Serial production of the Kawasaki VN400 (Vulcan) cruiser began in 1995 . The bike replaced the outdated version of the Kawasaki EN400 . The main difference of the new product was the transmission, which meets the canons of the genre - a chain. Otherwise, the motorcycle remains the same. Also, the landing is typical for a cruiser, as are the instruments on the tank.
Production continued for 8 years. During this time, the model survived three generations.
Development, markets and modifications
Structurally, the bike is a good old classic - a V-shaped two-cylinder engine, a steel duplex frame, and a conventional telescopic fork.
Many people tend to call them modifications. In 2003, the last motorcycle rolled off the assembly line.
As is customary among the Japanese, the development was intended for domestic markets. A more powerful Kawasaki VN800 model (and then VN900) was assembled for export.
But interest in medium-sized technology led to the fact that the 400 could be bought outside the country, including in Russia.
True, deliveries were made through “gray” sellers, with all the consequences - lack of parts, authorized representatives, and branded service. But the model was so simple that this did not bother buyers. The bike can still be bought at Japanese auctions, and in other countries - on the secondary market. According to users, if you search you can find a very good version with minimal mileage in Russia.
Kawasaki Vulcan
05.01.2017
Since 1984, the harsh name Vulcan ]Kawasaki[/anchor] has denoted many models of choppers, customs and cruisers, mainly built on V-twin engines with a displacement from 125 to 2000 cm3. Also in the model name, as a rule, the designation VN
– for example
Kawasaki Vulcan VN 1700
.
History of Kawasaki Vulcan models:
1984-2006: Vulcan 750
1984 Kawasaki Vulcan 750
Kawasaki VN750
, also known as
the Vulcan 750
, is Kawasaki's first cruiser with a V-twin engine.
The motorcycle had a cardan drive to the rear wheel. In addition, a modification was produced VZ750
, distinguished by chrome wings and a number of other minor features.
For the US market, until 1986, due to a number of restrictions on Japanese motorcycles that were in force at that time, a modification was made with the engine displacement reduced to 699 cm3. The design of the Kawasaki Vulcan 750
, with the exception of paint schemes, remained virtually unchanged for 22 years.
VN750's
power was 66 hp and torque was 64 Nm. The motorcycle weighing 219 kg accelerated to 180 km/h.
1986-2004: Vulcan 400
1986 Kawasaki Vulcan EN 400
First Vulcan
- “four hundred” appeared in 1986 and was positioned as an entry-level cruiser.
the Vulcan 400
inline-two engine had a displacement of 398 cm3, liquid cooling, a 6-speed gearbox and a belt drive to the rear wheel.
The Vulcan 400 with an in-line cylinder arrangement had the index EN400
.
1995 Kawasaki Vulcan VN400
The second generation Vulcan 400 received a V-shaped twin with a volume of 399 cm3, index VN400
and a design similar to the 750 cc model. The gearbox has become five-speed, and the drive has become chain. Produced in Classic and Drifter versions.
1990-2009: Vulcan 500
Kawasaki VN500 Vulcan 2003 model year
Kawasaki Vulcan VN 500
– a cruiser with a parallel twin of 498 cm3, also used on the Kawasaki Ninja 500R.
Sold under the name EN500
.
1987-2008: Vulcan 1500
Kawasaki Vulcan 1500
– one of the most popular and massive Volcanoes in the entire history of the model. It was produced in the form of several modifications, differing in design elements and individual technical solutions.
Kawasaki Vulcan VN1500 Classic 2004 model year
VN 1500 Classic
– the basic model of a cruiser, with a V-twin with a volume of 1470 cm3 of liquid cooling and a cardan drive to the wheel.
The motorcycle had a saddle 700 mm high, a wide handlebar and forward footpegs. The Vulcan VN1500 Classic Tourer
featured alloy wheels, a wider front wheel, a different exhaust system, a larger adjustable windshield, side panniers and plenty of chrome trim.
The VN 1500 Drifter
was the first of the large Vulcans to receive electronic fuel injection. The design of the Drifter model clearly showed the features of the legendary Indianas of the 40s. As standard, the motorcycle was equipped with only one large driver's saddle.
Kawasaki Vulcan VN1500 Mean Streak 2001 model year
VN 1500 Mean Streak
– Vulcan with an understated teardrop design, a kind of low-rider or power-cruiser, close in style to models such as HD Night Rod, Honda VTX, Suzuki Boulevard M109R (aka VZR 1800) and Yamaha Star Warrior.
The VN 1500 Nomad
is a touring cruiser equipped with a windshield and panniers.
The power of the Kawasaki Vulcan VN 1500
varied from 64 to 72 hp. depending on the modification and year of manufacture. From 1989 to 1999, a modification of the Vulcan 88 engine was produced with a displacement of 88 cubic inches or 1464 cm3.
1995-2006: Vulcan 800
Kawasaki VN800 Classic 2003 model year
Kawasaki Vulcan VN800A
appeared in 1995 and became the first Kawasaki cruiser made in a modern style.
It featured a softail frame, a 21” front wheel and a cropped rear fender. The second model - VN800B (Classic)
was produced since 1996 and had a more classic retro style with full-length fenders and 16-inch wheels both front and rear.
