When the Kawasaki Vulcan Classic Got A Mightier Motor

The 1998 Vulcan 1500E Classic got more power and a five-speed gearbox to embellish Kawasaki's banner twin

Kawasaki gives the 1998 Vulcan 1500E Classic more power and a five-speed gearbox to fling it down the tarmac.Kevin Wing

Despite excellent sales in its first two years of production and unflagging affection from owners, Kawasaki heard complaints about two aspects of its flagship cruiser, the Vulcan 1500 Classic. First was the perennial desire for more power. With its single-carb engine, the Classic was noticeably less muscular than the older twin-carb Vulcan 1500s and was also slower than some other big-inch twin-cylinder cruisers. Owners said they wanted more power.

Second, despite the broad powerband, owners complained about the four-speed transmission. The gaps were just a bit too large, they said, particularly the jump between first and second gears.

Kawasaki listened. By the time of the 1997 dealer meeting, company reps were already dropping hints about more power and five speeds for the bike. Once upon a time, such upgrades would have been accompanied by a host of additional changes, perhaps a complete revamp of the bike. But Kawasaki saw no reason to make unneeded changes to its most successful cruiser, especially any changes that would make some of the swelling selection of aftermarket parts obsolete. So besides the usual color changes for the new model year, the only cosmetic changes made when Kawasaki updated the 1500 Classic to the new E version, were to the instruments and seat. The nostalgic but hard-to-read speedometer face, which used diamonds to demarcate cardinal speeds, has been replaced with a more readable design using circles. The seat has been cut slightly more narrow at its nose to reduce the reach to the pavement for short-legged riders. The only other visual hint that this is a ’98 model is the “5-speed” decal on the left side panel.

You might also spot slightly different cases and covers, required to accommodate the new five-speed transmission, revised bevel gears, cam damper, and spring. The cylinder-head fins have been shaved to provide clearance for a larger crossover tube between the left and right side airboxes. This enlarged intake passage is intended to provide greater air-flow intake to the engine.

Improved breathing, beefier valve springs, more sophisticated ignition mapping, and five speeds make the single-carb 1500 punchier. All accessories still fit.Kevin Wing

You can’t see big changes. A K-TRIC (Kawasaki Throttle Responsive Ignition Control) module provides throttle-position information to the ignition’s black box. With this feature, ignition timing can be varied for both rpm and throttle position (which indicates load), providing better engine response and reducing fuel consumption (a sore point on the Classic). A switch to a hotter spark plug accompanies the ignition modification. The carb now gets warmed by a coolant line, and all eight valves have two springs each, instead of one.

We got to ride a production version of the new bike briefly during our photo session and could feel the improved throttle response. Using our project Vulcan 1500 Classic (our bike has a Vance & Hines exhaust system and a Factory jet kit) for comparison, the new five-speed machine was stronger at low rpm, though the modified four-speed pulled away very slightly on top-end when both riders selected top gear (which has the same ratio on both the four-speed and five-speed bikes). The tremendously smooth nature of the bike remains, and vibration still diminishes as engine speed picks up.

Cut narrower side to side than the original Vulcan1500 Classic saddle, the new seat uses triple-density foam to maintain a high comfort level on long rides.Kevin Wing

The engine changes, no doubt made with the higher loads the new Vulcan 1500 Nomad (essentially the same bike decked-out for serious touring duty) will have to carry, do provide an extra shot of power in the low and medium sections of the powerband. However, the Vulcan 1500 Classic series still is not as potent as the older-style twin-carb Vulcan 1500 series machines. There is a limit to what you can do with a single carburetor, particularly if you still want to provide strong low-rpm power and meet the emissions and noise requirements of those alphabet government bureaucracies. A single carb does simplify maintenance, however.

Our testers never had any complaints about the staging of the old four-speed. In fact, we felt the Vulcan 1500s, and especially the Classics, were perhaps the only bikes that actually made a four-speed work. However, the new transmission moves all the ratios closer together. The most noticeable change is that the gap between first and second has been narrowed, and first gear is slightly lower (higher numerically). The new 1500 shifted more smoothly with a slightly shorter, quieter throw than our ’96 four-speed. For many riders, this will be the biggest, most important change down there in the engine room. By punching up the power down at moderate engine speeds, and pushing the gear ratios closer together, Kawasaki has made the machine noticeably more flexible, particularly in stop-and-go traffic or other situations where you are changing speeds frequently at sub-highway velocities.

