Get yourself somewhere comfortable for a couple of days and put your feet up,” was the doc’s advise after examining my bruised and battered carcass early one Monday morning back in November. Having had a minor incident sliding down a racetrack on my backside at 100mph, before coming to a halt on my head two days earlier, I wanted to get the all-clear to fly and ride. I didn’t actually ask if he thought riding would be a good idea, but what he said sounded remarkably like cruising to me. So, off to sunny Santa Barbara, California I went for the press introduction of the new 2004 Kawasaki Vulcan 2000.
As the world’s largest production V-twin cruiser, there was no disagreeing with Kawasaki’s Tom Orbe when he told the assembled scribes he felt the new Vulcan was “something special, a torque monster and taking cruisers to a new level.”
Big was a well-used word, as we learned the impressive tech specs of the new bike. Massive forged pistons thunder 123.2mm up and down inside their individual 103mm bores, the largest yet seen on a production motorcycle. In good old-fashioned measurements, that makes the flat top piston 4 inches wide, giving just one of the Vulcan’s cylinders more capacity than Kawasaki’s own ZX-10 sport bike. Valves are suitably super-sized, with a pair of 40mm intakes and 36mm exhausts. For comparison, the intake valves on Kawasaki’s own Mean Streak 1600 are a mere 36mm.
Responsible for the intoxicating intake roar on full throttle, a pair of 46mm throttle bodies hurl fuel and air into the cavernous cylinders, before centrally located iridium spark plugs detonates the mix. The fuel injection system itself uses sub-throttle valves and fine atomizing injectors, which bring almost faultless response from the big twin. I say “almost,” as it is possible to catch the injection out if you are a little quick off and then on the throttle at higher rpms, but I am being very picky here, as the system is near perfect in the vast majority of riding situations.
The factory spec sheet also cites “greater combustion efficiency, increased power and optimum fuel economy,” and I see no reason to argue. So what does all his add up to? Well, in a country where good is bad, and bad is even better, the 2004 Kawasaki 2000 Vulcan’s power output can only be described as “bad.” Making 116 horses at 5,000 rpm, and a mind blowing 196 Newton Metres of torque (145 ft/lb) at just 3,000 rpm, the Vulcan is not only the largest production V-twin cruiser; it is the most powerful.
Visually, the motor is just as stunning, taking up a large amount of real estate in between the massive steel frame rails. And, the first thing that strikes the eye, after the huge attractive air cleaner cover, is the chrome pushrod tubes that actually contain pushrods. “To allow for a lower engine height” is the official reason, in an effort to maintain a lower centre of gravity and a lower seat height. Makes sense, but I couldn’t help wondering how much of the decision was style-driven based on a certain other popular V-twin’s method of valve actuation. The valves themselves are adjusted hydraulically on the new engine, which not only makes them quieter but also requiring less maintenance. Underneath the huge pistons and alloy connecting rods, a single pin crank balanced by 220mm flywheels gives the Vulcan a very distinctive big V-twin rumble.
Looking at the engine again, you could be forgiven for taking the new Vulcan engine for an air-cooled unit, with the polished cylinder fins standing out against the matte black cylinders. In reality, only the bottom half of the cylinders are cooled by air, the top of the engine receiving water-cooling. A closer look reveals the radiator tucked between the front down tubes. Finished in black, it blends with the frame so as not to give away the Vulcan’s secret.
The gearbox contains five speeds and has a nice easy operation to it. A resounding “thunk” greets the rider when first gear is selected, and a good hearty boot can be employed on the heel shifter for selecting neutral again at stoplights. I really like this feature, and the fact that I didn’t feel as if my feet were too far out in front of me once under way. Toe only shifting was effortless, with no false neutrals that I can recall during my time in the saddle. I am not personally fond of shifting with my heel, but it was a very straightforward affair, needing only the lightest of nudges to engage the next ratio.
Internally, the drive to the gearbox is taken from the engine by a Hyvo primary chain with the clutch a wet multi-plate unit. An internal gear position sensor is also used to allow the Vulcan’s ECU to make adjustments to the ignition and fuel injection to further improve the engines performance. The back brake required a little more work, as I had to lift my foot, but there is plenty of extra stopping power with good feel before it locks up.
Carrying on to the rear of the bike, power is taken from the gearbox to the rear wheel via a new belt drive system. After so many years of shaft drive, this a departure for Kawasaki and I for one applaud, feeling shaft drive takes away from the look of a cruiser. The swing arm is a twin-sided steel unit with a single directional shock. Adjustable for pre-load and rebound damping, it offers 99mm of travel.
Last, but certainly not least, is the massive 200/60R-16 rear tyre wrapped around a cast alloy wheel, the largest ever used on a production V-twin cruiser. It doesn’t look abnormally large, because the rest of the bike is so big, but I did wonder if it would make for awkward handling. Once in the saddle I completely forgot about it, as it has no negative effects on the bike’s handling what so ever. Attached to the rear wheel in keeping with the big theme, a 320mm rotor gets a two-piston caliper to get you quickly and safely to a halt when needed.
