Vulcan 1700 Classic
The foundation of the platform are the two Classic models. The Vulcan 1700 Classic is the base configuration--a stripped down boulevardier--while the Classic LT adds bags and a shield.
Basking in an improbably sunny Mill Valley morning in April, the Vulcan 1700's curves are a bit easier on our eyes than its loutish bigger brother's. A large headlight with a sparkling chrome shroud perches in front of the attractive-but-generically styled fuel tank. Gone is the distinctive dog-dish air cleaner, though the engine itself it nicely finished, with polished surfaces glinting against a matte black finish. The now-familiar cruiser styling cues mean there's no missing the Vulcan family heritage, though the bodywork is more refined this time around. Brightwork abounds, from the tank-mounted instruments to the slash-cut pipes. You'll also find nine-spoke cast wheels, steel fenders and the first LED taillight on a Kawasaki cruiser.
Thankfully (for me, anyway), the 1700's chassis is more compact than the old 1600's, with a new frame that's substantially wider near the swingarm pivot. Kawasaki says the structural update is 40% more rigid but 4.4 lbs. lighter. The 30mm shorter chassis helps abbreviate the wheelbase to 65.6 inches.
A shorter distance from seat to steering head also keeps it more manageable than the 2000. The rake has been brought in to 30 degrees, with 6.7 inches trail. Though it's a touch heavier than its 1600cc predecessor (claimed curb weight is 761 pounds), the 1700's maneuverability is aided by sharper steering geometry, while the rider cockpit triangle has been tightened up for enhanced comfort.
The seat height is taller,...
The seat height is taller, but the 1700s ergos are more compact than previous versions. You can get the Classic in any color, so long as its black.
Seat height on the Classic and Classic LT is 28.3 inches--more than an inch higher than the 1600's, but still accessible. The improvements on the new chassis are evident as soon as you chug away from a parking spot. The 1700 possesses a natural balance that's a notch above some of the other big boys in its class, allowing for deft maneuvers in tight spaces. Reasonably sized 130/90 and 170/70 tubeless tires mounted on 16-inch wheels add to the bike's sure-footedness and agility.
Like most machines from the Big Four, snicking through the heel/toe gear shifter is an effortless affair on the V17, as is working the hydraulic clutch. Kawi's Positive Neutral Finder makes slotting into neutral from a dead stop a cinch, but finding it while the bike is rolling isn't quite as seamless.
At speed, the new Vulcan is equally impressive--you have to give it a good push on the bars, but it reacts willingly. As with any floorboard-equipped cruiser, spirited romps in the twisties are cut short by clearance, though we're told cruising riders never bitch about restricted lean angles--right?
Up front, you get a 43mm Showa fork with a generous 5.5 inches of travel to soak up the bumps, though it's non-adjustable. The first big bump out back however, comes up rather insistently through a pair of rear shocks that are air-adjustable up to 43 psi (with four rebound damping options). But there's just 3.1 inches of travel available here, so it's key to have the right setup. My 160-lb weight didn't require adjustments to the stock setup, but heavier riders in our group found themselves adding a whiff of extra air.
Kawasaki has wisely given its latest Vulcan a raft of common-sense features. One that should be adopted industry-wide is the integrated fork lock--it works with the ignition key slot, so there's no need to poke around for a second keyhole. The ignition switch also lets you remove the key once the bike has fired up, so you don't scratch the surrounding embossed metal. When the ride's over, just twist the ignition off. The bike can't be restarted unless the key is back in.
Not surprisingly, the Vulcan Classic's tank-mounted gauges mean you have to lean in to see the info. And there's plenty to look at. Readouts include goodies like Range to Empty, Average Mpg, a fuel gauge, a clock and twin tripmeters, all controlled by switchgear on the left handlebar.
The new 1700cc SOHC V-twin...
The new 1700cc SOHC V-twin yields good vibes without the pushrods. Hidden within is Kawasakis first Electronic Throttle Valve System (ETV).
Cruisers aren't exactly known for high-end brakes, but the new Vulcan gets a nod for its triple-disc setup. Sure, twin-piston calipers are kind of low-tech nowadays, but combined with the 300mm rotors, the unit does a pretty nice job of hauling the Vulcan down from speed. Modulation is a breeze, and you can howl both tires if you squeeze really hard.
But getting up to speed is usually bigger fun, and there's a huge spread of grunt on tap from the 1700cc Vee. The party gets going just off idle and doesn't end until the 6000-rpm rev limiter kicks in. Power is more noticeable lower in the rpm range than on the touring models and the Classic feels livelier at the throttle.
Some riders might bemoan the fact that there's no real rush, though--the powerband is so linear that you just feel a steady flow of power. On the other hand, this is one Vulcan you can bring home to Mom; we found no driveline lash or throttle hiccups along the way.
What's not fun is the Vulcan 1700 Classic's outward identity. While you can readily brand it as a quality machine with superior fit and finish, visually it tends toward the generic. From an aesthetic standpoint, it feels more bland than its pricier peers. The fact that it's available only in black doesn't help either, though that may explain the attractive list price.
Vulcan Classic LT
Current cruiser vogue demands a companion bagger version of the base model so you can hit the high road in style. The call is answered by the Vulcan 1700 Classic LT, which offers a full complement of touring accessories, including a studded touring seat, a pair of studded leather saddlebags, a large height-adjustable windshield and a passenger backrest.
