| 2006 Vulcan 900 LT |
By Robert Shearon
I’d been wanting to get my hands on a Vulcan 900 since I first heard about them several
months ago.
Tom Murry at Kawasaki Sports Center offered to let me take one for a road test and I
jumped at the chance.
The LT is the touring model. It has a huge windscreen and medium-sized saddlebags.
When I hit the starter the bike started right up and settled into a smooth idle instantly,
even though it was only about 45 degrees outside. Got to love fuel injection.
The cable-actuated clutch worked well and the clutch engagement was very smooth
and predictable.
I eased out of the lot. I tried to dab the rear brakes - and missed! The floorboard/brake
pedal arrangement is not something I’m used to dealing with. Had a couple of OH NO
moments before I finally got the hang of it.,
The five-speed transmission shifted smoothly. My only problem was the heel/toe shifter.
After I’d punch the shifter down to first I’d slide my foot back on the floorboard - and
accidentally hit the heel shifter, knocking the transmission out of gear. This happened
to me more than I really want to admit. I finally started keeping my left foot as far
forward as it would go on the floorboard. I have big feet which kind of exacerbated the
problem. I suspect if you were used to floorboards and forward controls, none of that
would have seemed like a problem. It worked well enough when I got used to it.
I really, really liked where the floorboards put my feet - just a tad in front of my knees. It
was very comfortable.
The bike had 0 miles on it. I gassed up down the block then immediately took it on the
freeway back to my house to pick up a couple of things I forgot.
The bike accelerated briskly and I cruised at a steady 70 mph back to my house. The
big windshield allowed no turbulence to hit my upper body or helmet. Although it didn’t
seem especially quiet back there, I did actually hear my cell phone ring, which I don’t
normally hear on my touring bike.
At the house I adjusted the front brake lever. I was having trouble getting a grip on it. I
brought it in one notch, and it was perfect after that. The brakes work great - a single
disc at each end - especially when you can get both ends into play at the same time.
The saddlebags easily handled my notebook, camera, spare gloves, and some copies
of Riding South Magazine.
After I left my house I headed out Arkansas 67 toward Malvern, taking some nice easy
curves on a mostly deserted two-lane highway. At Malvern I turned right on Arkansas
270 and rode to Hot Springs where I took the bike to the MSF range and did a couple of
the exercises.
First I did the figure 8 in a 24 foot box. That went so well I did it again in the 20 foot box
and completed it with room to spare, and actually with more ease than I normally have
with the 250 cc bikes we use on the range.
My friend Mario Caruso showed up and was about to chase me off the range when he
realized it was just me. I recruited him to take some pictures of me riding the bike.
After that I went through town and ended up at the Hot Springs Mountain Tower. The
road up the mountain has several hairpin turns, which were a breeze on the Vulcan,
which has really quick steering, despite being branded a cruiser.
At the top of the mountain I parked the bike to take some pictures. A pickup truck filled
with young ladies stopped and they told me how pretty my bike was. Neat! Now I know
why people buy cruisers.
I grabbed lunch at the Golden Arches then headed out of town on Arkansas 5, rolling
back toward Benton. Right at the outskirts of Benton there’s some really twisty parts
and I ended up dragging both floorboards (though mercifully not at the same time).
I stopped and bought gas, checking my mileage. I got exactly 50 miles per gallon. I
suspect that once the motor is broken in the mileage will jump a bit. Still, 50 mpg ain’t
bad.
I passed a couple of cars on this stretch, downshifting once each time. Downshifting
twice might have been better. There was plenty of power for passing, although not as
much as on my 1200cc touring bike, nor did I expect there to be.
It was during passing and other hard-acceleration applications that I noticed any buzz to
speak of. Just a bit of tingling in the higher RPMs, then gone once you got to speed.
The mirrors stayed clear and were set far enough out that I could get a good look at
conditions behind.
The instrument pod was functional, although lacking a tachometer. Besides the
speedometer and fuel gauge it also had a digital odometer, trip meter and clock, which
could only be viewed one at a time by using the buttons on the pod. Since I was
wearing my winter gloves I didn’t play with it much, although I did set the clock to the
correct time.
Like many cruiser seats, the one on the Vulcan is dished and pretty much holds you in
one position. Luckily, it was fairly firm and I didn’t get too squirmy during my test ride. I
noticed that the aftermarket already has some replacement seats for the 900.
