Kawasaki Vulcan 500 Ltd
KAWASAKI Vulcan 500 LTD
CYCLE WORLD TEST
Bigger isn’t always better on the boulevard
WITH THE CRUISER MOVEment marching to the “bigger-is-better” tune, and blocklong mega-bikes with exotic monikers such as Valkyrie and Royal Star capturing everyone’s attention, it’s easy to dismiss the
diminutive Vulcan 500 LTD.
But Kawasaki’s marketing personnel offer up research that indicates the new cruiser brigade isn’t entirely composed of stereotypical burly bikers. And engineering types point out that easily
maneuverable, lightweight motorcycles with low seat heights appeal to smaller riders. In essence, both camps are saying the same thing-that bigger isn’t always better.
Kawasaki has driven this point home with the new-for-’96 Vulcan 500 LTD. Descended from a long line of parallelTwins, the smallest member of the Kawasaki cruiser family arrived on the scene in 1985 as the 454 LTD. Five years later, the bike’s engine was enlarged to 498cc, earning it the name Vulcan 500.
While the old-style Vulcan 500 continues to attract buyers today, the crest of the cruiser wave has brought us this new LTD version. Mechanically similar to the old bike, but stylistically fresh, the LTD is good-looking and well-proportioned. Built long and low like its larger siblings, the LTD takes its styling cues from the Vulcan 800, which donated its curvaceous gas tank, chromed instrument nacelle and headlight. Completing the look is a colormatched front fender in place of the Vulcan 500’s chrome-plated unit and wire wheels in place of the old bike’s mags. Gone also is the Vulcan 500’s chopper-like stance, its high-rise handlebar replaced with a lower bar that falls more naturally to hand.
Styling is one thing, performance another. When it debuted in its original
454 LTD guise, the Vulcan’s liquidcooled, four-valve-per-cylinder, dohe parallel-Twin was heralded as a slice of Ninja-based technology. And it is that spunky motor, shared with the Ninja 500 (formerly the EX500) sportbike, that has helped make the Vulcan
500 a long-running sales success.
Now, the motor is even better for cruising. Compared to the old Vulcan 500, the new LTD has a lower compression ratio, smaller carburetors, revised valve timing and a new 2-into2 exhaust system, all designed to boost low-end and midrange power. A 26 percent heavier flywheel means the quick-revving motor spins just a little slower, while taller secondand third-gear ratios complement the engine’s newfound powerband. As a result, the new Vulcan 500 is smoother and more powerful at cruising speeds than the old one.
From its shorty front fender to its bobbed tailsection, the LTD is an anomaly among cruisers: It looks the part, yet goes like stink. A quick run through the gears is all it takes to realize this is no ordinary boulevard bike. Dial up the revs and pop the clutch, and the LTD launches with a very uncruiser-like chirp of its rear tire. Stoplight launches bring a sense of
urgency as the Little Motor That Could pulls to redline with very little vibration. There’s a lot of cog-shuffling required, but fortunately, the six-speed tranny is smooth-shifting and neutral is easy to find.
Under all operating conditions, the Vulcan’s well-sorted motor warms quickly and carburâtes perfectly. Compared to the easy, loping cadence of a big Vee-motor, the LTD’s little vertical-Twin is a bit busy, spinning almost 5000 rpm at 60 mph. It makes up for this with rapid acceleration, however, easily outgunning most urban traffic with a 0-60-mph time of just 5.2 seconds. Passing power is never more than a downshift or two away. Given enough space, the LTD will do an honest 106 mph.
Chassis-wise, the LTD is fresh from the tires up. A new double-downtube steel frame carries the engine closer to the ground for a lower center of gravity and down-to-earth 28.5-inch seat height. Suspension is usually the first thing compromised by corporate beancounters, and while the LTD is a victim of this cost-cutting measure, its lowbuck components still get the job done. The softly sprung, non-adjustable 41mm fork sucks up pavement irregularities well, but dives under braking. The spring preload-adjustable twin shocks aren’t as compliant, delivering sharp-edged hits directly to the rider. To their credit, however, they resist
bottoming, even under the additional weight of a passenger.
Good braking power also comes on the cheap with a single disc up front and a large drum in back. Both
stoppers offer good feel, and when used in tandem generate enough power to haul the 477-pound bike down in a hurry.