Kawasaki VN800 Drifter 1999 model year
Vulcan 800 Drifter version
was a variant stylized as the Indian Chief of the 40s.
Engine VN800: Two-cylinder V-shaped, displacement 805 cm3, liquid cooling. Gearbox: 5 gears. Rear wheel drive: chain.
2002-2009: Vulcan 1600
Kawasaki Vulcan 1600 Classic
Produced in three versions: Kawasaki Vulcan 1600 Classic
– a model with a traditional classic design, without any non-standard frills.
Kawasaki Vulcan 1600 Nomad
Kawasaki Vulcan 1600 Nomad
– a touring model with a large windshield, a passenger seat with a backrest and panniers.
The Kawasaki Vulcan 1600 Mean Streak
is a power cruiser that replaced the 1500 Mean Streak. Also produced under the Suzuki brand was the VZ 1600 Marauder model (later, from 2005, the Boulevard M95). The differences between these twins from Kawasaki and Suzuki were the different design of a number of parts - headlights, fenders, side air filter covers and dashboard design.
2004-2010: Vulcan 2000
Kawasaki Vulcan 2000
Kawasaki Vulcan 2000 Classic LT
The two-liter Vulcan was produced in two versions - Classic and Classic LT. The LT featured side bags, a windshield, passenger footwells, and a passenger backrest. Thus, the Vulcan 2000 Classic LT was more suitable for long-distance tourist voyages. Until 2006, the Vulcan 2000 could be easily recognized by its special elongated headlight design, which was replaced by a more traditional design on later versions. The Vulcan VN2000 engine had a displacement of 2053 cm3 and a power of 116 hp. and an outstanding torque of 191Nm. The rear wheel drive is belt driven.
Current Kawasaki Vulcan models: VN 900, VN1700 and Vulcan S
2014 Kawasaki Vulcan 900 Custom
From 2006 to the present, the “junior” Vulcan model is the Kawasaki Vulcan VN900
.
Powerplant: Liquid-cooled 903cc V-Twin with belt drive to the rear wheel is shared across three trims: Classic, Classic LT and Custom.
LT (Light Tourer) – the same Classic, additionally equipped with a passenger backrest, side bags and decorative trim. The Custom version features a 180mm wide rear wheel, a narrow 21" front wheel, a lower saddle and drag-style handlebars.
Kawasaki Vulcan VN1700
appeared in 2009. The family includes the following modifications:
Kawasaki Vulcan 1700 Classic 2014 model year
VN1700 Classic
– basic model. Cruiser of classic design.
2014 Kawasaki Vulcan 1700 Classic LT
VN1700 Classic LT
(Light Tourer), differs from Classic in windshield and leather side bags
Kawasaki Vulcan 1700 Nomad 2014 model year
VN 1700 Nomad
, has a windshield, a passenger backrest and hard side cases with a capacity of 76 liters. Electronic cruise control.
Kawasaki Vulcan 1700 Voyager 2014 model year
VN1700 Voyager
, a cruiser that is not afraid of the longest distances. Wide fairing with additional headlights, high windshield and multifunctional instrument panel, side cases, rear case with a wide passenger backrest. The total volume of luggage compartments is 126 liters. Electronic cruise control.
Kawasaki Vulcan 1700 Voyager Custom 2014 model year
VN1700 Voyager Custom –
a cruiser in the recently popular “bagger” style. A massive front fairing with a short “symbolic” windshield, luxurious instrumentation and audio system, side cases, an extended exhaust system. Electronic cruise control.
The engine in all VN1700 is a V-twin with a displacement of 1700 cm3, liquid cooling, and a power of 74 hp. and a torque of 135 Nm. Six-speed gearbox and belt drive to the rear wheel. Power supply system with electronic throttle control. K-ACT ABS system with enhanced coordinated braking technology, designed specifically for heavy motorcycles.
2015 Kawasaki Vulcan S
Kawasaki Vulcan S
– the latest model, which will hit the markets in 2015.
A unique combination of modern technology and classic cruiser style. 649 cc inline twin-cylinder engine, chain drive to the rear wheel, narrow body, low weight and long wheelbase. Ideal for beginners or those who need an everyday city motorcycle. – official Kawasaki dealer in the Russian Federation. From us you can buy a Kawasaki Vulcan motorcycle and other models of this Japanese brand. All motorcycles undergo proper pre-sale preparation, and during further operation, our motorcycle services perform any warranty and maintenance work on motorcycles, installation of additional equipment, accessories, tuning and repairs of any complexity. Return
Specifications
Much of the interest in the model is due to the presence of a V-shaped engine. Experienced drivers know that this arrangement provides traction throughout the entire rev range.
Engine – left view.
Engine – right side view.
But simplicity of design, liquid cooling (despite the small volume) and, of course, proven technologies also played a role (the latter was largely due to the assembly of an export “volcano” next door). The total result is a motor of the following type:
- working volume - 399 cm3;
- number of cylinders - 2 (V-shaped pistons);
- number of cycles - 4;
- number of valves - 8 (4 per cylinder);
- power - 33 hp;
- torque - 32 Nm;
- cooling - liquid;
The cooling system radiator is squeezed between the pipes of the steel frame.