As for the different riding conditions, the bike did pretty well. On the interstate it had
plenty of power for accelerating and passing. It felt very planted and the big windscreen
did an impeccable job of keeping the wind at bay.
Likewise, in town, the easy-shifting transmission and nimble steering made it easy to
get around in traffic. The clutch pull was a little heavy, which I only noticed when I had
to hold it in for a long period, like at a stop light. Out on the curvy rural two-lanes the
bike did okay. It has adequate cornering clearance, but in spirited riding the floorboards
touched down without a lot of trouble.
I could see adding one of these to the Shearon stable I liked its handling, gas mileage,
power and overall performance. I don’t know how it would be as a two-up tourer since
my regular passenger was unavailable, but as a one-up touring mount it would be
extremely good. Plus, did I mention about those girls in Hot Springs?
The specs on the bike, according to Kawasaki are:
MSRP: $8,549
Engine Type 4-Stroke, Liquid-Cooled, SOHC, 4-Valve Cylinder Head, V-Twin
Displacement 903 cc / 55.1 cu. in.
Bore and Stroke 88.0 x 74.2 mm
Maximum Torque 60.8 lb.-ft. @ 3,700 rpm
Compression Ratio 9.5:1
Cooling Liquid
Fuel Injection: EFI with 34mm Keihin Throttle Bodies (2)
Ignition: TCBI with Electronic Advance
Transmission: 5-Speed
Final Drive: Belt
Rake/Trail: 32°/6.3 in.
Front Suspension / Wheel Travel: 41mm hydraulic telescopic fork / 5.9 in.
Rear Suspension / Wheel Travel: Uni-Track® swingarm / 4.1 in.
Front Tire Size: 130/90-16
Rear Tire Size: 180/70-15
Wheelbase: 64.8 in.
Front Brake Type/Rear Brake: Single 272mm hydraulic disc with two-piston caliper/
242mm hydraulic disc
Fuel Tank Capacity: 5.3 gal.
Seat Height: 26.8 in.
Overall Length: 97.0 in.
Overall Width: 39.6 in.
Overall Height: 58.3 in.
Dry Weight: 595.4 lbs.
Color Two Tone: Candy Fire Red/Metallic Titanium, Two Tone: Ebony/Galaxy Silver
Good Times™ Protection Plan: 12, 24, 36 or 48 months
Warranty: 24 Months
I’d been wanting to get my hands on a Vulcan 900 since I first heard about them several
months ago.
Tom Murry at Kawasaki Sports Center offered to let me take one for a road test and I
jumped at the chance.
The LT is the touring model. It has a huge windscreen and medium-sized saddlebags.
When I hit the starter the bike started right up and settled into a smooth idle instantly,
even though it was only about 45 degrees outside. Got to love fuel injection.
The cable-actuated clutch worked well and the clutch engagement was very smooth
and predictable.
I eased out of the lot. I tried to dab the rear brakes - and missed! The floorboard/brake
pedal arrangement is not something I’m used to dealing with. Had a couple of OH NO
moments before I finally got the hang of it.,
The five-speed transmission shifted smoothly. My only problem was the heel/toe shifter.
After I’d punch the shifter down to first I’d slide my foot back on the floorboard - and
accidentally hit the heel shifter, knocking the transmission out of gear. This happened
to me more than I really want to admit. I finally started keeping my left foot as far
forward as it would go on the floorboard. I have big feet which kind of exacerbated the
problem. I suspect if you were used to floorboards and forward controls, none of that
would have seemed like a problem. It worked well enough when I got used to it.
I really, really liked where the floorboards put my feet - just a tad in front of my knees. It
was very comfortable.
The bike had 0 miles on it. I gassed up down the block then immediately took it on the
freeway back to my house to pick up a couple of things I forgot.
The bike accelerated briskly and I cruised at a steady 70 mph back to my house. The
big windshield allowed no turbulence to hit my upper body or helmet. Although it didn’t
seem especially quiet back there, I did actually hear my cell phone ring, which I don’t
normally hear on my touring bike.
At the house I adjusted the front brake lever. I was having trouble getting a grip on it. I
brought it in one notch, and it was perfect after that. The brakes work great - a single
disc at each end - especially when you can get both ends into play at the same time.
The saddlebags easily handled my notebook, camera, spare gloves, and some copies
of Riding South Magazine.
After I left my house I headed out Arkansas 67 toward Malvern, taking some nice easy
curves on a mostly deserted two-lane highway. At Malvern I turned right on Arkansas
270 and rode to Hot Springs where I took the bike to the MSF range and did a couple of
the exercises.
