This model is based on the great “ancestor” of the same series – the Kawasaki VN 800 Vulcan motorcycle. Excellent characteristics, improved since the previous masterpiece, made it a truly elegant product compared to other classic bikes, essentially cruisers.
The innovations affected many things: including, the cast frame began to look new, designed to reflect all the restrained power of the eight hundredth Vulcan. It is enough to sit on this masterpiece, make a couple of engine revolutions, and a feeling of incredible power will come!
Engine
The V-shaped two-cylinder engine has four strokes. Its working volume is even larger than that of its predecessor, amounting to as much as 805 cubic centimeters. This, of course, contributed to the interest of avid travelers. In addition, the motorcycle’s tank has a capacity of 15 liters!
The maximum speed of the bike is 173 kilometers, which is less than the previous model, but this is compensated by increased traction. This motorcycle has high cross-country ability, which, however, is not so important for a cruiser in a country with good roads.
Kawasaki Vulcan 800 Classic 2005| Kawasaki Vulcan 800 Classic | |
| Year: | 2005 |
| Type: | Chopper / Custom / Cruiser |
| Motor and drive | |
| Working volume: | 805 cm3 |
| Type: | V2 |
| Bars: | 4 |
| Compression: | 9.5:1 |
| Bore x Stroke: | 88.0 x 66.2 mm (3.5 x 2.6 inches) |
| Fuel system: | Carburettor. Keihin CVK36 |
| Valves: | 4 |
| Fuel control: | SOHC |
| Engine starting: | Electric starter |
| Ignition: | Digital |
| Cooling: | Liquid |
| Transmission: | 5 speed |
| Drive unit: | Cardan |
| Dimensions | |
| Weight: | 234.1 kg |
| Height: | 1130 mm |
| Width: | 930 mm |
| Ground clearance: | 135 mm |
| Seat height: | 706 mm |
| Chassis | |
| Wheelbase: | 1600 mm |
| Frame: | High-tensile steel, double cradle |
| Fork angle: | 32.0° |
| Front shock absorber: | 41mm hydraulic telescopic fork |
| Rear shock absorber: | UNI-TRAK® single shock system with seven-way preload adjustment |
| Colors: | Beige, Red |
| Other | |
| Gas tank capacity: | 15.14 l. |
| Front tire: | 130/90-x16 |
| Rear tire: | 140/90-x16 |
| Front brake: | Double disc. Hydraulic |
| Rear brake: | Drum |
The Kawasaki VN800 Classic debuted in Europe in 1995 as a supposed replacement for the VN 750. In Europe, it replaced it, but for only three years, after which it disappeared from the scene. It is still offered on the American market... along with its predecessor!
The reason for this is not only the conservatism of American motorcyclists. No serial “Japanese” before or since has been such a clear expression of the chopper style. Un-Japanese clean lines, a minimum of “attached” equipment (three warning lamps and a speedometer are hidden in the tank), and most importantly - a characteristic silhouette and extreme imitation, right down to the air filter housing, of the then best-selling H.-D. Softail Custom - provided the car with well-deserved recognition from the Yankees. Their VN800 is still considered one of the best motorcycles for beginners.
Engine
The character for a custom is not quite “Nordic”. At least, their favorite speed is around 5000. When purchasing, you should measure the compression in both cylinders. If it differs by at least 0.5, the cylinders will work “some in the forest, some for firewood”: due to the fact that there is only one carburetor, it will not be possible to adjust the engine to synchronization. The same problems await those who decide to install a tuning exhaust system or buy a device already tuned in this way. However, occasionally there are specimens with an intake tuned by installing two carburetors. They don't have such problems.
Transmission
The only problem is that newly installed disks get stuck. It can only be cured by running-in, during which you should not be lazy before starting off on a cold engine and do some throttle adjustment with the clutch depressed. Another difficulty is inconvenient access when adjusting the clutch and replacing discs.
Frame
Like most competitors, torsional rigidity and strength are below criticism. In addition, people like to use the device as their first device in life. The result is that many of the VN800s on the market have “crooked” frames. On the other hand, these same frames are made of “raw meat”, which means they can be easily straightened, and after this the material does not lose its characteristics.
Pendants
The front is very good for a custom car. The rear shock absorber (there is only one, horizontal) is rather weak for our roads. Even in the maximum stiffness position, the rear suspension easily breaks through.