- fuel supply - Keihin carburetor (1!!!);
- ignition - transistor (TDI);
- start - electric starter;
- tank volume - 15 l.
A special highlight of the engine, according to the manufacturer, was the presence of one (1) carburetor with two (2) cylinders.
“We need to travel more and repair less!”
Transmission and clutch
The main drive is a classic chain drive.
As befits a cruiser, the bike had a 5-speed gearbox .
It shifted clearly, but had a short pedal travel.
It was also noted that you have to click very often, since the numbers are tightly adjusted - the average step is 10 km. Another frequently discussed problem was finding neutral. Especially after stopping the bike with the brakes.
- Multi-disc clutch in oil bath. Power transmission is a cable .
- The main drive according to European standards is a chain .
Brakes
Front disc brake.
Rear drum brake.
The export bike owes its brake system to this particular model. They changed here and changed there too. In 1996, a 2-piston caliper was installed on the front axle. In 1999, a disc appeared on the rear axle (replacing the drum).
Front:
- number of disks - 2;
- diameter - 300 mm;
- support - 2-piston (until 1996 - one piston).
Rear:
- number of disks - 1;
- diameter - 270 mm (drum diameter - 180 mm);
- support - 2-piston.
No options were offered.
Review of the Kawasaki VN 800 Vulcan motorcycle (VN800A, VN800B Classic, VN800C/E Drifter)
I have a 1998 Vulcan, for the third year now, before that I drove a Virago 400 for a year. The Vulcan is awesome. I don’t want to change, I don’t see the point in increasing the cubic capacity purely for the sake of showing off “I have two liters”, it’s not about money. The average cubic capacity is the most optimal, it seems to me, both calmly around the city and for long rides. 20 liter tank, 53 hp on the chain - a good bid for victory in its class 
Pret Vulcan was really good, cheerful, accelerated to 160 km/h according to GPS, the speedometer showed 170+.
If you don’t drown, and it’s important even with difficult conditions, you drive 100-120 km/h, the tank is easily enough for 300 km. Nice figure It goes up to 100 mph like a rocket, according to the data sheet the VN 800 takes about 5 seconds to reach a hundred, that is, like a car with 200-250 hp, and out of these 5 seconds it really gets out. The good thing about the chain is that it doesn’t waste power, unlike the cardan, it lasts a long time, the last time I changed it was 15 thousand km ago and while it doesn’t require replacement, there is still room to tighten it up. With a height of 183 and a weight of 95, I sit extremely comfortably. Servicing is not difficult; in terms of reliability, it’s an excellent motorcycle, problem-free; if you keep an eye on it, I only had minor problems, which are quite natural for a fifteen-year-old motorcycle. The chain, in this case, is only a plus, as it allows the motorcycle to remain dynamic during acceleration. It’s definitely one of the fastest devices in its class.
I have a Vulcan 800 for the first time, since the beginning of the season, that is, since the moment of purchase, I have traveled about 4000 km so far. I didn’t ride far, I drove about 300 kilometers a day at most. I really like the motorcycle, I tried to ride on a friend’s Honda, I don’t remember which one, it’s a big chopper, but the volcano handles much better. Most likely, because it also weighs a little, and its saddle height is quite small. With a height of 178, it’s very comfortable to sit; I don’t want to change anything at all in terms of ergonomics. The engine just shoots up to a hundred km/h, after 100 it starts to slow down, but if you turn the gas to full, then even in 100+ km/h mode, overtaking outside the city is easy and stress-free.
During the off-season I plan to install a windshield, otherwise it’s not very comfortable at speed without it, and I want to hang more panniers. Now there are small Chinese ones hanging, all frayed, they came with the motorcycle. Well, it's still better than nothing.
Once I had the opportunity to drive a Vulcan VN 800 Classic from Poland to Moscow. It was a long time ago, about seven years ago... The motorcycle was completely stock. I drove from Warsaw to Moscow in two days, initially I planned to push myself and do the route in a day, but the weather decided that it was smarter than me, so the long trip in the rain exhausted me, and I had to spend the night in a hotel near the border.
In short, I liked the bike. For its class and, mainly, for the price category of “about 150 thousand” it is simply an excellent option. Due to the chain drive, it rides almost on par with cardan engines, such as the Honda Shadow 1100 and Yamaha Drag Star 1100. More precisely, Kawasaki begins to lag behind them after about 100 km/h.
The eight-hundredth Vulcan handles simply fabulously, for a chopper, of course. However, the entire Vulcan line is famous for its good handling. Another thing you can notice is that the motorcycle is larger than all its 750-800 cc classmates, so even a tall and pot-bellied biker should be comfortable on it. I was very pleased with the range, 300 km on one gas tank - easy. The tank is about 20 liters, consumption during quiet driving at 110-120 km/h does not exceed 6 liters, so you can calculate it yourself. It's comfortable to sit, the standard seats and steering wheel should fit any person of average build, give or take.
The Vulcan's brakes are mediocre; this model doesn't have a rear drum brake, so you shouldn't count on it. The front brakes are not bad, 4, but I would recommend installing reinforced brake hoses. The dynamics for 800cc, as I wrote above, are very decent. In general, I would characterize the Vulcan-800 as an excellent medium-sized chopper. And in its price category it has few competitors. One of my friends bought one of these last year, produced in 1995, for 140 thousand, in perfect external and technical condition.
