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New Bike Tests: 2009 Kawasaki Vulcan 1700/Voyager - From RoadBike July 2009
 Have Vulcan Will Travel By Steve Lita, Photos by Adam Campbell And Kinney Jones In a positive twist on the cliché “Be careful what you wish for, you just might get it,” Kawasaki touring bike fans finally have just that: what they’ve been asking for since the demise of the former Voyager XII in 2003 has become a reality. The return of the go-anywhere Voyager touring model is a wish come true for many diehard Kawasaki riders. It’s just that the timing (and the poor state of the economy) may be a bit off. It’s a case that has plagued Kawasaki before: when Concours owners wanted a redesign of that popular model, Kawasaki delivered — and Concours owners complained it cost too much. You can’t have it both ways, folks. You wanted a new, big-cc cruiser with Kawasaki green in its blood? You got it. You wanted a comfortable travel-all touring bike because that was the only thing missing from the Kawasaki lineup? Here it is. The Vulcan 1700 line is Kawasaki’s future in cruisers, offering better performance, more amenities, quiet belt drive, and lower emissions. Four models are available: Classic, Classic LT, Nomad, and Voyager, with the top-of-the-line Voyager available with standard brakes or ABS. While all motorcycle sales are trending down as of late, the touring segment is up. Out with the old Vulcan 1600, and in with the new 1700. Common Bonds There’s more to the new Vulcan 1700 line than just piles of parts on the same old backbone. Read on for clarification on the various models, but some things are shared by all. Compared to the 1600, the Vulcan 1700s offer a shorter reach from seat to handlebar and floorboard. The new chassis is stronger, and more ergonomic. The new engine has more power, shifts through a six-speed trans, and features the trick new ETV (Electronic Throttle Valve) system. And it’s got new styling with new bodywork, a new belt drive, and more chrome. The chassis is 40-percent more rigid and wider at the swingarm pivot area than the 1600. There are 43mm Showa front forks (45mm on Voyager) and individually adjustable, air-assist shocks out back that can hold 0-43 psi with four-way rebound damping (I-II-III-IIII). Kawasaki suggests setting the shocks for a 150-pound rider at 0 psi and rebound at #2. Weighing in at 207 pounds, I played around in the 15-20 pound range, riding unloaded, and went to the third click of rebound. The Vulcan 1700s feature high-performance V-twins with character and value. The 1700cc 52-degree long stroke V is liquid-cooled with a single pin crank, and mild 9.5:1 compression down below. It churns out 108 ft-lbs. of torque. Up top, the SOHC four-valve cylinder heads have hydraulic valve adjusters for a maintenance-free valvetrain. Go back and read that again: no valve adjustments. The top quarter of the cylinder and the heads are water-cooled, as is the 150-watt, 46-amp output alternator. This makes for 15 percent more torque than the 1600 and approximately 20 percent more horsepower. Quick checks of vital fluids are easy with a dipstick-equipped oil fill located on the left side of the engine, and the coolant jug hiding behind the left sidecover.
Perhaps my favorite part of these bikes is the Electronic Throttle Valve (ETV) system with an ECU that controls fuel spark and air. It adjusts for load, temps, pressure, and throttle opening. It converts analog input to precise, digital response. In other words, the handgrip throttle drum operates two conventional cables. They rotate a wheel attached to an APS (accelerator positions sensor), which sends input to the ECU, which then controls a throttle motor, which in turn rotates the actual throttle shaft and blades. Seems like a roundabout way to open and close the blades, but it works well. Throttle is crisp and precise; upshifts seem faster and snappier. This system allows a light throttle pull and, best of all, the high-tech items are down below, not on the handlebars. In case of a tip-over, the handlebar parts are all common, cable-type hardware. The six-speed transmission has a fifth gear with a slight overdrive ratio, but the sixth is listed as overdrive. All models have a slick-working heel-toe shifter. Some bike makers can’t get this right; Kawasaki is not one of them. The heel pad is well out of the way, and it worked great every shift, with a minimum of movement. The entire Vulcan line is now belt-driven, with the 1700 getting a slim, 28mm wide carbon-fiber belt that’s lightweight and 40 percent stronger than a Kevlar version.