The LT (Light Touring in Kawasaki parlance) is the functional equivalent of the base Classic--other than the bags and shield, there's not much else to distinguish it, which is why Kawasaki has rolled out the "value" argument to bolster its appeal. And yes, it is a bargain--for just $1,500 more , you get added comfort, better passenger accommodations and an extra shot of bling.
My half-day ride on the LT was in somewhat breezy conditions, and frankly, it was a relief to be parked behind a windshield. The LT's unit is adjustable over a 2-inch range. The top-loading reinforced cowhide leather saddlebags offered up plenty of room for a camera, snacks and a jacket liner, and the roomy passenger pad and backrest looked nicely configured for a back-seater. The saddles get chromed brass studs to match the detailing on the saddlebags--a nice touch, but I wished it was an option. The additional weight of the accessories definitely was felt on the LT, and the tall windshield--even after adjustment--added noticeable buffeting. Handling occasionally felt floppy because of the windshield as well, but in general, stability was rock-solid through turns.
The LT's paint options add considerable appeal over the black-only Classic. The two-tone color schemes available (Metallic Nocturne Blue/Pearl Burnish Beige and Metallic Dark Green/Pearl Burnish Beige) both feature pinstriping as well. The $13,799 MSRP includes a two year warranty.
 New low-profile, tank-mounted...  New low-profile, tank-mounted gauge cluster looks the business, and offers up a host of info to boot. It's controlled by switches on the right grip |  Weekend trip? The LT's bags,...  Weekend trip? The LT's bags, shield and backrest will probably make things a bit more comfortable. An extended warranty doesn't hurt, either | 
Vulcan 1700 Classic LT |
Vulcan Nomad
To the base Vulcan 1700, the Nomad adds a pair of lockable saddlebags, passenger floorboards, adjustable windscreen with lower deflectors and a deluxe backrest with grab handles. But this isn't a mere bags-n-shield upgrade; we're happy to report that the Nomad finally gets electronic cruise control--standard.
Like the other Vulcans, the Nomad gets a new frame with shorter wheelbase and lessened distance between seat and steering head. Handlebars are pulled back less, however, while floorboards are moved further back, for a more upright riding position than on the Classics. The Nomad is equipped with plusher seats as well, and a heftier curb weight of 834 lbs.
The shorter frame also means that the risers some riders used for a more comfortable riding position on earlier models are a thing of the past, though the Nomad's bars spread you out more. Belt final drive replaces the previous model's shaft, and there are welcome changes in the tank-mounted gauges and accompanying readouts. The multifunction displays are now controlled from the right grip, including dual trip meters, miles left in the gas tank, Sixth Speed Overdrive and Cruise Control.
If you ask me, the new engine works well in this configuration, and the exhaust note sounds better than the old Nomad's sterile whine. Gearing on 5th and 6th gear however, feels exceptionally tall, even though Kawasaki says final drive ratios on all four bikes are the same. Compared with the Classics, the Nomad hits peak torque 500 rpms higher on the rev range --the power builds more slowly--but it's there when you need it, especially at freeway speeds (though you'd better be north of 85mph to even think about clicking into 6th).
Although it features the same 30-degree rake as the Classics, the Nomad reworks the trail to a more appropriate 7 inches. As a result, the 1700 feels more planted in corners (if a bit less limber) and steers lightly at parking lot speeds. You can still toss it around when you have to, and on that point, it's a good thing the floorboards are hinged; dragging them is easy. The brakes on the other hand, were notable for their weak initial bite, but I found that with some extra muscle at the lever, the power comes on nicely.
On my 150 mile trip, the saddle felt suitably comfy, though it wasn't on par with the Voyager's (yes, it's taller than on previous Nomads, but not intimidatingly so). The new Nomad retains its rear shock air-pressure adjustability which, combined with the new geometry, results in a more compliant ride. I preferred the Nomad's height-adjustable shield over the LT's however -I could look over it, without the same buffeting effect.
Passengers will be pleased with their environment too. They get a bit more room front-to-rear, and the 1700 also brings a nice, wide backrest and sleek, sturdy hand-holds. Factor in the aforementioned suspension changes, and the 1700 should feel plenty comfortable for your traveling companions.
The big cues setting the Nomad apart from the rest of the Vulcans, of course, are the sleek color-matched saddlebags. This year, for the first time, the 10-gallon bags are top-opening, so you'll have less hassles packing and unpacking. Also still distinguishing the Nomad from its brothers are dual exhausts (one on each side) jutting out from under the saddlebags, to allow for more baggage capacity.
My short ride on the Nomad reaffirmed its status as a refined touring cruiser. Even with all these road-ready features, the $14,399 base price is not nearly the bargain last year's model was, but it's close.
You can paint it Metallic Diablo Black or Candy Diamond Red / Pearl Luster Beige. Like the Classic LT, the Nomad comes with a 2-year warranty.
Vulcan Nomad |  Tuned for touring--One of...  Tuned for touring--One of our favorite touring bikes finally gets electronic cruise control. It works in conjunction with the new ETV system, for steadier long-haul comfort. |  The top-loading bags are easier...  The top-loading bags are easier to pack now, but we're not sure they're any bigger than last years. At least you can work them without keys. |