Pros:
1. Large, comfortable. It is not cramped for a large person.
2. Optimal cubic capacity for the “start”, there is an opinion that “a normal chopper starts from a liter”, but even Harley produces models with a cubic capacity of 883. In general, the dynamics and cruiser of the 800 Vulcan, according to reviews from forum members, I liked what will happen in real life - I’ll find out soon .
3. Appearance. The Vulcan of this model is called the “Japanese Harley” (imitation down to the air filter housing of the best-selling H.-D. Softail Custom provided the car with well-deserved recognition from the Yankees).
4. This model’s brakes (front) are praised, which is generally rare for a chopper of the 90s; the rear brake is traditionally a “weak point”.
5.Reliability. There are quite a few complaints about this model online, there is even one carburetor, which makes it easier to regulate and there is no need to synchronize anything. By the way, it started up upon arrival at minus -3 on one pot, after replacing the spark plugs it started at -12
Minuses:
1. Chain. For me, this is an absolute minus, because dirt flies from the chain and it needs to be serviced every 300 km according to the manual. A cardan looks much more preferable, which is why the VN900 and other modern models come exclusively on a cardan.
2. Fuel consumption. They write that the Vulcan is quite gluttonous, reviews on consumption are quite different (some write 7-8 liters, others 11-13 liters, others seem to twist a knob).
3. The rear monoshock absorber is too weak for riding with two people, perhaps it will be possible to adjust something.
Everything else is the little things in life, everything can be repaired and you can’t raise your hand to call something a “sore”.
Exterior photo
Round headlight.
Back light.
Separate seats.
Abundance of chrome.
Stock mufflers.
Low steering wheel.
Driving performance
The maximum speed indicated in the documents is 140 km/h . In Japanese tradition, there is no wind protection in the drain. But users noticed that it is not needed to reach the maximum speed. At the same time, it was separately mentioned that the engine is powerful - in a cruiser you can go at 120 km/h and 125 km/ h without any problems.
The dynamics of acceleration to 100 km/h for a small cruiser is 8 seconds . Considering that the older brother shows almost 7 seconds. - This is fine .
Fuel consumption
Consumption, subject to city driving with rare trips to the village to visit grandfather - 4 liters per 100 km .
Dimensions and weight
Since the bike has survived three generations, all external parameters have also changed three times, and, almost always, upward.
The dry weight of the bike has increased from 225 kg to 250 kg .
Equipped, taking into account the tank and all liquids, 20 kg more. Accordingly, 245–270 kg .
It is curious that the overall dimensions of the second generation, with the exception of width, were smaller than the first (naturally, smaller than the third). For comparison, the parameters of all three generations;
- length - 2360-2345-2480 mm;
- width - 825-930-1005 mm;
- in height - 1170-1130-1125 mm;
Seat height - 710-700-760 mm .
Wheelbase - 1625-1600-1615 mm .
For whom is it intended?
This issue can be ignored, given that the motorcycle was supposed to be sold only in Japanese markets.
Despite three generations, the saddle height offers a comfortable ride only for short users or girls.
The soft and very comfortable seat makes you feel like in your favorite chair.
For a Russian of an export model was recommended for purchase .
Modifications
During the production of the motorcycle there were three modifications.
- Kawasaki Vulcan VN400 A and Kawasaki Vulcan 400 V. Production of the model began with them. They existed on the assembly line for three years. 1995-1998. The first model had a belt drive, the second - a chain. A limited batch of the first ones was sent to America - but were not successful. The second model was officially supposed to remain only in Japan and in domestic markets was also designated as Vulcan II. The main difference between both versions is the Harley-Davidson Softail style design.
- Kawasaki Vulcan VN400 C (Classic) . Production began in 1996 . I got the same wheels 16/16 versus 21/18 for the first versions. Extended wings, like a road worker’s + a small mudguard. Black color (except for engine covers and exhaust pipes.). Produced until 2003. This and the next model already have a 14 liter tank.
- Kawasaki Vulcan VN400 D (Drifter). While the first versions borrowed design from Harley-Davidson, this one takes advantage of the developments Indian (not to be confused with the country of the same name - Indian Motocycle Manufacturing Company is located in the USA). Recessed fenders now cover the sides of the wheels, two muffler banks have been combined into one, and the saddle has been changed. Started in 1999, was released before production was completed.
Vulcan VN400 Drifter is an Indian-style version of the motorcycle.
It is worth noting that neither the letters in the name, nor the more odious name of the third model, carried any hidden meaning.
Competitors
The model turned out to be so unusual that representatives of other American brands could not imagine an equivalent one. However, not wanting to give the entire pie (market) to Kawasaki, they offered a couple of analogues at once.
Honda
Honda Steed 400 is a light cruiser designed for American needs.
Honda offered its developments Honda Steed 400 and Honda Shadow 400.
- The first featured three valves per cylinder.
- Two carburetors.
- A tank of 10 liters , with a flow rate of 5 liters .
- Production started in 1988 .
- Closed in 2001.
In addition to the above, individual modifications of the second version (Shadow) could boast an injector and a driveshaft. Fuel consumption was comparable to the first model.
The model started in 1997 and ended in 2016 .