Brakes
Many people find the front disc to be simply magnificent. The power of the rear drum is not enough, which, in general, is typical for cars on the American market (which is what the model was intended for), where weak rear brakes are still overlooked. On the other hand, such a disadvantage is typical for most “classmates”.
Modifications
In 1994, the Classic version appeared in the style of Harley of the 40-60s, in 1999 - Drifter, copying the classic Indian. These two options are still offered for sale worldwide. Technically, both differ only in wheels (130/90-16 front, 140/90-16 rear), and the later (since 2000) Drifter also has a rear disc brake. For the Japanese market, all versions were offered (and Classic and Drifter are still made to this day) with a 400 cc engine (399 cm3, 33 hp at 8500)
Taken from the magazine Moto-review No. 8-2003 text: .Stinger
Specifications:
Engine: 805 cm3, V-shaped two-cylinder liquid cooling Number of strokes 4 Number of valves per cylinder 4 Number of carburetors 1 Diffuser diameter, mm 36 Dimension, mm 88/66.2 Engine displacement 805 cc. Maximum engine power, hp 57 (42 kW) at 7000 rpm Maximum torque: 61 Nm at 5500 rpm Compression ratio 9.5 Number of gears 5 Final drive chain Duplex frame, steel Front fork conventional telescopic fork Front suspension travel, mm 120 Rear suspension pendulum, with central monoshock absorber and progressive characteristics Rear suspension travel, mm 100 Front wheel brake type: disc, diameter: 300 mm Rear wheel brake type: drum, diameter: 180 mm Front tire 130/90 Rear tire 130/90 Dry weight, kg 235 Length , mm 2390 Width, mm Base, mm 1600 Seat height, mm 705 Ground clearance, mm 135
Front tire: 80/90-21 Rear tire: 140/90-16 Maximum speed, km/h 170 Acceleration time to 100 km/h, s 6.5 Acceleration to 400 m from a standstill, s 15.3 Fuel consumption per 100 km, l 5.8-8.4 Gas tank volume, l 15
Kawasaki VN800 Vulcan 2003
Opinion: Vladislav Sofonov (180 cm 75 kg) Driving experience: 6 years. Rides a Kawasaki ER-5 Twister Oh, and I had a great day with this Kawasaki Vulcan... First there was a long and tedious wait until our photographer captured it on camera. Then - repeated encore races with the participation of local dogs. They apparently really liked Vulcan, because they did not want to part with it, and each tried to grab a piece of it for themselves as a souvenir. I had to lift my legs higher so that the dogs wouldn’t grab a piece of me. As soon as I managed to say goodbye to them, leaving the four-legged ones, exhausted by the chase, with nothing, I fell into a trap called a “jam.” And, what’s most offensive, I realized this quite late, when I drove onto a long bridge across the Dnieper and it was no longer possible to turn onto any empty street. And ahead, for several kilometers, cars stood or crawled at a snail's pace. A majestic cruiser is not a scooter on which you can fit into any, even the narrowest hole between cars, without slowing down. But I didn’t want to sit behind the bumper in front of the crawling car, and I had to storm the aisle. Given the considerable width of the steering wheel and the mirrors protruding even further, this was not an easy task. But, to my surprise, many “gaps” that I would never have passed through widened before me as I approached. I didn’t immediately understand what was going on here. Either the drivers shied away, afraid that the gloomy biker on the formidable chopper would break their favorite “canned food” with the bat that was always with him... Or maybe, seeing the majestic bike in the rearview mirror, they were imbued with respect for it and its owner, and as a sign of goodwill, they helped to escape from road captivity, in which they themselves would have to stay for another good half hour... Naturally, I liked the second assumption more. And there were many reasons to take him seriously. The Kawasaki Vulcan 800 Classic itself looks quite respectable and impressive. And the experimental sample, moreover, was additionally equipped with a high windshield and two additional large headlights, located on both sides of the huge one. With these additions, the bike looks much larger and more massive than it actually is. If all three headlights are on while driving, then when you see them in the mirror, it’s easy to make the mistake of thinking that at least a two-liter cruiser is pushing behind you. And the sound of the engine, spreading over tens of meters, makes it clear that the motorcycle is not a toy. Mentally shaking hands with the drivers who let me through and beeping with dignity at those who were not going to do so, I broke free in a matter of minutes. And, despite the fact that every 