Motorcycle Road Test: 2003 Kawasaki Vulcan 1600 Classic

Changing Gears
The transmission has seen a host of changes as well. Kawasaki has redesigned the clutch plates and switched to a paper-based friction material. This is supposed to improve feel, which we felt was much like the 1500's, and reduce stiction when the engine is cold. However, the first time we shifted into gear when the engine was cold, it usually stalled the engine unless we remembered to run the rpm up first. After that it normally worked flawlessly until the next cold start. However, we got got it very hot in stop-and-go traffic on one occasion and the clutch became extremely grabby if you tried to slip it at all. Once cool, it returned to normal.

Wider engaging dogs on transmission gears are intended to better distribute the added load from the more powerful engine. This bike may shift just a hair quieter and more smoothly than the old 1500. The automatic neutral finder, which automatically stops at neutral when you upshift from first gear at a stop, has been carried over, as have floorboards with a heel-toe shift lever.

Although the 1500 looks much like this 1600 in general configuration, almost every chassis component has been updated or reinvented to create the this bike. The frame is new. The fork is fatter. Wheels are different, and brakes, suspension, and tires have been buffed up.

Frame Up
Kawasaki reconfigured the double-cradle frame with two 40mm rectangular steel backbone tubes, increased gusseting at the steering head and cleaned up some details. The fork stanchions (the inner tubes) grew from 41mm in diameter to 43mm, although they still have covers for the classic thick-legged look. The front axle grew to 25mm.

The most significant change may be the switch to cast wheels with tubeless Bridgestone tires, which are significantly less likely than the tube-type tires used with wire-spoke wheels to deflate rapidly (that is, blow out) when punctured. Tubeless tires are also easier to repair on the road. And, of course, cast wheels are easier to clean than wire wheels. Both retain the 16-inch diameter of the 1500 Classic's wire-spoke wheels, and the front tire is the same 130/90 profile. The rear tire has spread out from the 150/80-16 of the 1500 Classic FI to 170/70. The new wheels bring an additional 11.8-inch brake rotor and dual-piston caliper on the front. At the rear, the rotor diameter increased from 10.6 inches to 11.8 inches, and it retains the two-piston caliper design.

Get Down, Get Wide
With similar steering geometry (the only change is an additional 0.2 inches of front wheel trail), the 1600 enjoys the same pleasant steering of the Vulcan 1500 Classic. The steering is predictable, precise and light. The only complaint we heard concerns ergonomics. The 1600s handlebar, at about 35.1 inches wide, is about 1.5 inches wider than the bar on the Vulcan 1500 Classic FI. It also pulls back more than that bar. As a result, when you are making full-lock turns, your inside hand ends up right in your midriff.

The most noticeable chassis change is improved suspension control. Though the rider's initial impression is one of greater stiffness, the suspension does an impressive job of taking the edge off sharp bumps and making big ones feel smaller and rounder. Riding on familiar roads, we frequently found ourselves bracing for slams that never came. In places where other big cruisers get loose and bounced around, the new Kawasaki tracks through unruffled. These chassis changes have also reduced -- though not eliminated entirely -- the tendency of previous big Vulcans to weave slightly in fast corners. We'd rate the revised suspension as the most significant improvement over the 1500s.

On the down side -- literally -- is reduced cornering clearance. It appears that most of the seat-height drop came from lowering the chassis itself. Also, having a longer wheelbase means that the bike has to be leaned over a bit more to carve the same arc at the same speed. You don't drag as much as some low-riding cruisers, like the Yamaha Road Star or Victory's new Vegas (look for a comparison with the Harley-Davidson Deuce in the June 2003 issue of Motorcycle Cruiser), but we think it's going in the wrong direction.

The riding position is roomier. You can tell that your butt is closer to the road, but even long-legged riders had no complaints about reduced leg room. Most of us would chop about an inch off the ends of the handlebar, not only for more full-lock-turning clearance but also so that we aren't hanging out in the wind as much. We found nothing to whine about on the vibration front.

The new saddle pleased smaller riders more than taller ones. Though it's padded well, the rear portion of the rider's section angles up, making it hard to sit on, even though it is apparently a major part of the seating surface. Taller riders begin to squirm within an hour. Smaller riders sat more on the flat front portion and are less bothered by this "ramp." They also liked the fact that the seat is quite low. This will probably be our first change.

Because it's accompanied by improved traction from the tires, the increased front braking power is quite welcome. Control is good, and the extra braking capability is welcome.

Come Clean
Appearance is often the primary deciding factor for cruiser buyers, and we can't tell you what you like, just what we heard and thought. Our testers and folks we talked to appreciated the cleaner lines of the 1600, though some felt that it looked too tubby. The deeper fenders seemed to be the most controversial aspect of the bike, with some riders loving them and others making jokes about designer drugs. There were a few remarks about the sidepanels and their shapes relative to other components. The detailing drew some criticism, with critics taking exception to the horn's prominence, the array of reflectors obtrusively mounted on the license-plate bracket, the open axle end on the fork, and that unnecessary tab behind the cylinders. "Somebody forgot that cruisers should be clean," was the way one Kawasaki owner summed it up. However, the nice finishes on the headlight/triple-clamp area, the rear end, and shaft drive, also drew praise.

None of our testers really likes the pinkish or purple cast of the "Canyon Silver" paint on our bike, but it also draws some appreciative remarks from oglers. It does change hue in interesting ways as the ambient light shifts. Whether it's basic black, red, or our bike's silver, the color is applied without interruption from pinstripes or other flourishes.

Of course, there are many detail changes, the biggest of which is in the instrument pod, which still resides atop the fuel tank. The electronically operated speedometer is joined by a larger LCD screen, which shows fuel status and lets you switch between clock, odometer or tripmeter. The ignition switch is at last located here too, just in front of the speedometer. You can remove the key after the ignition is turned on, though once it's off, you need the key to turn it on again.

Check the accompanying photos and captions for many of the detail changes and features. The August issue of Motorcycle Cruiser magazine will have a comparison matching the 1600 Classic with another new big twin. That bike will be revealed here on the site in early June.