fit neatly above the mirrors of the main stream of cars. As for all sorts of jeeps and gazelles, there were no problems either. It happened a couple of times that the driver touched the mirrors of the BOXERs, but this was completely insolent, trying to squeeze into the minimum distance between the cars. Very often I saw such a picture when a motorcyclist in front on something chopper-shaped tried to squeeze into the aisle, as it was uncomfortable and difficult for him. I have deep respect for style and choice, but motorcycles like these are not for traffic jams. I apologize if I offended anyone with this message.))))

Concluding my opus, I want to say that I am very pleased with the choice and am not at all disappointed in the Bulldog. Although there were doubts and uncertainty about the correctness of the purchase.

I have one like this. It turns really hard... but this is due to the weight of 250 kg. Such a harmonious motorcycle. And indeed they were not produced for long and only for Europe. Apparently they were trying to win the market from Italian brands. I disassembled it and reassembled it for 2 weeks, it gave the impression of a well-thought-out and indestructible device. I read somewhere about a guy who drove 280 tkm on it. without major repairs.

Informative

Representative: Delta Team, doo, Krško, CKŽ 135a, Krško

Warranty terms: two-year unlimited mileage warranty