10-20 meters I had to squeeze the clutch, my hand was not tired at all. The unit worked surprisingly smoothly, and the box shifted gears clearly and easily found the “N” mode. Having arrived on a flat and straight road, I immediately change lanes to the far left lane and give the gas. When you first get on each new motorcycle, you wonder, “How long will it last?” True, knowing in advance that he will not run more than 160, the most comfortable speed becomes a more important parameter. For the Vulcan 800 this is about 120 km/h. No, the wind doesn’t blow it away after that, and vibrations don’t bother me - there are none at all. Two balance shafts work 100 percent. It’s just that at higher speeds the clear relationship between turning the steering wheel and the motorcycle’s reaction to this action is lost. But the Vulcan is not a sportbike, and there is no need to demand delicate handling from it. After the “torture” with speed, it was the turn to test him with our “off-road off-road”. I’ll say right away that Kawasaki’s move towards a “hard tail” was a success. The “fifth point” feels impacts even from minor potholes in the asphalt. The fork is more loyal to the driver and handles all the bumps more smoothly. But driving on second-rate roads still doesn’t bring pleasure. He should drive on the highways... Slowly, steadily, without sudden acceleration or braking. After all, the brakes on the Vulcan 800 are made in the spirit of minimalism. The rear mechanism is a drum mechanism, and therefore the response to pressing the pedal is quite sluggish. And from the front wheel, someone (probably also on the second brake disc. For aggressive driving around the city it is clearly not enough and for even the slightest sharp braking you have to use both brakes. The situation becomes even worse when there is a passenger in the back. You need to deal with him in advance slow down before any obstacle and never get too close to the car in front. But, despite some shortcomings, the Vulcan 800 makes a good impression. It is majestic, graceful and after riding it remains only pleasant memories. It tends to change during the trip character of the driver and force him to slowly enjoy life. This is exactly the case when the pace of the trip is set not by the driver, but by the motorcycle. And it is worth listening to his opinion, because only he knows how to behave on the road, what can be done, and what is absolutely forbidden...
Opinion: Dmitry Vlasov (180 cm 75 kg) Driving experience: 18 years. Rides a Defiant Carven 150 I must admit that everything I have stated here regarding the VN800 should in no way be considered an adequate assessment, because bulky two-wheeled fatties are my great weakness, and love, as you know, is blind, evil and... well, about a goat you know... It’s just some kind of ridiculous situation: emotions? Over the edge. Words? As much as you like, I can even share. But to put it all together and send it “in a friendly formation” into a smooth text - to this, excuse me, “I can’t go!” Do you know why? Because... Oh, he’s so handsome, you bastard! Just that rare case when the equipment does not require absolutely no modifications, when there is simply nothing to say about the appearance. Unless you squeal like a puppy. Everything is there, everything is in its place, all that remains is to hang the panniers and... By the way, the first thought after a kilometer of test was indecently swinish: to return to the ProMoto salon not the next day, as agreed, but in about six months. Bearded, tanned, tired and with a suitcase of material about the long-range test. But, alas, I had to slowly “pick it out” of the Kyiv traffic jams for a kilometer at a time... He’s strange. At first he sat on me for half an hour, then he thought of inserting the key, then he sat for half an hour again. Who did you send for the test? Look, I've given up! He tugs here, strokes there... Some kind of fetishist! Has he never taken anything else besides the cable car? What kind of people... Sucker! Pull out the choke, Indian, damn it!.. I probably won’t even remember right off the bat when I was so careful as when driving the first kilometers on the Vulcan. However, I’m unlikely to remember anything even remotely similar to the emotions overwhelming me at that moment. The comfort of a limousine, the thrill of two wheels and the power of a diesel locomotive is an amazing combination, skillfully put together into one whole by the cunning Japanese. To say that sitting in this “chair” is comfortable is to say nothing. No, I'm not a pilot! I am the king of the universe, sitting on the throne and lazily driving away from my path everything