Yamaha
Yamaha XV400 Virago - a cruiser intended for the domestic market.
Yamaha's answer was the Yamaha XV400 Virago and Yamaha XVS400 Drag Star.
Interestingly, according to the developer documentation, the second is the successor to the first. Both bikes differed from the Kawasaki by being air-cooled and having a pair of (2) valves per cylinder. Both had a driveshaft, the rear shock absorber was also different. Virago had a pair of springs (versus one), the star had a rear progression. The gas tank of the first was 13 (consumption 6) liters, the second - 15 liters (consumption 3) liters. The first started in 1987 , closed in 1994 , the second opened in 1996, existed until 2022.
Suzuki
Suzuki Intruder VS400 is a rather rare representative of serial choppers.
Suzuki did not lag behind either. For the first version he proposed the Suzuki Intruder VS400 , and for the rest the Suzuki Intruder VL400 Classic.
- The VS400 boasted a driveshaft, a carburetor hub, and a pair of springs on the rear shock absorber. 12 liter tank and consumed 4 liters . The production opened in 1994 and closed in 1996.
- The VL400 also received a driveshaft. The second generation versions were equipped with an injector. The tank is 17 liters , with a consumption of 3 liters . It is the successor to the previous model. Opened in 2001, closed in 2016.
Test drive Kawasaki Vulcan 800 Drifter
It’s a rare person who sees a Kawasaki Drifter passing on the road and doesn’t turn around and look after it. And all because this is one of those unique motorcycles that has no analogues, and it itself is a motorcycle of rare individuality, not like the “Chinese” that filled the streets of our villages and cities.
The owner of a Kawasaki Vulcan 800 Drifter must love classic motorcycles of the last century and understand that engine power is not the most important thing in this life. Even 805 “cubes” of volume can be enjoyed and satisfied with them if... If you don’t read stupid opinions that the larger the engine capacity of a motorcycle, the better. Everything should be in moderation. But Drifter is fine with this.
It’s just a pity that the previous American owner of such a wonderful motorcycle did not understand what he was dealing with and lived in another “dimension.” But this Drifter was lucky that he managed to get rid of it quickly! After all, how much can you not love your Kawasaki to cover it with Harley-Davidson stickers and skulls!? It's a shame! Especially when you have a motorcycle as stunning as this one... Even if its engine is not a purebred “Evolution”, and the sound from the exhaust pipe is not as captivating as the special sound of H.-D. But it has its own unique style, refined over many years of production of the model, and by 2005, in which our test motorcycle was produced, it absorbed only the best features of a vintage single motorcycle.
Just two years later, in 2007, the model was discontinued, and after that the value of each copy only increased. After all, not so many of them were produced, and finding a motorcycle in excellent condition is now quite difficult. We were lucky, because the condition of our test sample could be rated as “five minus”. I started getting to know him according to the good old tradition by studying ergonomics and fit. The low seat makes it easy for even a short driver to reach the ground with both feet. Comfortable foot platforms contribute to comfort. The final point in shaping the landing is the steering wheel, which is much wider than most cruisers and is located below elbow level. When you hold it with a wide grip with both hands, you get the feeling of controlling a really big motorcycle, which, incidentally, the Drifter is.
At the same time, the center of gravity of the 246-kilogram motorcycle is so low that it will not be difficult for a beginner to control it even at walking speeds. In all its movements, a certain amount of inertia can be traced - the result of a large wheelbase and not very sharp reactions to the movement of the steering wheel. But the Drifter is very stable and obedient at any speed. This is one of those motorcycles that can be called rider friendly.
In many ways, this friendliness is achieved thanks to the soft and elastic nature of the engine. It does not have that frightening pulsating traction that is found on one and a half liter and larger cubic capacity bikes. But there is good power delivery, smoothly accelerating the motorcycle at low speeds, confidently carrying it at cruising speeds at medium speeds, and sometimes allowing you to get rowdy at high speeds. Yes Yes! This engine loves to be revved up and allows you to squeeze every last drop out of it without making it feel like it's about to tear itself apart. It is very well balanced. At any engine speed, vibrations are almost unnoticeable - as if you were driving not a cruiser, but some good road bike. And all because of the presence of a balance shaft, which dampens vibrations inside this V-twin.
Like many other Japanese power units for cruisers, this one imitates an “air vent”. Although, to be honest, I’ll say that as a “simulation”, the cooling fins are quite practical and clearly help the water system in the general task of cooling the engine. Some may be surprised by the motorcycle's fuel system, which still has a carburetor instead of an injector. Although not a regular one, but with a built-in throttle position sensor, which transmits data to the engine control unit. By analyzing the valve opening angle and current engine speed, it controls the ignition, providing optimal acceleration. Perhaps this is the reason for the good responsiveness of the engine. Those who are used to driving in low gear may sometimes miss sixth gear. However, this is the lot of many cruisers of this size.
The gearbox, which is equipped with a “swing” foot, deserves special mention. The unit works very clearly and quietly, and therefore you hardly pay attention to its operation while driving. Unless you relearn how to upshift with your heel. Fascinating, I tell you, the process...
