2010 Kawasaki Vulcan 900 Custom

The 2010 Kawasaki Vulcan 900 model range takes the best from the world of cruisers and adjusts it to match the size, experience and demands of riders who are just starting out. Each of the three models, Classic, Classic LT and Custom are set to offer a different kind of riding experience and the new Special Edition version derived from the Custom model follows the trend towards Dark Custom motorcycles that Harley-Davidson started.

While style is different from one bike to another, user-friendliness has the same source and that’s the 903cc (55.1-cubic-inch), liquid-cooled, SOHC, four-valve per cylinder V-twin motor. Fueled through an EFI injection system with 34mm Keihin throttle bodies, this delivers 58.2 lb-ft of torque at 3,500 rpm so there’s plenty of grunt to work with long after learning how to ride. Fuel Consumption in this case is anything but a killer so there’s no sixth gear overdrive, just a five-speed tranny helping at keeping things lively down the open road. The biggest majority of cruisers (be them classics or customs) have lately began featuring belt final drive, so Kawasaki also adopts that for their Vulcan 900 lineup. This ensures quiet working, smooth power delivery and requires little maintenance as well.

None of the small and fairly nimble Vulcans weigh more than 660 lbs with all liquids included and the 26.8 inches seat height (27 inches on the Custom) allows for short sized riders and females to easily get accustomed with their models of choice and start enjoying the ride. All models are built on a steel frame and feature long travel suspensions.

Price

The simplest bike of them all is also the cheapest, which is the Classic model starting at $8,149. Fully accessorized, that precise bike is called LT and has an MSRP that starts at $9,249. The Custom model comes with a base MSRP of $8,349, Special Edition included. Note that accessories will seriously add on to these sums.

SPECIFICATIONS

• Engine: 4-Stroke, liquid-cooled, SOHC, four-valve per cylinder, V-twin
• Displacement: 903cc / 55.1 cu. in.
• Bore x Stroke: 88.0 x 74.2mm
• Compression Ratio: 9.5:1
• Maximum Torque: 58.2 lb.-ft. @ 3,500 rpm
• Cooling: Liquid
• Fuel Injection: EFI with dual 34mm Keihin throttle bodies
• Ignition: TCBI with electronic advance
• Transmission: Five-speed
• Final drive: Belt

903cc V-twin SOHC Engine

• Tuned to deliver a healthy dose of torque at low rpm
  
• Smooth and reliable
• Gear-driven balancer allows use of single pin crankshaft without excessive vibration

Four-valve Cylinder Head

• Provides maximum valve area for optimum flow, for more power and low-end torque
• Single overhead cam design is simple, lightweight and practical
• Extremely efficient intake tracts feature ports that narrow near the combustion chamber to increase intake flow speed for more efficient filling and increased torque
• Long intake tracts for great low-end response

Liquid and Air Cooling

• Exceptional thermal control with finned cylinders and head and liquid cooling combination
• Maintains consistent engine temperatures for long engine life and sustained power
• Automatic fan keeps things cool even in traffic
• Includes temperature warning light

Ripppppp....

Suzuki c109 boulevard

If you're searching for absolute piston size, the biggest cylinder squishers money can buy, look no further than the Suzuki'sC109R cruiser touring cruiser motorcycles. These bad boys boast what Suzuki claims are the largest pistons in any landgoing, gasoline powered engine, and they're capable of producing a seriously fat torque curve.

It's no wonder almost every modern Suzuki shows traces of GSX-R DNA; the company's track-ready motorcycles (which include the GSX-R1000) have made a name for themselves by providing reliable performance while winning plenty of races. The technology developed on the racetrack has trickled down into regular streetbikes, and the all-new C109R and C109RT are latest recipients of those Gixxer-bred traits.

The heart of the C109 is a1,783cc liquid-cooled 54 degree V-twin plucked from the M109R and modified for cruiser duty. The big twin has been tweaked by increasing the inertia of the flywheel, strengthening the conrods, and revising the camshafts for more low-end and mid-range torque, among other alterations. A 2-2 exhaust system utilizes a valve for torque and sound optimization, and also mated to the massive twin is a 5-speed transmission.

You won't quite grasp the size of the C109 until you stand next to one, and even then you won't get the full effect until you climb aboard. Once astride this big-engined bruiser, you might start to realize the extent of its bulk; the tank's width demands what the Victorians might have called an immodest posture, the swept back handlebars offer a commanding grasp of the controls, and the bike's overall ergonomics are far more conventional than the M109R, which requires the arms and feet to stretch forward.

Burn the roads :)