that moves on the road. The car really provokes pretentious behavior: a lazy glance at a traffic light towards the sidewalk, unnecessary throttle changes in order to enjoy yourself and let those around you enjoy this simply indescribable bass of the release. What's on our heads? Hmm... An attempt to see oneself in a mirror reduced the pathos: for this, the “king of the universe” will have to get down “from the throne” and walk a little - the spacing of mirrors is simply cosmic, which will not give even the most broad-shouldered “kings” any reason to complain. Oh, sorry, I think I fell asleep. Where are we? On Krasnozvezdny? Why so slow? Yes! Yes, boy, I can drive in third at idle up the hill! And stop jumping around with delight! Soft, yes, soft seat! Leather, by the way. And stop fiddling with the switches! I don't have a light switch! Yes, go with it turned on. That's how it's supposed to be. You can even turn on additional headlights. No, dunce, not here! Over there, right on the “chandelier”, on the right, there is such a little black pimp... Wow, well done! Now turn up the gas, please, otherwise I'll fall asleep again. Holy mother, this is dynamics!!! At first it’s even a little scary, but after a little getting used to it, it’s even a thrill to feel the jumps of this monster when you engage each gear. Perhaps it would be superfluous to describe the sad seeing glances of the drivers at the various XXLs, who are accustomed to leaving everyone behind at the start. By the way, the rather steep “step” of the seat helps a lot, since I suspect that if you get a good start, you simply won’t be able to hold onto the steering wheel. Also, “not for beauty” there is a backrest for the passenger. I'm sure: an ancient joke about the inscription "If you're reading this, it means my chick... etc." invented by the owners of such nimble monsters. At least my passenger even squealed once, unable to hold on to me. The only thing that doesn’t fit into the “limousine” impressions is the sound when changing gears: it’s too harsh, like for the “king of the universe.” But clearly. But, unfortunately, the same cannot be said about neutral. Although, I guess I'm just not used to it yet. The driver's footrests are located quite comfortably, moderately forward. It’s just that they combine a little strangely with the controls on them: the legs (at least mine) stood a little like a bear... Although I’m probably being picky: you have to find at least a small fly in the ointment in it so that it wouldn’t be so offensive to give it away? There you go, well done. What did I say? You will drive the tractor at idle. Or on your favorite cable car. Although I don’t need to be twisted around like some trifle, I also... STOP!!! S-s-s-s-s... You bastard! At least he apologized. Or better yet, look in the mirrors. And there would be no need to apologize. Hmm, the Vulcan is a great guy: three hundred kilos, but it braked as it should, despite the single-disc brakes. Or, wait: what's behind there? Oops... Drum! Oh, but, surprise... In general, there are no complaints about the brakes, despite the strange configuration for such a colossus: “one disc in front + drum in the rear”: the front one is quite smooth, but moderately (even when working with one finger) very tenacious. The rear one... ...Don't put too much pressure on him. It’s like an anchor for me: the deceleration is quite sufficient, but it’s very, very difficult to break into a skid. On the very first evening, I spent an unforgettable hour and a half in an indescribably dense traffic jam, where even scooter ants had difficulty squeezing between the cars. It’s worth saying that Vulcan cannot be called a “cork buster” even if you’re drunk... Why unforgettable? Yes, because it was the best traffic jam in my life, since even in a car, under a roof, with music and in a comfortable seat, such events are much more tiring. The only thing that sometimes bothered me was the intense... ...heat emanating from my engine. But don't stop. You just need to get moving - and everything will be fine. The wind protection of the tested specimen is just right. No, of course, it’s not ideal, but you can evaluate its work... ...rising up from your seat a little as you walk, you’ll get a powerful dose of “wind in your mug.” So, don’t whine, but sit down and rejoice in the presence of glass. Do you hear? Are you going to the gas station at all? I'm not a scooter... What do you say - gluttonous? Well, not without this... If you love, as they say, to ride, love and ride. Oh, you know what?.. I know. How much I eat, how much waste - you already know. Now you ask, how much am I worth?.. Clever... Otherwise...