First I did the figure 8 in a 24 foot box. That went so well I did it again in the 20 foot box
and completed it with room to spare, and actually with more ease than I normally have
with the 250 cc bikes we use on the range.
My friend Mario Caruso showed up and was about to chase me off the range when he
realized it was just me. I recruited him to take some pictures of me riding the bike.
After that I went through town and ended up at the Hot Springs Mountain Tower. The
road up the mountain has several hairpin turns, which were a breeze on the Vulcan,
which has really quick steering, despite being branded a cruiser.
At the top of the mountain I parked the bike to take some pictures. A pickup truck filled
with young ladies stopped and they told me how pretty my bike was. Neat! Now I know
why people buy cruisers.
I grabbed lunch at the Golden Arches then headed out of town on Arkansas 5, rolling
back toward Benton. Right at the outskirts of Benton there’s some really twisty parts
and I ended up dragging both floorboards (though mercifully not at the same time).
I stopped and bought gas, checking my mileage. I got exactly 50 miles per gallon. I
suspect that once the motor is broken in the mileage will jump a bit. Still, 50 mpg ain’t
bad.
I passed a couple of cars on this stretch, downshifting once each time. Downshifting
twice might have been better. There was plenty of power for passing, although not as
much as on my 1200cc touring bike, nor did I expect there to be.
It was during passing and other hard-acceleration applications that I noticed any buzz to
speak of. Just a bit of tingling in the higher RPMs, then gone once you got to speed.
The mirrors stayed clear and were set far enough out that I could get a good look at
conditions behind.
The instrument pod was functional, although lacking a tachometer. Besides the
speedometer and fuel gauge it also had a digital odometer, trip meter and clock, which
could only be viewed one at a time by using the buttons on the pod. Since I was
wearing my winter gloves I didn’t play with it much, although I did set the clock to the
correct time.
Like many cruiser seats, the one on the Vulcan is dished and pretty much holds you in
one position. Luckily, it was fairly firm and I didn’t get too squirmy during my test ride. I
noticed that the aftermarket already has some replacement seats for the 900.
As for the different riding conditions, the bike did pretty well. On the interstate it had
plenty of power for accelerating and passing. It felt very planted and the big windscreen
did an impeccable job of keeping the wind at bay.
Likewise, in town, the easy-shifting transmission and nimble steering made it easy to
get around in traffic. The clutch pull was a little heavy, which I only noticed when I had
to hold it in for a long period, like at a stop light. Out on the curvy rural two-lanes the
bike did okay. It has adequate cornering clearance, but in spirited riding the floorboards
touched down without a lot of trouble.
I could see adding one of these to the Shearon stable I liked its handling, gas mileage,
power and overall performance. I don’t know how it would be as a two-up tourer since
my regular passenger was unavailable, but as a one-up touring mount it would be
extremely good. Plus, did I mention about those girls in Hot Springs?
The specs on the bike, according to Kawasaki are:
MSRP: $8,549
Engine Type 4-Stroke, Liquid-Cooled, SOHC, 4-Valve Cylinder Head, V-Twin
Displacement 903 cc / 55.1 cu. in.
Bore and Stroke 88.0 x 74.2 mm
Maximum Torque 60.8 lb.-ft. @ 3,700 rpm
Compression Ratio 9.5:1
Cooling Liquid
Fuel Injection: EFI with 34mm Keihin Throttle Bodies (2)
Ignition: TCBI with Electronic Advance
Transmission: 5-Speed
Final Drive: Belt
Rake/Trail: 32°/6.3 in.
Front Suspension / Wheel Travel: 41mm hydraulic telescopic fork / 5.9 in.
Rear Suspension / Wheel Travel: Uni-Track® swingarm / 4.1 in.
Front Tire Size: 130/90-16
Rear Tire Size: 180/70-15
Wheelbase: 64.8 in.
Front Brake Type/Rear Brake: Single 272mm hydraulic disc with two-piston caliper/
242mm hydraulic disc
Fuel Tank Capacity: 5.3 gal.
Seat Height: 26.8 in.
Overall Length: 97.0 in.
Overall Width: 39.6 in.
Overall Height: 58.3 in.
Dry Weight: 595.4 lbs.
Color Two Tone: Candy Fire Red/Metallic Titanium, Two Tone: Ebony/Galaxy Silver
Good Times™ Protection Plan: 12, 24, 36 or 48 months
Warranty: 24 Months