Length 2405 mm / 94.7 ub
Width 894 mm / 35.2 in
Heigh 1120 mm / 44.1 in
Wheelbase
1646 mm / 64.8 in
Seat Height
685 mm / 27.0 in
Wet-Weight
277 kg / 610.8 lbs
Fuel Capacity
20 Litres / 5.3 US gal
Being found half way through the Vulcan
lineup, the Kawasaki Vulcan 900 demonstrates it enjoys being caught in the
middle. Proof of this fact is the bike’s clean lines inspired from the
Kawasaki Vulcan 2000 and the mid-size agility which is characteristic for
these kinds of motorcycles.
Like you’ve already gotten used to, 900s offer awesome roll-on acceleration
with the help of good power and torque, but when these bikes receive their
credit by featuring “big bike” looks that is when you know you have a
successful product. This is also the case with this Kawasaki.
The Vulcan 900 isn’t a long-standing model in
Kawasaki’s history but I do know it is one hell of a bike. Introduced in
2006, this mid-size cruiser was the first in Kawasaki’s lineup to ever
feature a belt drive and a fuel injection system. These two features
practically set it as a customer’s favorite from the first day it started
being produced.
Also, the 900cc motor was appreciated by the motorcycle press for being a
jewel and a great performer also, as the innovations clearly did their job.
Being good looking, awesome performing and marking a new beginning at
Kawasakis, the Vulcan 900 remained unchanged but willing to further enjoy
its success. It does just that as a 2008 model year.
The closest competitor for the subject of this review is the
Suzuki Boulevard C50, a bike built by the same recipe and featuring almost
the same success as the Kawasaki Vulcan 900. The bike features classic lines
and a torque 50 cubic inch V-twin so it delivers strong low-end and
mid-range torque for strong acceleration, just like the Kawasaki.
Honda’s alternative to the 900cc Vulcan is the Shadow Aero, a cruiser
featuring full-sized looks and 750cc performance with the advantage of being
cheaper than the Kawasaki. Honda aims at success by delivering a cruiser
featuring a long and low chassis covered with retro-styled bodywork. As the
Vulcan, the other most important feature is its engine, in this case a 750cc
liquid-cooled 52-degree carbureted V-twin ready to be put to the test
against the fuel injected V-twin found on the Kawasaki.
The Yamaha V Star Classic doesn’t quite dispose of a 900cc motor, but it is
still a middleweight cruiser so it is suitable for the fight against the
bikes I’ve just talked about. More important, it features belt final drive,
so it is well worth mentioning it in this heading.
First, the Kawasaki Vulcan catches its future rider’s eyes
with clean classic lines which are inspired from its bigger siblings and it
then uses the comfortable ergonomics in order to get him completely. We all
know that we like mid-size bikes to look bigger, more powerful and implicit
more able, and that is what the Kawasaki Vulcan 900 Classic does.
The bike gets its classic cruiser curves from its valanced fenders and
nicely shaped fuel tank but what really speaks for itself is the chrome
found all over this bike. On the headlight cover and the air cleaner, on the
exhaust and signal lights cover, or on the rear fender ornaments, Kawasaki
knows that it will have the needed effect.
The spoked wheels accentuate the old-bike look but what I appreciate most
are the wide, pullback handlebars found on this thing.
If you are already thinking on picking a color, you will be glad to find out
that it can be painted Ebony, Metallic Titanium, Candy Caribbean Red, or
Candy Caribbean Blue. With so many colors available, it makes sure to look
awesome both on the boulevard and down the highway.
Features
- 903cc V-twin SOHC engine tuned to deliver healthy dose of
torque at low rpm
- Smooth and reliable
- Gear-driven balancer allows use of single pin crankshaft without heavy
vibration
Four-valve Cylinder Head:
- Provides maximum valve area for optimum
flow more power and low-end torque
- Single overhead cam design is simple, lightweight and practical
- Extremely efficient intake tracts feature ports that narrow near the
combustion chamber to increase intake flow speed for more efficient filling
and increased torque
- Long intake tracts for great low-end response
Liquid and Air Cooling:
- Exceptional thermal control with finned
cylinders and head and liquid cooling combination
- Maintains consistent engine temperatures for long engine life and
sustained power
- Automatic fan keeps things cool even in traffic
- Includes temperature warning light
Automatic Cam Chain Tensioner:
- Maintains precise valve timing with
maintenance
- Assures greater reliability
- Hidden from view to preserve the engine’s clean, basic look
Dual Slash-Cut Mufflers:
- Big slash-cut mufflers look great and
contain honeycomb catalyzers to reduce emissions
Positive Neutral Finder:
- Just lift the shift pedal from first gear at a stop to find neutral easy,
every time
Electronic Fuel Injection:
- Dual throttle bodies with sub throttles
provide optimum performance and rideability
- The sub throttles, located behind the main throttle valve, are controlled
by the ECU so that the DFI system retains more precise throttle response,
similar to a constant velocity carburetor
- Fine-atomizing fuel injectors produce a fine fuel mist for better
acceleration, combustion and fuel consumption
- Lower unsprung weight than shaft drive to improve ride
quality and suspension action
- More efficient so more power reaches the rear wheel
- Low maintenance and low noise
Double Cradle Frame:
- Very rigid large-diameter box section
backbone allows a larger fuel tank, and helps contribute to high stability
and lightweight handling at low speeds