The rear suspension, shaped like a hardtail, is actually equipped with a monoshock absorber. It is soft, energy-intensive, but for its work it can only claim a solid “C plus”. Unfortunately, it did not deserve a higher score due to the design features of the motorcycle. After all, along with the pendulum and the rear wheel, the rear wing remains unsprung, as well as its entire body kit consisting of lighting fixtures and a metal frame that reinforces this entire structure. In addition, the pendulum itself is very long, which in total gives the rear unsprung part greater inertia. Therefore, no matter how you adjust the rear shock absorber for preload (and this is the only possible setting), it will not be possible to achieve clear handling of unevenness. The same, only to a lesser extent, applies to the front fork, which has sufficient energy capacity but weak damping.
Driving through the not-at-all-worst streets of Odessa, I noted more than once that the motorcycle behaved stably, and the wheels clearly held onto the asphalt only on smooth waves of asphalt, but on less smooth surfaces I felt the rear wheel shaking, periodically losing traction with the asphalt, and along with him and the driver. It turns out that the designers managed to achieve a good simulation of the absence of suspension! Although, it is worth noting the positive features of such a design. For example, even when hitting large bumps, the driver does not fly over the seat, as might be the case on some other cruisers with a stiffer rear suspension. The extremely soft and wide seat also smoothes out impacts. The only thing missing is a backrest - then the pleasure of driving the Drifter would be even greater.
But don’t forget that we’re not dealing with a street car or even a sports cruiser. Therefore, we will not take the shortcomings of the suspension design too critically. But let's turn our attention to other details. After all, if there's one thing a motorcycle is really missing, it's brakes. One only has to look at the front solid brake disc to understand that high efficiency cannot be expected from the system as a whole. In fact, I often had to press harder on both brakes so as not to “catch up” with sharply braking foreign cars. By the way, the rear brake, due to the lack of power of the front one, helps a lot. Although, you soon develop an instinct to stay away from anything driving in front of you. And then you feel more calm and confident behind the wheel of the Kawasaki Drifter.
Driving away from the next intersection, I once again noticed that the turn signals had automatically turned off. Later I checked this feature by re-reading the press release. This is true. The press release states that the motorcycle is equipped with a device that automatically turns off the turn signals. True, it does not always work, and I could not figure out the principle of its operation until the end of the test drive.
Taking the Drifter back to the dealership, I had a hard time putting together all the feelings I had while driving it. Seemingly very simple on the surface, it proved to be diverse and therefore interesting. It may not be a champion in terms of comfort and handling, but it is one of those motorcycles that is hard to forget. The reason for this is his charisma. And it can’t be spoiled even by inappropriate Harley-Davidson stickers on it. Moreover, its entire general appearance resembles Indian...
Opinion: Valery Chuikov
When we tested the Suzuki Boulevard 800 and Kawasaki Vulcan 900, we also brought along the 800 Drifter. It is clear that we did not intend to compare all three at the same time - otherwise you would have already read this material, but still, when changing from one bike to another, we had to correlate certain sensations received while riding. I was skeptical about the Kawasaki Drifter at first. It would seem, what can you expect from a heavy and clumsy “retromoto” at first glance, even with a rear disc brake and chain drive? However, he was able to pleasantly surprise me! Firstly, despite the low height of the saddle, I sat very comfortably - the “fifth point” was located on a well-profiled rather large and “plump” solo saddle, my legs took a comfortable position on the platforms, and my hands were on the moderately wide and raised handlebar. The engine did not disappoint either - it turned out to be extremely flexible. It pulled almost from idle, and at about two and a half thousand it gave a noticeable pick-up. If you turn the knob further, the traction increases and the heavy motorcycle continues to accelerate briskly and, surprisingly, does so up to the highest revs, as if it were not a V-shape. The harmony is violated by the rear suspension, which “mows” like a “cracker”, but still has a shock absorber, the travel of which is only enough to overcome gentle waves and barely noticeable irregularities, as well as brakes, which are somewhat dissonant with the active engine, not differing in their efficiency. Although on SUCH a motorcycle you don’t want to misbehave, and not rush to parade somewhere along the embankment. In fact, the Kawasaki Drifter is like a wolf in sheep's clothing. His whole appearance suggests that if he can drive, then only “slowly and sadly”; in fact, this “pseudo-old man” can be driven actively, because he even steers quite decently!
The only condition for such activity is more or less smooth asphalt.
Text: Vlad Sofonov
Photo: Andrey Shlenchak
Test equipment provided by:
(Odessa, Razumovskaya st. 19
Kyiv, st. Protasov Yar, 13)
www.motodom.ua
Peculiarities
With the exception of 1 carburetor operating on a pair of cylinders, users do not note any other features.
True, there are several jambs when servicing:
- When adding antifreeze, you will have to climb into the gas tank or remove the speedometer. Both plugs are closed by one hatch.
The speedometer is located directly on the fuel tank, with warning lights below.
- When replacing the spark plug on the first cylinder, remove the gas tank. To replace the second one, remove the saddle.
The fuel tank practically lies on the cylinders; the most that can be done is to remove the spark plug cap.
Some call it a noisy gearbox. But as the developers say, this is not a bug, this is a feature . Boxes on any motorcycle of the brand are characterized by excessive noise.
Flaws
The owners do not find any particular disadvantages in their “iron horse”, with the exception of one, which consists of several. This is a mono-shock absorber - rear suspension .