Although it does not appear quite as plush as the wider, flatter seat on the 1996 and 1997 versions of the Classic, the new saddle uses triple-density foam and felt as comfortable as the very good seat previously used. The passenger section appears the same as the ’97 model’s. The rear suspension has been altered with lighter spring rates (3.0 kg/mm instead of the previous 3.5 kg/mm) and provides a noticeably plusher ride over bumps, especially the small, sharp-edged types.

New spring rates aim to improve the ride comfort, which wasn’t bad previously. The decal touting the additional transmission ratio can be easily removed.Kevin Wing

Aside from those changes, the bike is unchanged from the original, meaning that all those aftermarket parts available for the bike, including Kawasaki’s Fire & Steel line, should fit the new bike without making changes. In fact, we hope to transfer the customized parts on the four-speed machine we have been tinkering with for a year and a half, to a new five-speed model. All the parts and accessories on the old bike should bolt right on the new five-speed. However, we don’t know yet if you can bolt a five-speed engine into a four-speed chassis, though we suspect you’ll be able to do so. The arrival of the new Vulcan 1500 Nomad, discussed in this issue’s Preview ’98 section, also offers customizing possibilities if you want to mix and match pieces. The new front-fender and cast wheels are among the items that caught our attention as pieces which might merit some investigation in this regard. At press time, Kawasaki had not announced a price, though we expect little change from the 1997 level, which was $10,699.

Less nostalgic, the new speedometer face is easier to read, which is particularly important since you must look away from the road to read the instrument.Kevin Wing

One Kawasaki rep referred to the new 1500 Classic as Kawasaki’s “evolution” model, meaning that the changes were minor improvements to the basic breed, not a whole new species. “Kawasaki just doesn’t take ten years to evolve,” he laughed. The changes certainly improve the big Vulcan Classic, but they shouldn’t cause existing owners to despair. In fact, if you secretly slipped the new engine in an existing owner’s bike one night, he probably wouldn’t be aware of it until he started counting gear changes.

The changes come at a critical time. Once the biggest of the big twins, Kawasaki’s maximum Vulcan will soon be just the first of a gaggle of 1500s, since Polaris and Suzuki have 1500cc V-twins in their 1998 lines. We also expect a 1500 from Harley before too long. However, with its combination of distinctive looks, quality finish, extensive accessory support, reasonable price, and new injection of power, Kawasaki’s Vulcan 1500 Classic should have no trouble holding its ground.

This article was originally published in the December 1997 issue of Motorcycle Cruiser.

The 1500E Classic was thought of as the "evolution" model by a Kawasaki rep since its changes were minor improvements to the basic breed, not a whole new species.Kevin Wing
1997 VN1500-D2 1998 VN1500-E1
1st. 2.294 (39/17) 2.500 (40/16)
2nd. 1.375 (33/24) 1.590 (35/22)
3rd. 1.035 (29/28) 1.192 (31/26)
4th. 0.781 (25/32) 0.965 (28/29)
5th. NA 0.781 (25/32)
Specifications
Designation: VN1500-E
Engine type: Liquid-cooled, 50 degree V-twin
Valve arrangement: SOHC, 2 intake, 2 exhaust valves
Displacement, bore x stroke: 1470cc, 102 x 90 mm
Carburetion: 40 mm CV
Lubrication: Wet sump, 3.7 qt
Transmission: Wet, multi-plate clutch, 5 speeds
Final drive: Shaft, 2.619:1
Claimed dry weight: 644 lbs
Wheelbase: 65.4 in
Wheels: Wire spoke
Tires: Dunlop or Pirelli, 130/90-16 front, 150/80-16 rear
Front brake: Double-piston caliper, 10.7-in. disc
Rear brake: Single-piston caliper,9.3-in. disc
Front suspension: 41-mm stanchions, 5.9 in. travel
Rear suspension: Dual dampers, 3.4 in. travel, adjustment for preload
Fuel capacity: 4.2 gal
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