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Kawasaki Vulcan VN900 Custom
Mid-size Supersize
What did Shakespeare say about Custom not staling infinite variety, or was it the other way around?
They say there are two kinds of people in the world: those who divide everyone into two kinds of people and those who don’t. But there’s no argument with cruisers. There are definitely two kinds.
Classic cruisers have relatively fat front tyres and standard-sized wheels, usually close or identical to the size of the rear wheel. They often have footboards as well, with heel-and-toe shifters for the gearbox, and tend to look more accessorised. In a way they’re trying to approximate the “classic” look of Harley-Davidsons as they rolled out of the factory doors in years gone by. | | Custom cruisers, on the other hand, take their styling cues from Los Angeles, not Milwaukee. The most obvious difference is the large, narrow front wheel. The bikes usually have footpegs rather than boards and a stripped-back look. They emulate the customised bikes that first became popular in southern California. Many “classic” cruisers today are just as heavily customised as the “custom” ones. But the front wheel is always the giveaway.
I like custom cruisers better, partly for the look and partly for the handling. Twenty-one inch wheels and narrow tyres make for more responsive cornering, in my opinion. But that’s just me; with cruiser styling it really is true that there’s no point in arguing about taste. What matters is what you like, not what someone else tells you is right or somehow better.
Whew. That should get the classic cruiser fans off my neck!
So, to the VN900C7F. Everyone I showed this bike to liked it, except for one feature. Nobody had a kind word to say for the front wheel. Not because it’s a giant 21 inch hoop; the problem was the spokes. Kawasaki says that “for a true custom machine, a simple wire-spoke wheel just wouldn’t do”, but most of the people I spoke (sorry…) to reckoned a wire wheel would have been much better.
| | | | It’s all the more obvious because the rest of the bike looks so good. The engine looks great and the bodywork is also especially well done, with subtle curves that add up to a convincing whole. It’s an outstandingly good-looking machine with nice clean lines.
Once again, Kawasaki might be going over the top with the contention that the tank’s “carefully sculpted contours create an intricate play of light and shadows that, like a beautiful woman, attracts both the eye and the hand”. Political correctness clearly hasn’t reached the halls of Kawasaki’s advertising agency! But that’s not to say they’re wrong, either.
In line with the current emphasis on cruisers that actually go, the VN900 Custom nips along very nicely. A lot of work has gone into air flow, especially the intakes. The fuel injection is just about flawless (something you still can’t say about all bikes) and offers excellent low end and mid-range response. The bike is fun to ride and I for one never missed the power the extra capacity of a really big cruiser would bring.
The extended forks mean moving the bike without power (rolling it around) is hard work. The steering flops from side to side. But that’s no problem under power.
What else? The positive neutral finder seems to work pretty well, as does the rubber mounting of the engine. With the gear driven balancer shaft, vibration is not a problem. The handlebar brake lever is adjustable. There is little transmission snatch. The bike has belt drive, which is good, and both air (mainly for looks) and liquid cooling (mainly for cooling) both of which work well. The seat is low and the riding position is relaxed and comfortable. The seat stays bearable (err, sorry again…) even after half a day’s riding, which is good for a cruiser.
Kawasaki has once again come up with a bike that stands out in its class.
QuickspecsModel: Kawasaki Vulcan VN900 Custom
Price: $12,490 (plus on-road charges)
Warranty: Two years, unlimited distance
Power: 37kW at 5700rpm
Torque: 78Nm at 3700rpm
Engine: Air/liquid-cooled 50 degree vee-twin, four stroke, eight valves, SOHC, electronic fuel injection and digital ignition
Bore x stroke: 68 x 74.2mm
Displacement: 903cc
Compression ratio: 9.5:1
Transmission: Five-speed, multi-plate wet clutch, final drive by belt
Suspension: Front, 41mm telescopic fork, travel 150mm. Rear, single Unit-Trak shock absorber with seven-way adjustable preload, travel 100mm
Dimensions: Seat height 685mm, dry weight 250kg, fuel capacity 20 litres, wheelbase 1645mm
Tyres: Front, 80/90 21. Rear, 180/70 15
Frame: Steel double cradle
Brakes: Front, 300mm discs with two-piston caliper. Rear, single 270mm disc.
Colour/s: Candy plasma blue
Verdict: Quick smart
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