Handlebars are the same for the Classic, Classic LT, and Nomad. The Voyager gets a slightly different narrow bend, which is my favorite. All Voyager and Vulcan 1700 models get a right-handgrip-mounted A-B switch to scroll through LCD gauge functions — YAY! And I’m not being facetious, I really do like it. And a second yay for the standard hazard flashers. All models have instrument clusters showing fuel gauge range to empty and average mpg, odometer, two tripmeters, clock, and gear position. The 5.3-gallon fuel tank has an all-new shape and badge design with 1-gallon reserve. The new bodywork features steel fenders and a new Transformer-like taillight with 16 LEDs, if you’re counting.
The Classic and Classic LT are closely related, while the Nomad, Voyager, and Voyager ABS are similar to one another. Now that we know what they all have in common, let’s examine their differences. Classic and LT As mentioned before, the engineers strove for better ergonomics. The compact feel inspires confidence; however, the seat position may be a touch too forward for the tall and lanky (like me) — aftermarket seat companies are going to have a ball with this one. I would have been more comfortable if the seat dish were a little farther back. However, I found the Classic’s floorboard location, 30mm forward and angled up slightly, more comfortable than the Nomad’s and Voyager’s.
A significant difference in drivability between the Classics and the full touring Nomad and Voyager is due to the engine tune. The former have peak torque at 2250 rpm and peak horsepower at 4500 rpm, while the full-boat tourers are set for peak at 500 rpm higher. This makes the Classics a bit more fun to ride at slower speeds. Engine tune is achieved by way of ECU calibration, and the Classics having over-under exhaust only on the right side of the bike and the two touring models having dual exhaust out both sides of the bike. Flickable, lighter, and additional low rpm power make the Classic fun to ride. The LT is basically a Classic with some light touring accessories installed. It’s factory-equipped with the top options, two-tone paint, and a 24-month warranty (compared to the Classic’s 12-month term). The top options that Kawasaki focus groups indicated as desirable include an adjustable clear windshield (I looked over the clear shield even in the highest position), studded rider and passenger seats, passenger backrest with studded backrest pad, more chrome, and hard-back leather saddlebags that are vacuum-molded with a wire-frame top reinforcement and plastic reinforcement lid. The two two-tone schemes are Metallic Nocturne Blue/Pearl Burnish Beige, and Metallic Dark Green/Pearl Burnish Beige. Nomad
With the Nomad, the rider gets a more long-distance-oriented bike. It has all the features of the 1700 Classic LT, but it’s tuned for touring, not only the engine but the exhaust, suspension, floorboards, and seat as well. The saddlebags are lockable and color-matched, and the ETV throttle is equipped with real cruise control. The tuned-for-touring engine settings bump the torque peak of 108 ft-lbs. up to the 2750 rpm mark and the horsepower peak happens at 5000 rpm, both 500 rpm higher points than the Classics. Kawasaki intends for this bike to drone on down the highway. The dual left and right exhaust also allow for more saddlebag capacity. Shock and fork spring and damping rates are increased from the Classic’s numbers, and the floorboards are 30mm farther back. The adjustable, dual-pane windshield allows the rider to tailor airflow, and windshield lowers are standard for added wind protection with an adjustable inner panel. Fork legs get lower air deflectors. The touring seats are stuffed with additional upholstery and the deluxe passenger backrest is reminiscent of the former 1600 Nomad’s, a consumer favorite, and the contoured passenger grab rails are textured for good grip. The lockable, color-matched hard bags have top openings for easy access and dual latches for security, and feature plenty of cargo room with 38L/10-gallon capacity each. Keyed to the bike’s ignition, they can be locked with the key or left “unlocked” for easy access, another focus-group favorite finding. Front and rear engine guards are standard on the Nomad, with helmet locks on the saddlebag guards. I found it strange that the saddlebag guards on the Nomad had helmet locks and the similar-looking Voyager guards do not; I was told by reps that the intention was for Voyager owners to lock their helmets in the topcase. (However, if I were on a long-distance trip, I doubt I would leave the topcase empty just for that purpose. Hmm…I wonder if the Nomad guards will bolt onto the Voyager. Shouldn’t be long before that happens.) Standard on Nomad and Voyager is the ETV with cruise control, with highly accurate speed tracking and control. It functions in third, fourth, fifth, and sixth (overdrive) gears, between 30 and 85 mph. You can adjust the speed using Set +/Res- buttons — one tap equals a one mph adjustment. To cancel, just add throttle, tap the On/Off switch, apply brake input, squeeze the clutch lever, or manually close the throttle. Voyager and Voyager ABS