- Triangular swingarm looks like a hardtail design, but acts on a single
shock hidden beneath the seat
- Long and low for minimal seat height, maximum visual impact
- Fork offset and frame geometry combine for light, low-effort handling at
ultra-low speeds
- Long wheelbase contributes to highway stability
Low Stepped Seat:
- Ultra-low 26.8-inch seat height allows
riders to easily plant both feet on the ground at stops
- Laid-back riding comfort for two
Tank-Mounted Speedometer with Turn Signal Indicators and Caution Lamps:
- Gives you the information you need at-a-glance
- Compact design complements the bike’s clean look
41mm Front Fork:
- Excellent rigidity and 5.9 inches of travel
- 32 degrees rake angle for excellent straight line ability
- Wide fork pitch for classic look
Front and Rear Disc Brakes:
- A 272mm front and 242mm rear disc have
twin-piston calipers for some of the best stopping power in the class
Custom Spoke Wheels:
- Chromed steel rims and spokes
- “Spool-style” polished aluminum front hub
Wide Rear Tire:
- 180mm rear tire provides added stability
while projecting a powerful image
- Wider tire than that found on most large-displacement cruisers
Review
Kawasaki Vulcan 900 Custom
Cruiser comfort in a sporty, custom package
By Genevieve Schmitt
To understand where Kawasaki's new for 2007 Vulcan 900 Custom fits in the Vulcan
family, read through Teri Conrad's article on the Vulcan 900 Classic, the sister
to the Custom. The Custom is the sporty, custom version of the Classic.
Genevieve shows off the aggressive, sporty ride of the 900 Vulcan Custom.
The best way to experience the Custom's finer points is to ride the Classic
first, which I did. The Custom feels sleeker and lighter and rides much more
deliberately – just like a sportbike going right where you point it. I really
like the Custom. Where the Classic lumbers through the turns, the Custom really
carves them up.
Genevieve demonstrates the 27-inch seat height. She stands 5 feet 6.5 inches and
is wearing two-inch heels. Her inseam is 30 inches.
The seat height is slightly higher than the Classic at 27 inches, but still
relatively low for a cruiser. The bike and seat are not too wide, so you don't
lose leg inches in the spread. The riding position has your feet reaching
forward to meet the footpegs and foot controls; arms are outstretched to meet
the flat, drag style handlebars. The ergonomics remind me of a custom Pro Street
-- to borrow terminology from the custom bike world -- sleek and long with a low
profile.
The new 903cc Vulcan engine on the Custom is the same one described in our
review of the Vulcan 900 Classic. Engineers started with the Vulcan 800 engine
making significant improvements, including eliminating the carburetor in favor
of fuel injection. The fuel injection is the same system developed for the
Vulcan 2000 motorcycle, including the "automatic fast idle system" that makes
for easy starts in cold weather. High energy ignition coils like the ones on the
Vulcan 2000 provide a hotter spark at low rpms. This produces a consistent
output of power at any speed.
The front tire is stretched around a custom cast wheel with designer styling.
Arranged in pairs, the 18 "spokes" are hand-designed. This striking accent is
one of the bike's finer points, in our opinion.
The Custom also has that "big bike" look Teri writes about with the Classic, but
comes in a manageable middleweight package – ideal for very confident beginners
and intermediate riders. Styling and ergonomics are where the bikes differ. The
Custom has a 21-inch wheel versus the 16-inch on the Classic. The skinnier 80mm
tire wrapped around it-- common on custom motorcycles -- contributes partly to
the Custom's different ride. Less rubber up front gives you the feeling you can
whip the bike around more easily, which you can. Keeping you planted throughout
the ride is the big 180mm tire in the rear wrapped around a 15-inch rim, the
same set up as on the Classic.
The fenders on the Custom are shorter than the Classic's to expose more of the
tires.
In addition to the shorter fenders on the Custom, the passenger section of the
seat is shorter. The Custom's saddle is what's called a gunfighter style, a solo
seat that narrows as it extends to the rear, only really good for quickie
passenger accommodations. I say quickie because, passengers will find they won't
be able to spend too much time on this narrow strip of flat-cushioned rubber.
If regular riding plans include a passenger, opt for a saddle with better back
seat accommodations.
I had a great time riding the Custom. It zipped along feeling much lighter and
quicker than the Classic. I also felt more power on roll-on coming off the line
than with the Classic. This could be attributed to the lighter weight of the
bike as the engine is virtually the same. The Custom weighs only eight pounds
lighter than the Classic's 549 pounds, but it skirts along like it's much more
lighter than that. I can't say enough about much fun I had with this bike.
The drag-style handlebars on the Custom with integrated risers that bring the
bars up toward the rider.
I found the brakes did a good job at stopping me when and where I wanted to, A
large 300mm disc in the front, and a 270mm disc in the rear are slowed by
twin-piston calipers.
If you like the ergonomics, ride, and styling of this minimalist bike more than
the Classic or Classic LT, Kawasaki offers a lot of accessories to outfit the
Custom for touring. Two different size windshields are available as well as a
luggage rack, saddlebags, a lightbar, and a backrest if you decide to take a
passenger. Don't forget to spring for a better passenger seat first, though.