Utilizing the aforementioned components, handling and maneuverability are the little Vulcan’s aces in the hole.
With its conservative rake and trail figures, steering is light and neutral. Ground clearance
is plentiful for solo urban cruising, though the LTD’s peg feelers touch down during spirited cornering or under the added weight of a passenger.
The LTD doesn’t fare as well in the ergonomics department. While smaller riders will be quite comfortable, those over about 5-feet-lO-inches tall will feel cramped. And regardless of your size, the wide, soft seat becomes increasingly uncomfortable as highway miles add up. The passenger accommodations are equally spartan.
LTD owners will, however, take comfort in knowing that their $5199 machine is capable of trouncing its competition. The identically priced > Yamaha Virago 535 and the $400more-expensive Honda VLX600 can’t hold a candle, performance-wise, to the LTD’s Ninja-based mill. The singlecylinder Suzuki Savage costs $800 less
than the LTD, but simply isn’t in the same league in terms of performance.
Moving up to the 800cc category, the LTD looks like an even bigger bargain. It flat outperforms HarleyDavidson’s $5365 883 Sportster and holds its own against the S7099 Vulcan 800 and $6399 Suzuki Intruder 800. The new breed of mega-cruisers? No
problem: The LTD undercuts the Open-class lightweight, the Vulcan 1500 Classic, by nearly 200 pounds, and outruns all but Honda’s 100-horsepower Valkyrie 1500 Six.
As they say in the boxing ring, watch out for the little guy. Think of the Vulcan 500 LTD as a ninja warrior in sumo territory. □
EDITORS' NOTES
Hi, MY NAME IS ERIC AND I’M A SPORTbike junkie. I want to share something with the group today. I have to admit it, I really like the Vulcan 500 LTD.
Okay, this little forum is no 12-step meeting, but I occasionally trade full leathers for my best biker blues and cowboy boots to spend an afternoon cruising. Cruisers are a nice alternative to sportbikes for chugging around town, helping to preserve my mellow state of personal tune, not to mention my driver’s license.
Being the short guy on staff has its advantages, as the LTD works better for me than most. Its nifty motor, light weight, efficient brakes and reasonable suspension all speak good things to me when traveling to and fro. Unfortunately, its ergonomics are still cruiser-compromised enough that I find another bike for long rides.
Dear sportbiking co-dependents, don't get me wrong; I’m not giving up wheelies or turning in my knee pucks-just getting in touch with my kinder, gentler cruiser side.
-Eric Putter, Associate Editor
CALL THIS THE LITTLE CRUISER THAT Could. Sure, when ridden two-up or packed down for a long haul, it becomes apparent that the small Vulcan is no asphalt-crinkling torque-master; after all, its entire engine displaces considerably fewer cc than a single piston in any of the monster Vees.
Even so, for squirting around town or keeping pace in the fast lane during my 15-minute freeway commute, the Vulcan 500 works quite well. As it should, really, sharing the same basic parallelTwin that powers Kawasaki’s sporty Ninja/EX 500, another lightweight that’s been known to bring a smile to my face.
Maybe I’ve developed a small-bike complex, but the Vulcan’s bobjob-meets-Ninja flair and zingy motor make grabbing the holeshot and leaving pig iron to wallow at stoplights a favorite pastime.
Who says cruisers have to be big to be fun?
—Don Canet, Road Test Editor
SALES OF CRUISERS ARE ON THE UPSWING, but thanks to their laid-back, La-Z-Boy ergonomics, I find most of them-including the Vulcan-extremely uncomfortable. At any speeds greater than those posted around town, my hands are welded to the grips, biceps tensed against the windblast, while the rest of my torso serves as a leather-clad windfoil. After only a few miles, my muscles are so tight, I need to stop just to shake out the cramps.
Because it’s a small motorcycle, the Vulcan 500 LTD is-for me, at 6-foot-2, 200 pounds-worse than most cruisers in this respect. Draped across it, I resemble Hulk Hogan on a toy chopper more than an easy-riding Peter Fonda.
The upside, of course, is the Vulcan’s revvy parallelTwin. Borrowed from the sporty Ninja 500, it’s the only thing, in my opinion, that makes the bike worth considering.
-Matthew Miles, Managing Editor
VULCAN 500 LTD
$5199