The new Big Daddy of metric tourers is here, and it can be found on your Kawasaki dealer’s showroom floor. Kawasaki positions the Voyager as the first metric V-twin, full-dress touring motorcycle. It wanted to respond to customers’ (who have been howling since 2003) lack of alternatives on the market, and the positive trend in the touring segment. The inspiration for the Voyager came from American culture with nostalgic undertones: muscle cars of the 1960s were examined for styling cues. The Voyager has all the features of the 1700 Nomad, plus a frame-mounted fairing, integrated premium audio, a full feature trunk, and it’s available with K-ACT ABS. The frame-mounted fairing prevents loading the front suspension and is the most stable design for wind protection. It comes standard with factory-equipped auxiliary lights, and the overall height is taller than the Nomad’s. I peered through the clear shield (not over it, like the Nomad). Wind protection on the Voyager provided a nice pocket for the passengers. There is a cigarette lighter-style outlet on the right fairing upper and two accessory power leads under the seat. The four primary analog gauges are LED backlit: fuel, speedometer, tachometer, and coolant temperature. And the vintage gauge look is cool for folks our age (you know who you are). The multifunction LCD in the center shows gear position, odometer, tripmeters, clock, fuel menu, and warning lights. Lower fairing leg shields with individually adjustable fresh air vents worked great. I like the lowers with vents that open at several steps. I’m disappointed that the Voyager (in particular) isn’t equipped with a factory tire pressure monitor system (like the Kawasaki factory-equipped one on the Concours 1400). I was told it was a marketing decision, but the logic fails me. Crawling around on hands and knees to check tire pressure is no fun. Sounds like the focus group didn’t think of everything. On the subject of tires, I understand the rear tire on the Nomad and Voyager is a bit of a bear to change. We’ll see; the expected tire life should shake out once owners get their hands on Voyagers and start racking up the miles. The new K-ACT ABS stands for Kawasaki Advanced Coactive braking Technology. Under 4 mph there is no ABS, and the coactive feature is not engaged under 12mph, for better parking lot maneuverability. Both the brake lever and pedal send fluid to the respective calipers, but the K-ACT distributes additional brake power front or rear automatically based on sensor input and vehicle speed. The rear brake pedal controls the rear brake and, when K-ACT is active, the right front caliper. The brake components on all models have dual 300mm discs up front, with twin dual piston calipers on Classic/LT/Nomad, and four piston calipers on the Voyager. In the rear is a single 300mm disc with dual-piston caliper.
The integrated premium audio system is standard and can be upgraded with modules available at your local dealer accessory counter. Standard are two front speakers, 88-watt RMS power, and AM/FM/Weather band. The system is iPod-ready with accessory adapters in the left lockable fairing pocket (RoadBike tested and approved!). A rider-to-passenger intercom headset system is available, as are dual rear speakers, a CB radio module, and XM. Most components like the electronics and XM antenna are housed inside the upper front fairing for a clean look. Out back is a full-feature, 5-liter/13.2-gallon capacity side opening trunk that can hold two full-face helmets. It’s secured with dual latches and, like the hard saddlebags, can be left “unlocked” and accessed without the key. Integrated into the back is a high-mount LED tail/stop light for enhanced visibility to supplement the fender-mounted LED taillight. There are 24 LEDs on the topcase brake light, and 16 in the fender-mounted tail amp. Is that enough for you? So you asked for it, and Kawasaki delivered: five new models covered under one roof. The manufacturer did its homework, and time and time again, Vulcan and Voyager riders were referenced for input. I know in this economically unstable time it’s hard for the consumer to plunk down a big chunk of change for a touring bike. (Boy, do I know.) You have to hand it to Team Green. They fumbled only a couple small details in my opinion. Overall, the Vulcan and Voyager deliver the goods. Now, you can thank Kawasaki by stepping up and buying one for all its effort. After all, you asked for it. RB
Tech Sheet 2009 Kawasaki Vulcan 1700/Voyager LIST PRICE $12,299 (Classic); $13,799 (Classic LT); $14,399 (Nomad black); $14,699 (Nomad two-tone); $16,799 (Voyager); $17,899 (Voyager ABS)
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The new ignition switch/fork lock mechanism is easy access on the tank top nacelle. The keylock features the ability to run the bike with the key removed. However, don’t forget where you put your key, because if you turn off the ignition lock you’ll need the key to start the bike again. It’s a nice antitheft feature. 
2009 VN Nomad 
2009 Voyager ABS 