Looks Are Deceiving
The Vulcan 900: Small Bike In A Bike Package

Nothing like having your blunders caught on tape, especially by foreign tourists who happen to be executives from one of the largest bike manufacturers in the world. As we motojournalists were preparing for our first ride on the new Kawasaki Vulcan 900, I decided to stuff my extra gear in the saddlebags on my bike. Feeling like a seasoned road scribe, I unlaced the buckles on one bag, fed my camera case and backpack into it, closed the lid, and reached for the buckles again. That’s when I discovered that the bags have quick-release fasteners hidden beneath the chrome buckles. Oops. I glanced around quickly, to see if anyone had noticed my goof — and spotted the camera, aimed directly at me, with the little red light glowing like a beacon. That’s right, guys, I’m the bike expert who’s about to take your new baby for a spin.

We were in Daytona Beach during Bike Week, Kawasaki’s chosen venue for unveiling its new midsized cruiser. Before saddling up for the test ride, we’d gathered for a meeting with Kawasaki’s media reps and some of its top brass, including President Scott Kiyama and Product Manager Croft Long. The execs explained the reasoning and design behind the 903cc bike, stressing that this model would be an important product for the company from now on.

Research showing that the 650-1100cc cruiser market is experiencing rapid growth helped spur the development of this new midsized model. Kawasaki saw a gap in the market, with few offerings for people looking for a midsized bike that was easy to ride, performed well, and had the brawny looks of larger cruisers. So, the company swept the Vulcan 800 Classic and 800A out of the picture and introduced the new 900 Classic in standard and touring (LT) versions.

Don’t Judge A Bike…

While the 900’s engine is derived primarily from the previous 800 mill, Kawasaki also drew on its flagship cruiser, the Vulcan 2000, for the design. The 900’s motor uses the same combustion chamber and intake/exhaust port design concept as the 2000’s, and also sports similar styling elements (such as the engraved air cleaner cover). To bump up displacement from the 800 lump and to provide more low-end torque, the stroke was changed from 66.2 to 74.2mm. In addition, flywheel mass was increased for better power output. And, like the 2000, the 900 gets electronic fuel injection and an auto fast-idle system to ensure smooth power delivery and reliable starting.

Much of the 900’s styling cues also come from the Vulcan 2K, especially the long, low look of the bike. A curvaceous theme is carried throughout the design, from the cylinder fins through the bodywork, and the overall effect gives the 900 a much beefier stance than the 800. A relatively fat (180mm) tire out back enhances the big look of this not-so-big bike, while a new belt drive complements the styling, keeps the weight down, and offers more customizing options than the 800’s shaft drive.

One other feature that was highlighted in our pre-ride pep talk is the improved stability and maneuverability of the 900. Wheelbase was increased from 63" to 64.8", to give the bike straight-line stability and the solid feel of a larger cruiser. Rake and trail were increased slightly, from 31.5 degrees and 6.2" to 32 degrees and 6.3". This should help the bike hold its line more solidly in curves, while still providing relatively light steering.

The 900 Classic LT is distinguished from the basic model by a studded seat, a passenger backrest, an adjustable windshield, and the aforementioned saddlebags. Ah, yes, the bags. In addition to those stealthy quick-release buckles, the saddlebags feature reinforced, riveted top lids and some nice styling cues, including an embossed Vulcan logo on the lid and chrome studs along the sides. OEM bags can be disappointing, but these get high marks for style and quality.

All of these elements make the 900 Vulcan stand out from other bikes in its category, as does the sticker price. At $7,299, the 900 Classic is just a bit more than Suzuki’s 805cc Boulevard C50 ($6,799) and M50 ($6,899), and falls between Honda’s and Yamaha’s midsized cruisers ($5,799-9,799). The 900 Classic LT, at $8,499, also falls midrange among Suzuki’s and Yamaha’s midsized touring models ($6,999-9,799). The 900 clearly bridges a gap in both size and price. Incidentally, the LT has an extra year on its warranty, as Kawasaki believes it would see more mileage than the basic cruiser. That just sweetens the deal.