Opinion: Alexander Moskalenko (TEACHER) (168 cm 105 kg) Driving experience: 25 years. He drives a Hyosung GT 250. I rode the Vulcan for two partial days. I only rode around the city. When I took the motorcycle to the dealership, I started thinking - what criteria should I use to evaluate a cruiser? I couldn’t help but remember a conversation between two bikers in the evening, over a glass of beer and a fat steak. One said to the other: “What do you find in these “sports”? I huddled on the motorcycle, concentrated on one point and turned off the gas, hoping to have time to slow down to that very point... And the world flies by around me, blurring into one illegible mess. It's a matter of chopper! This is a different philosophy, this is a different worldview. You, moving slowly, enjoy driving and communicating with the world, comprehend and get to know it...” Frankly speaking, for me then these words sounded like an inept excuse for the “technical backwardness” of choppers. Like, there is no speed, it picks up speed slowly, is clumsy, shakes terribly and frankly brazenly “guzzles” gasoline. Therefore, for the Vulcan test, I was “mentally prepared.” Did these two days change my view of cruisers? I will rely on my subjective feelings... The first feeling is unjustified fears. What was I expecting and what was I afraid of? Take a quick look at the characteristics: weight 250 kilograms, length - almost 2 meters 40 centimeters, wheelbase 1.62 m, width 1.17 m. Everything is impressive. And at the same time it raises concerns: will I be able to drive around the city on this device after a light street with an engine capacity of 250 cubic centimeters? Will I even be able to turn onto the sidewalk to park? Will I be able to hold this “stupid” with my legs when I stop? Will I squeeze between the cars? The fears were not completely justified. The motorcycle steers very easily, is extremely stable and obedient. After some time, I felt like I was on a regular street, except that at first my legs instinctively bent (rather than straightened) and... did not find the footrests. The second feeling is that ideas have been debunked. Take a quick look at the specs again. Volume - 805 cubes. Power... Wait, the power is not indicated in the user manual, nor is the maximum speed... I went online in the hope of finding the specifications for this year’s Vulcan. I found the specification, but no power and maximum speed. They're probably hiding it. Or it’s embarrassing to write. Are those who claim that these motorcycles accelerate with the dynamics of a tractor really right? No matter how it is! In practice, with a sharp “unscrew”, there is a danger that your hands will not hold up and will come off the steering wheel. An acquaintance whom I rode in the back seat of this “800” in a similar way concluded that it is necessary to buy a backrest for the passenger, and first of all, motivating its necessity by the fact that he remained sitting on the motorcycle solely due to its presence on the test specimen! I didn’t even try to check the maximum speed in the city. And since I was not used to the speedometer in miles for two incomplete days of testing, I again relied on my feelings, that is, I drove until it became scary. And the motorcycle would go even faster... The third feeling is the most important. After two days of driving around the city, I finally realized one thing. Cruisers need to be judged based on two criteria. And these criteria are not at all the ones I spoke about above. The first criterion is show off. The second criterion is, oddly enough, also a show off. And it doesn’t matter at all how this “boar” drives or steers. And you completely forget that the rear brake is very sluggish. And it doesn’t matter at all that the key is inserted where, by definition, it should not be inserted. The main thing is that if you are standing, you notice how everyone looks around and, languidly seeing you off, glances at the motorcycle. If you are driving, then the eyes of all road users (including passengers and drivers) are focused on you (or rather, on your motorcycle). The swagger of a cruiser is a completely supernatural and difficult to explain concept. However, again, relying on subjective feelings, I would venture to suggest that it is based on three components: shine, fat content and sound. Shine. The motorcycle simply sparkles with chrome. Blinding. Attracts. Lets out bunnies. In bright sunlight you are bound to squint. Fat content. The motorcycle is really “fat”. I think if it weren't for the number "800" on the air filter cover, it would be easy to be fooled into thinking it was a motorcycle with an engine capacity of more than a liter. I realized that this is a general trend among manufacturers - each new generation of cruiser should “get fat before our eyes.” The new Vulcan 900 of 2007 seemed even fatter to me. Sound. Everyone knows that chopper in English means “helicopter”. And the name of the type of motorcycle, according to some, comes precisely from the similarity of the sound of these two devices. So, “Vulcan” really cuts the air with a rich low baritone. Not the cheap sound of a burnt-out exhaust, but a truly tuned bass, sharp, rough and, at the same time, noble. And the last thing... Just before returning the motorcycle to the ProMoto salon, I stopped by the car wash and, while waiting for my turn and sitting down on the “horse” leaning on the side stand, I suddenly realized: “Vulcan” has become my friend. A reliable and obedient friend. I wanted to stop with him on a lonely highway somewhere between Kiev and Lvov, lean on the tuned back of the passenger seat and look for a long time at the sun setting behind the distant forest. This is only possible when you know that you have a reliable friend under you who will take you where you say and will never let you down.