Up at the front end, a similarly stylish 16-inch alloy wheel gets a wide 150R/80R-16 tire and a pair of 300mm rotors spinning between two, four-piston calipers. These are very nicely set up with smooth, strong braking available with very little effort from the adjustable lever. The beefy 49mm forks also do a great job, giving a super smooth ride without suffering from excessive dive under hard braking. There is no adjustment, and the trusty spec sheet lists 150mm of travel.
Armed with a large amount of facts and information, we headed out into the California sunshine to take the bikes for a ride. I picked out the purple bike and hopped on. Wow! I don’t think I have ever sat on anything, except a Boss whatever it is, that had such a large gas tank. It just seemed to stretch away for ever in front of me, ending in a sea of chrome from the headlight nacelle.
Grabbing the super wide bars, I hauled the big twin upright and fired the engine. The low, low 690mm seat height had me sitting comfortably, feet very flat on the floor as the engine warmed up, thumping away merrily through it’s twin pipes. Then, it was off to the freeway to enjoy a day in the saddle on a scenic 150 mile round trip that would see us ride a variety of different roads.
Within minutes I felt right at home. Sitting comfortably with my feet up, just as the doctor ordered, we rolled south on US 101 for 30 miles, enjoying the warm morning air and the exciting sights and sounds. Ahead of me a long line of Vulcan cruisers twisted its way along the two-lane highway and we made good time with the speedometer nudging 80mph (130kph) on occasion. At this speed in fifth the big cruiser is just loping along, and the lightest twist of the throttle has the bike surging, urgently forward.
Tom Orbe told us that the new 2004 Vulcan would out accelerate any current production cruiser in each of its five gears. Dropping down a cog or two and twisting the fast forward control, I have no reason to question this either: This bike just plain romps. It pulls so hard from any rpm, it is hard to accept the bike is a cruiser. The intake roar on full throttle sounds more like a muscle car than a motorcycle and will have you running up the gears on full throttle just to listen the awesome sound.
We next took a little of the Pacific Coast Highway before getting into some traffic and taking a break at a local gas station. The bike manoeuvres so easily, it is hard to imagine it weighs some 332kg and sits on a 1,735mm wheelbase. I did have one minor area of complaint, manoeuvring the bike when the handlebars are on full lock. It takes a little muscle to get them turned, due to the relaxed rake of the front end and the fat contact patch of the front tire. Smaller, lighter riders may have a bit of trouble here, but bear in mind this is a very big bike.
And so our day progressed, with an interesting mix of riding, magnificent scenery and fine company to complement the ride. Up in the mountains, the floorboards will scrape the ground if you get too enthusiastic, but there is a realistic amount of clearance available for spirited cruising, without the accompaniment of grinding metal sounds.
We passed some areas devastated by the recent fires, and a leisurely lunch stop allowed me some time to take in the bikes visual presence. The most dominant feature has to be the lush, chrome nacelle headlight cover and the four-bulb projector headlight inside. It is just massive, and looks like nothing else on two wheels.
There is a nice mix of chrome and deep lustre paint and the quality of the finish is high. I was not quite so taken by the matt black exhaust pipes that stick out a little from their chrome exhaust covers, but you have to get fairly close to notice. Other than this small nit pick, everything else is first class. The large speedometer sits in a nice chrome housing with all the warning lights and is very easy to read on the road. The chrome gas cap sits just underneath and they top of the 21 litre tank nicely.
For day two, I teamed up with my friend and fellow journalist Bob Feather to take care of our photo needs and get some more seat time, on a seat that is actually very comfortable. We rode back up into the mountains for lunch before ending our day out on the coast.
Riding together astride similar machines, it was not until we parked up outside the Santa Barbara, California Harley Davidson dealership to compare the new Kawasaki Vulcan 2000 with some of Milwaukee’s finest that I really realize just how big this thing is. The spindly forks, tiny gas tanks and very “JC Whitney” looking headlights just look plain small compared to the mighty 2053cc, 332kg Kawasaki’s components. And, knowing the power plant is making around double the horsepower just further adds to the Kawasaki’s “wow” factor.
As the world’s biggest production V-twin Cruiser, the 2004 Kawasaki Vulcan has not just raised the bar in this class, it has blown it off the chart.
Engine: Four-stroke V-twin, dual cams, 8 valves
Displacement: 2,053cc
Bore x stroke: 103 x 123.2mm
Compression ratio: 9.5:1
Cooling: Liquid, plus cooling fins
Induction: Electronic fuel injection, 46mm throttle bodies
Ignition: Digital
Transmission: Five-speed
Frame: Steel, double-cradle with box-section single-tube backbone
Rake / trail: 32° / 183mm
Suspension type, front: 49mm telescopic fork
Suspension type, rear: Steel pipe swingarm with direct-action single shock, fully adjustable spring preload, eight-way rebound damping
Tyres – 150/80R16 (F) – 200/60R16 (R)
Brakes, front / rear: Dual 300mm discs with four-piston calipers / 320mm disc with dual-piston caliper
Seat height: 690mm
Dry weight: 332kg
Fuel capacity: 21 litres
Wheelbase: 1,735mm
Available: January 2004
RRP: ?