…By Its Engine Covers

Now that we’re done with all the technical hoo-ha, let’s get down to the ride. One feature that’s readily apparent from the moment you sit on the bike is that the 900 Vulcan really does seem bigger than it is. From the saddle, the broad shape of the tank and bars makes it seem like you’re on a much bigger bike. But it doesn’t feel like one. With a relatively low weight for a cruiser (558/595 pounds dry) and a very low seat height (26.8"), the 900 is easy to lift off its kickstand and waddle around a parking lot.

We fired up the bikes and headed north on A1A, at a pace that mainly made use of the 900’s torque. I was impressed with its acceleration off the line, and enjoyed plenty of roll-on power as we left town and increased our speed on an open road along the coast. And, without a doubt, the 900 felt much more stable than other midsized cruisers I’ve ridden. Situated comfortably in the saddle, arms and legs relaxed, with the bike powering itself along, I thought, “This is what cruisers are all about.”

Eventually, we turned onto the only curvy road I’ve ever seen in south Florida. It lasted for just a few miles and had relatively mild curves, but it at least let me test the cornering clearance and stability of the bike. The 900 allows for much more lean than many bigger cruisers before the floorboards start scraping. It turns in with light steering input and feels nicely planted in corners, again giving you smaller-bike handling characteristics in a bigger-looking package.

The brakes, with a new 300mm disc and twin-piston caliper up front and a 270mm disc in the rear, offer great stopping power that’s well matched to the drivetrain. Shifting is also a stress-free affair, as the 900’s transmission is one of the smoothest I’ve ever experienced on a cruiser.

We rode all the way up to St. Augustine for lunch at the historic lighthouse (a really worthwhile day trip the next time you’re at Bike Week, by the way). After hiking up a couple hundred steps to the top of the lighthouse, I had to get back to Daytona for another commitment, so I decided to blast down the highway. And that’s where my happy-go-lucky cruiser experience ended.

It was an incredibly windy day, and I was shoved around in my lane a bit. With the wind coming at me from the sides and front, the windshield caught it like a sail, and I had to really concentrate on keeping the bike on track. Still, I thought the 900 handled itself fairly well, given its size. I was actually glad I wasn’t on a few of the 750s I’ve ridden. But it was a far cry from being on a hefty supercruiser.

The other thing that detracted from my cruising bliss was that at 80 mph and up, the motor felt like it was working pretty hard. True, many of you may not ride at that speed often, but I-95’s speed limit in that region is 75 mph, so I was just going with the flow. It really felt like the engine needed another gear to relax, though this could have been the result of having to fight the heavy wind. On the upside, I had no trouble getting the bike up to highway speeds.

Since I had only one 200-mile trip on the new Vulcan, I can’t tell you with confidence how it would have felt on the highway on a windless day. I can say, however, that my overall experience on it was a pleasure. It was comfortable, handled beautifully, and generally offered excellent stability. And when you park it in a line of bikes, looking over your shoulder as you walk away, the 900 Vulcan does what a cruiser should: It looks cool. RB

TECH SHEET

List Price: $7,299/$8,499

Engine: Liquid-cooled V-twin

Valvetrain: SOHC, four valves per cylinder

Displacement: 903cc

Bore x Stroke: 68 x 74.2mm

Compression: 9.5:1

Fuel System: DFI with two Keihin 34mm throttle bodies

Mfr HP Rating: N/A

Mfr Torque Rating: 60.4 ft-lbs. at 3500 rpm

Transmission: Five-speed

Final Drive: Belt

Overall Length: 97.1"

Wheelbase: 64.8"

Rake/Trail: 32 degrees/6.5"

Seat Height: 26.8"

Fuel Capacity: 5.3 gallons

Dry Weight: 558/595 pounds

2006 Colors: Candy Fire Red, Ebony, Galaxy Silver, Metallic Ocean Blue (Classic) Ebony/Candy Fire Red, Metallic Ocean Blue/Metallic Phantom Silver (LT)