VN 800 Vulcan Classic 2003
| general information | ||
| year of issue | 2003 | |
| category | cruiser | |
| model | Kawasaki VN 800 Vulcan Classic | |
| engine | ||
| engine's type | V-twin, 4-stroke | |
| engine displacement | 805cc | |
| ignition type | digital | |
| cooling | liquid | |
| bore/stroke | 88 mm x 66.2 mm | |
| compression | 9,5:1 | |
| number of valves per cylinder | SOHC, 4 valves per cylinder | |
| fuel supply system | Keihin CVK36/ACCP | |
| maximum power | 56 hp (41.8 kW) at 7000 rpm | |
| torque | 64 Nm (47.2 ft. lbs) at 3300 rpm | |
| transmission | ||
| rear wheel drive type | chain | |
| number of gears | 5 | |
| wheels | ||
| front tire size | 130/90-16 | |
| rear tire size | 140/90-16 | |
| front brakes | disc, disc diameter 300 mm | |
| rear brakes | drum, 180 mm | |
| dimensions | ||
| length | 2390 mm | |
| width | 940 mm | |
| height | 1125 mm | |
| gas tank capacity | 15 l | |
| motorcycle dry weight | 235 kg | |
| seat height | 705 mm | |
| wheelbase | 1600 mm | |
Test ride VN800 Classic
By the Motorcycle Online Staff Torrance, California July 23, 2002
Listen, you will probably stalk me soon and shoot me. Last week I was struggling through congested traffic on our 900SS Ducati bike when suddenly the thought occurred to me: it’s a pity that I’m not riding the Kawasaki Vulcan 800 Classic, which I recently rode many miles on. No seriously! When you plod along slowly on a Ducati, your wrists get a little tired, and you have to constantly change gears back and forth, because the speed of traffic increases and then decreases again. Now, when Vulcan had flattened my ass into a pancake, and my nervous system was lulled by the measured vibrations of its engine, it was not easy, because Ducati began to reform my butt, dividing it into two clearly defined halves. The sensation was as if my butt was gradually beginning to thaw after freezing.
Besides, now that the cruiser has pumped up my muscles to such an extent that even self-service is no longer considered safe sex, I can cruise at my usual 130-140 km/h with equal ease on both the Vulcan and the Ducati. Ducati seems to me like some kind of uncomfortable modern furniture that New Yorkers and gay couples furnish their apartments with. The Vulcan is reminiscent of your dad’s comfortable Barcalounger transformable chair. Why shouldn't he be comfortable?
Because fashion dictates everything, that's why. The very first sign that your life has already passed the halfway point and is beginning to decline is when you no longer care what you look like. Because when you don't care about what you look like, you don't care what people think about what you look like - in other words, you don't care what women think about you. And then the worst comes. This is even worse than being married - at this time hope dies. When you suddenly find yourself walking around the supermarket with a tacky string bag, wearing Rockports boots and brushed shorts held up by a white belt, and with so many white hairs growing on your ears that you'll soon look like a rabbit, know that your days are numbered , buddy. On the other hand, everyone who stole in cars, who cast admiring glances at you when you were cruising around on a cool bike, still only show themselves over the phone now, and even if you were driving an MV Agusta, they don’t have a gun. And why bother?
So what am I talking about? Lyrics aside, the Vulcan 800 is a really good bike, with a better and punchier engine than the Suzuki Volusia we tested a couple of weeks ago. The Vulcan has better suspension, better ergonomics for people of my height - 170 cm (but perhaps, since I rode the Vulcan after testing the Triumph America and Volusia, then these two models should be praised more for pumping up my muscles and preparing them to control a cruiser?).
Fortunately, my generosity is limited only by my reasonable stinginess. This Vulcan costs $6,799, which is far less than what you'd pay for an SS Ducati, and you get an 805cc sports engine. cm with four valves per head. For a cruiser, the engine is super square, with a bore and stroke of 88 x 66.2mm. This engine accelerates freely and is a pleasure to work with. Add to this a functional five-speed gearbox with high gear ratios and a good, light clutch. Engage fourth or highest gear (fifth) and you will accelerate quietly, without fuss, from 50 to 160 km/h. The single Mikuni 36mm carburetor with accelerator pump has good response once the engine gets past the normal jump out of idle (perhaps this could be corrected with a small spacer under the needle).
