Kawasaki Drifter 800

The bike starts humming nicely at as you approach the rev limit, and progresses linearly up to that point. A pleasant, articulated exhaust cadence emanates from the graceful 2-into-1 fishtail muffler, and a gear-driven engine balancer and rubber front engine mount smooth out any shakiness inherent in a single-crankpin V-twin. While you can tell the engine is rumbling beneath you, vibration never intrudes. Though the Drifter has a larger radiator than its 800 brethren, (a feature you'll appreciate on spirited summer runs) judicious use of black paint keeps it relatively hidden in its cozy location between the lower frame tubes.

The 800 Drifter looks muscular, and certainly has the low-end torque to back it up. Power is crisp and efficient throughout the rpm range--the throttle response from the lone 36mm Keihin carb is quick and is delivered smoothly, thanks to an accelerator pump. And while the midrange seems a touch lean, it's nothing a heavy hand won't cure. I even felt the 800 was quicker and revved better than the 1500 at times. If you think you have to whack the throttle with more authority than the injected 1500 Drifter, that just makes you feel like you're going faster on the 800!

Shifting proved to be smooth and positive, with a light pull and progressive clutch engagement. We found little evidence of lash, and the bike executed every shift flawlessly. The Drifter is geared perfectly for urban acceleration off traffic lights, and the gearing is tall enough to give you enough oomph for highway passes. And if you can't get neutral on this motorcycle, you shouldn't be riding--Kawasaki's exclusive neutral finder feature automatically dumps you into neutral from first gear, every time you shift up at a stop.

The fenders, of course, are what people notice first, and they draw the most comments. The strong, rigid plastic pieces cover much of the traditional spoked wheels, and the front fender wraps and conceals the front brake caliper and much of the disc. The rear end, though, is where all the fuss is focussed. As we mentioned earlier, the 800 Drifter one-ups the 1500 in the booty department, thanks to a triangulated swingarm and flawlessly hidden suspension. The fender mounts to the swingarm for a low-profile look. On the 800, however, the single shock blends with the wrap-around rear fender for a sleek, clean hardtail look, allowing the 800 to wear the retro bit more gracefully than the 1500's clunky dual dampers. That single shock is also preload adjustable--and the preload collar is now on the bottom of the shock for convenience. Kawasaki's suspension uses a cam-type spring preload adjuster, so you can easily dial in your setting. We rarely found any need to recalibrate, as bumps were absorbed admirably, and road-holding ability was on track. The Drifter claims to use stiffer springs than in its two 800s cousins, in both the front fork and the rear shock; while we never compared the bikes head to head, the Drifter's stability was impressive.

Kawasaki employs chain drive on its 800s to keep cost down and the rear end skinny. The rear brake caliper hangs from the swingarm for the latter reason. This bit of trickery allowed the new rear brake disc to be hidden beneath the fender while the caliper does its work unobtrusively. And the twin-piston rear disc holds its own. Chances are you won't need it much, since the front twin-piston disc provides considerable stopping power.

As with the bigger Drifter, the 800 incorporates cool pre-war styling cues that made the big Drifter a head-turner. A deep black headlight shell with a chromed rim, blacked out fork covers, turn signal stalks, handlebar, triple clamp, cylinders and rear fender rails are just some of the items that stand out. See, chrome didn't really start dripping all over motorcycles until recently. But the Drifter is not just form and no function. Self-canceling turn signals allow you to push a single switch for ease of operation. A new multi-plane headlight looks impressive and provides a brighter, more directed beam. A locking gas cap adorns the tank top, and the blacked out instrument cluster adds a nostalgic touch, especially since it still uses entirely analog instrumentation. A document compartment under the left side cover provides a perfect glove box for your registration or other important papers.

The smallest Drifter comes in two colors, mind you: a metallic beige and a sky blue. The sky blue better captures the feel of older Indians (it was a stock color for the '41 Scout), but it left me feeling like I was on a Martha Stewart custom--read: dainty. I'll gladly take the "disco metal hue," as one tester called it. The bulbous gas tank holds a reasonable 4.0 gallons, like its 800 and 800 Classic cousins, for good range between gas stops. Subtle pinstriping (which is stuck, not painted, on to the bodywork) emphasizes the bike's exaggerated curves and carries out the lines well. A graceful, well-fashioned 2-into-1 fat fishtail muffler, created especially for the Drifter, outdoes Indian's old toothpick design on the early Chiefs. It provides a solid throb and adds a nice horizontal emphasis to the bike's length.

In the end, the mini-Drifter proves to be a fine all-around bike, well turned out and a more than competent performer. The bike goes fast, brakes well and handles wonderfully. We even think it's fairly priced. Ideally, we'd probably change the seat on it (a solo seat would not only be more comfortable, but also it'd look much sharper and closer to form of prewar bikes). And we're not too crazy about the chain drive, because it adds to maintenance and mess. But we understand the cost and design considerations Kawasaki was under. No matter--looking the way it does, we suspect the 800 Drifter will be enlisted for many tours of boulevard duty. Which is okay too--if you got it, why not flaunt it? And the 800 has much more attractive lines to flaunt than the bigger version. When you factor in its more responsive handling, you know why we'll take the 800 Drifter over the 1500 on most days. Bigger ain't always better.

Specifications
Suggested base price: $7,299
Engine type: Liquid-cooled, 55-degree V-twin
Displacement, bore x stroke: 805cc, 88 x 66mm
Transmission: Wet, multiplate clutch, 5 speeds
Final drive: Chain, 2.35:1
Rake/trail: 31.5 degrees/ 6.2 in.
Front tire: 130 90/16 Bridgestone
Rear tire: 140 90/16 Bridgestone
Front suspension: 41mm stanchions, 5.9 in. travel
Rear suspension: 1 damper, 4.1 in. travel, adjustable for preload
Seat height: 28.9 in.
Wheelbase: 63.6 in.
Fuel capacity: 4.0 gal., (0.8 gal. reserve)
Wet weight: 599 lb

Performance
Fuel mileage: 33 to 44 mpg, 40 mpg avg.
Quarter-mile acceleration: 14.91 sec., 86.5 mph