Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127749
comparison with machines of America's past, as do the fork covers (a la HD's Fat Boy, et al) on the shorter 41mm tubes. Seat height is down to a low 27 inches, and the bars get l(!)wered as well. A new tank emblem (wingish, with a prominent V) goes on two-tone paint available in red and white or blue and silver. The undisputed king of V-twin displacement, the Vulcan 1500, receives a similar makeover. Like its smaller stablemate, the 1500 Classic gets the altered front end and fenders. Unlike its smaller stablemate, the 1500 Classic gets floorboards rather than pegs, as well as a big rubber-covered rear brake pedal. Mechanically the Classic is differentiated from the standard Vulcan 1500 by an increase in flywheel effect of 25 percent and a drop io compression of almost half a point to 8.55:1. With the huge 102mm bore all the big Vulcans use a twin-plug ignition to resist detonation in the single-cam, four-valve heads. Speaking of which, the rear head 00 the Classic has been redesign to allow the exhaust pipe to exit immediately to the right so onlookers get the full dose of the staggered chrome pipes. With a claimed 90 foot-pounds of torque available at 3000 rpm, the counter-balanced motor makes due with only four gear ratios, spaced more widely that the standard 1500's. Finally, we have the Vulcan 1500 L. This new addition to the Kawasaki cruiser lineup gets the twin 36mm carbs of the standard Vulcan rather than the single 40mm used on the Classic, and is re tyled with lower bars and a more upright seating position than the regular 1500. Laced wheels are used with a narrow 19-inch rim at the front and a squat 15iocher at the rear, in contrast to the alu- Vulcan &00 (lassie Rims front and rear are 3.5 inches and 6 inches wide, respectively, and come shod with Dunlop ZR-rated radials. The front, a 120/70-17, isn't so unusual, but the rear is a fat, low-profile 190/50-17. The R model will be available in two color schemes, Lime GreenlJet Ski Violet (read: purple) and Candy Persimmon Red, while the limited edition RR model is available only in the green/ violet, racing-colors combination. Cosmetically there is little to distinguish the two models except for the lack of passenger accommodations on the RR. And because the rear section need not support a passenger on the limited-production bike, it has b~en reduced in weight. Other areas of weight reduction were in the use of an aluminum steering shaft (instead of steel) and a lighter battery. All told, the 441-pound claimed dry weight on the RR' seven pounds less than the standardZX7R The redesigned fairing shape is said to have the lowest drag coefficient ever for a production Kawasaki. Price remains a mystery at press time, but it won't be cheap... If scuffing your knee pucks on the local back roads isn't quite your speed and you think you'd rather profile your way down the local boulevard, perhaps Kawasaki has an answer for you. Joining the retro-cruiser fray are the new Vulcan 800 and 1500 "Classics," as well as the more entry-level oriented Vulcan SOOLTO. It seems that just about all the manufacturers are betting that this will be a major growth area in the slowly rebounding motorcycle market and Kawasaki has stepped up with deeply valanced fenders, lower seats and chrome. The smallest Vulcan, the 500 LTO, is based on the standard 500. Changes were made to increase what you might "cruisability." The LTD features the same counter-balanced 498cc paralleltwin with four valves per cylinder and liquid-cooling, but uses a pair of carburetors 2mm smaller in diameter, has slightly lower compression and employs a heavier flywheel. Also different are the cam profiles and exhaust Vulcon XX) LTD system, all of which were altered to enhance lowend grunt. To further enhance the low-strung nature" of the redesigned powerplant the six-speed gearbox now has higher second and third gears to drop running rpm around town. Styling gets slightly Americanized with a lower seat (accomplished with a new double-cradle frame), reshaped rear fender and a tank-mounted speedometer. And instead of the sevenspoke aluminum wheels found on the regular SOO, the LTD gets chrome, spoked hoops. Paint comes in two shades: black or r~d. Changes made to the Vulcan 800 to merit the "Classic" moniker were fundamentally cosmetic in nature with the exception of altered gear ratios to drop the water-cooled, 805cc V-twin's rpm in cruise mode. To quote Kawasaki: "The new entry strives to capture the hard-core cruiser style, yet spikes the experience with an undeniable link to the heritage of American motorcycling." So, gone is the narrow 21-inch front wheel and in its place is a fat 16-incner with 48 spokes. Valanced fenders urge further minum wheels found on the standard 1500. Available colors are solid yellow or solid black. As with an the big Vulcans, a full line of accessories will be available. Prices were unavailable at press time. ("N