The engine with a cylinder camber of 55 degrees has one crankpin, but a balancing shaft and rubber mounting gaskets are installed. The engine is smooth, vibrations aren't annoying, and to be honest, the ride isn't bad at all. A shock absorber with 4 inches of travel (approximately 100 mm) is installed under the hard-tail rear swingarm. The motorcycle is also equipped with a well-sprung fork with feathers with a diameter of 41 mm. Together with wide tires and a thick, well-supported seat, the Vulcan makes your ride surprisingly pleasant and relaxed. But if you start to take turns aggressively and hard, then the Vulcan's footpegs begin to quickly, even by cruiser standards, cling to the road surface.
What else is there not to like about a motorcycle? Well, everyone, of course, understands that everyone has their own concept of beauty. But almost everyone who contemplated the “beauty” of this car was not delighted. The impression is that you see a Harley from the cartoon city of Toon Town (note: “Who Framed Roger Rabbit”). Two “short-barreled” silencers would look cool if they didn’t have those black tips that give away the real diameter of the tubes. It's like airing dirty laundry for everyone to see. The front wing is too shallow. Perhaps the point is not even in the selection of individual components, but in the fact that they do not look together, do not harmonize with each other? The bike looks ugly, although in “family” photos it looks quite good next to its sister 800 Drifter and brother 750 Vulcan. But just remember that this is my purely subjective opinion. You will never see my son in shorts unless they cover his knees. Tattoos, piercings and a shaved head are popular. I've always liked the Camaros and still do to this day. The fewer rappers, the more oxygen. I am hopelessly behind fashion. If you like the Vulcan model, you should buy it. From a functional point of view, this is an excellent form of personal transport.
John Burns Motorcycle Online translation: Navigator
Dimensions and weight
The classic version of the bike has the following dimensions:
- wheelbase - 1600 millimeters;
- height – 1130 millimeters;
- saddle height – 700 millimeters;
- width – 930 millimeters;
- length – 2375 millimeters.
The bike weighs 234 kilograms, which does not prevent it from developing high speed and showing the necessary maneuverability.
Chassis and brakes
The frame of the motorcycle is aesthetic, even pretentious, but in a good way. The tubular steel body beckons you on a long journey. The rear suspension is equipped with a monoshock absorber and is of the pendulum type, while the front suspension is a 41 mm telescopic fork. Classic spoked wheels go well with the chicness of other elements.
The steering wheel, although massive in itself, does not seem too large compared to the background of the entire motorcycle. However, it gives good control. The rear brakes are a 180mm drum (on the classic model), while the front brakes are a 300mm disc with a two-piston caliper.
History of changes
The model has undergone several very minor improvements:
- 1995 – appearance on the market;
- 1999 – the Drifter modification appeared;
- 2001 – leaves the Japanese market;
- 2003 – disappears from the European market;
- 2006 – disappears along with its great “ancestor”.
This motorcycle became a kind of transitional stage between the seven hundred and fiftieth and nine hundredth Vulcans. Kawasaki did a good job on its appearance and contents and created a masterpiece that could appeal to amateurs, professionals and even those who were indifferent to motorcycles.
Main modifications of the Kawasaki VN 800 Vulcan:
Kawasaki VN 800 Vulcan is the A-version of the motorcycle, has a shortened rear fender and a 21′ front wheel. This version is most similar to the Harley-Davidson Softail Custom.
Kawasaki VN 800 Vulcan Classic is the B-version of the motorcycle, featuring classic fenders and 16′ wheels.
Kawasaki VN 800 Vulcan Drifter is the C version of the motorcycle, characterized by large front and rear fenders that hide a significant part of the wheels and a rear disc brake.
The most popular in Russia is the classic version of the motorcycle (VN800B) - the custom version (VN800A) and Drifter (VN800C/E) are much less common on the market.
Among the features of the Kawasaki VN800 Vulcan, we should highlight the most powerful engine in the class (60 hp - Canadian version), liquid cooling, 5-speed gearbox and chain drive. The boosted (by class standards) engine coupled with the chain provides the motorcycle with impressive dynamics - 5.8 seconds. up to 100 km/h and 173 km/h maximum speed, according to independent tests.
The Kawasaki VN 800 Vulcan model was produced until 2006, after which it was replaced by the Kawasaki VN 900 Vulcan. The updated model received a number of technical and visual differences - a new engine of increased volume, an injector, a belt drive, an increased width of the rear tire, a rear disc brake, cast wheels instead of spoked ones, a new dashboard with a fuel level indicator, etc.