- The main disadvantage that everyone faces is attaching it to the frame. Since it is located below the frame itself, when driving into a garage or a small hill it is easy to “sit down” on it. And since they saved on metal, the fastening instantly flies off. And this is not a warranty repair (especially if you remember that the bike can now only be bought on the secondary market).
The rear shock absorber is the weakest point.
The monoshock absorber mount is located below the frame.
- “Powerful” bikers faced the second disadvantage. Perhaps in Japan it didn’t feel that way, but it’s better not to drive on Russian roads when they’re loaded. One guy weighing 90 kg . If two sit down, a breakdown is guaranteed.
But they also note the carrying capacity. Although there is space under the case, it’s not worth putting anything heavier than a motorcycle helmet there. The total weight indicated in the specifications is 300 kg. Of which 190 are the motorcycle itself. Two passengers of average build are already an overload. You can leave, but it will be faster on a scooter.
and dignity
Perhaps the most important advantage of the bike is its high reliability.
There are also advantages:
- Low fuel consumption.
- Well managed.
- Maneuverability.
- Easy to maintain.
- reliability.
- small Harley.
And they also note the low center of gravity and weight . Whether this is a plus or a minus, everyone decides in their own way. Due to the low center, it holds the track well. Large weight - maintains direction in crosswinds.
Yamaha XV1600A: Comparative test drive with Kawasaki VN1500 Vulcan Drifter
To become a biker, you need to buy a chopper. And so that others don’t look askance, the chopper must be no less than a liter. And for greater self-confidence, it is better to make a reserve on this parameter. At least one and a half times.
Of course, the only criterion when choosing such a motorcycle is appearance. The number of valves per cylinder, type of cooling and even power do not play a special role. But controllability, or more precisely, the feelings that you experience when piloting an unstable two-wheeled colossus weighing more than three centners, often fades into the background. And sometimes I remember that two V2s of the same volume can carry completely differently. Even with the same numbers of technical characteristics.
What can I say? You don’t even need to convince anyone of the validity of the first statement: if only someone sympathetic to the topic will most likely approach a classic motorcycle stopped in a crowded place, then so many people will immediately approach any of these beauties that such attention will seem unpleasant. Everyone, if not stop, will at least look.
Yamaha XV1600A
And he will see impeccable style. Kawasaki looks especially stylish and unusual. Black steering wheel, minimal chrome, deep fenders - the concept of the motorcycle is inspired by the “Americans” of the first half of the last century - the legendary Indian Chief motorcycles. The softly and silently running engine makes it clear about the country of its manufacture, and only the bassy, slightly “smeared” exhaust reminds you that this is a V-twin. The sofa of the two-seater saddle, wide platforms of footrests and huge, almost automobile pedals - this is comfort. The motor is equipped with a balance shaft and mounted in the frame on rubber mounts - as a result, the motorcycle is virtually vibration-free. Engine power supply - fuel injection - again has a positive effect on operating stability. The giant wings are scary, but look, they're plastic! What is there to be happy about? – a fan of true American style will ask. Yes, because if they were metal, each wing would weigh 12 kilograms. Considering that they are not sprung, this would have a significant effect on driving performance! However, not everything is so perfect. Especially if you look at the Drifter from the left side and see an ugly radiator of some electronic unit the size of a light motorcycle muffler “can.”
Yamaha does not shine with originality: thick wheels, metal fenders and a double exhaust system on the starboard side are adjacent to a double stepped saddle and a lot of chrome. This makes the motorcycle stand out in the crowd, but at a party the Wild Star can easily be confused with a couple of similar models. And, nevertheless, I can easily understand its buyer. Classic forms are supported by no less classic content: for example, the valves are driven by long rods from the camshaft located in the crankcase, and the gearbox, installed separately from the engine, is driven by a chain. A balance shaft is provided, but the motor itself is rigidly mounted in the frame and really vibrates. Of course, the carburetor is not at all pleasing, especially compared to the injection of a competitor, but oh well. The design is crowned by a belt drive of the rear wheel.
In short, we have two decent show-stoppers, and the “girl in red” effect threatens each of them (and their owners) to the fullest. But we are here for something else, aren’t we?
When I want to relax, I take the Drifter 1500. Why this one? No motorcycle has ever allowed me to be so detached from driving. It seems that between you and your dear one there is a good spring mattress from your favorite bed. At least, you feel these feelings immediately when you sit on this magnificent saddle. As a person exhausted by sportbikes, I took great pleasure in squeezing the lightest clutch lever, stepping on the huge double-armed gearshift lever and briskly, with a slight slip of the wheel, I set off. I think I won’t be wrong if I say that this is one of the softest motorcycles in the world. Moreover, its softness is not irritating, as on many outdated motorcycles. And not as jelly-like as in American cars of the 90s. In this softness, you can accurately predict how the motorcycle will behave in the next moment. Kawasaki's VN1500 family may be the best-handling heavy-duty choppers around, and the Drifter only proves that. This bike rides very nicely when moving slowly. No jerking, no fuss playing with the clutch. Easy maneuvering. And if it weren’t for the spreading handlebars, the motorcycle would be an excellent device for the dense Moscow traffic.
Here Kawasaki contrasts with Yamaha, whose long-stroke engine dictates its norms literally right away. However, this impression may be affected by the sound - it is on Wild Star with a serious admixture of mechanical noise. The clutch is firmer, but not so much that it's a problem. When moving off, you must be prepared to actively work with it. Acceleration is more rapid, while in order to maneuver at average speed, you need to make a noticeable effort. The engine doesn't like low revs too much and pulsates throughout the body, transferring vibration to the frame and all parts of the bike.
Kawasaki VN 1500 Vulcan Drifter
In similar conditions, both devices are opposites of each other: the soft and smooth Kawasaki and the sharp, hard Yamaha. Shall we speed up faster? First, of course, we'll notice the Drifter's smooth gearbox and its super-soft suspension. The rear wheel drive is cardan, and this gives an interesting reaction: as soon as you sharply increase the gas, the rear of the motorcycle noticeably rises. It seems that you are riding a horse, which is either slowly prancing or galloping rapidly. In general, comparisons between Kawasaki and a living creature are as appropriate as for any other motorcycle. Dynamic acceleration ends as soon as the speedometer needle approaches 120 km/h, and then, up to the maximum speed (which is about 160 km/h), the motorcycle already moves quite inertly. Either the air flow on the way will meet the wrong one, or in some longitudinal irregularity it will sway a little. A feather bed is also a feather bed on the road.
Yamaha is not like that: the motorcycle is lower, which means it creates less resistance to air flow. In addition, its belt drive and stiffer suspension virtually prevent sway on uneven surfaces. Of course, this affects comfort, but not handling. After the Kawasaki, the Wild Star seems almost sporty. However, a comfortable saddle will prevent you from getting tired on bumps, but it’s really great here. After the slightly log-shaped Kawasaki sofa, you immediately feel the anatomical shape of the cushion.
After wandering around the immediate vicinity of the metropolis, we decided to go on a short trip – about 200 kilometers, to the Vladimir region. And they were immediately stopped by the rain that began. Having managed to get thoroughly wet, we noticed one interesting feature of the “wet” ride. Thus, the softer Kawasaki is more sensitive to the condition of the road surface: it floats on longitudinal irregularities, causing the pilot not the most pleasant feelings. The Yamaha is not great either, but here it is more predictable and more stable. Of course, none of these bikes offer protection from the rain, and very soon we were soaked through. Luckily the weather was warm enough to dry quickly.
The Vladimir region is rich in beautiful hilly places, and driving there slowly is a pleasure. And the second is to make turns. Anyone who has done this at least once will receive an unforgettable experience. This is due to the fact that the motorcycles lay down just fine, and they also start to create sparks with the footpegs, which limit the angle of inclination. Absolutely safe and very effective. It’s especially nice to do this on a Kawasaki, where the center of gravity is higher and the impressions are sharper.
The further you are from the capital, the worse the asphalt. And in such conditions everyone who likes to travel has to travel. And here both motorcycles are good in their own way: however, it’s faster to ride the Yamaha. On a normal curved asphalt road, the Road Star allows you to maintain a speed of 130 km/h, while the comfortable Kawasaki begins to sway unpleasantly already at 120 km/h, forcing you to slow down to a comfortable 110 km/h. Suspension settings are a great thing, and in these conditions, harder is better.
While driving for several hours in a row, you begin to feel the comfort or discomfort of one or another decision literally in every cell. And what a break I had from sportbikes! Both motorcycles do not tire you out at all on a long trip; you feel almost like a discoverer of long-familiar places that you previously rushed through without seeing anything...
Of course, Yuryev-Polsky is not Miami, but st. Lenina in Suzdal is not Moscow’s Tverskaya, but I would not say that in the provinces these motorcycles look like they come from another world. Quite the opposite - a leisurely chopper in Russia is perceived as something of its own, in contrast to, say, a dynamic sportbike. Do I need to tell you with what eyes girls look?
And not in vain - the passenger on such a motorcycle will be in royal comfort: if on a Kawasaki with the “second number” it is more convenient for the driver, then on a Yamaha it’s the other way around – everything is for the passenger. There is a comfortable saddle cushion and excellent visibility; in general, I really want to add a backrest as a tuning option.
I didn’t change my opinion by the end of the test: among relatively budget choppers, I still like the Kawasaki VN1500 Drifter better. And this is precisely why many people dislike him. For softness and permission to completely relax behind the wheel. You can love it for everything: for the very smooth performance of a modern injection engine, for the comfortable steering wheel, painted black. Maybe it lacks a little style - the saddle is still a little awkward, but imagine how it will look in the single-seat version, produced for the American market since last year!
Yamaha XV1600 Wild Star is a different breed. It is more suitable for those who have illusions about dynamic riding on motorcycles of this kind. Although there are only 63 “horses” in it, there are more than enough sensations from dynamics and controllability. Yes, it's heavy. But with a low center of gravity. Yes, long wheelbase. But with fat tires and a wide steering wheel. The wind doesn’t blow it away, but the fact that at 120 km/h you can’t move it from the runway means it’s stable. You can install direct-flow pipes and tune the engine a little.
And I’ll end where I started. You need to choose such a motorcycle based on its appearance. This is exactly the case when form is more important than content.
