2013 Kawasaki Vulcan® 900 Custom

2013 Kawasaki Vulcan® 900 Custom pictures, prices, information, and specifications.
Year
2013
Parent Company
Kawasaki
Generic Type (Primary)
Cruiser
Make
Kawasaki
Display Name
Vulcan® 900 Custom
Manufacturer Country
Japan
Introduction Year
2007
Price
Standard
MSRP
$9,199
Warranty (Months/Condition)
12 / Limited
Engine
Standard
Engine Type
V Twin
Cylinders
2
Engine Stroke
4-Stroke
Torque RPM
3500
Cooling
Liquid / Air
Valves
8
Valves Per Cylinder
4
Valve Configuration
SOHC
Compression Ratio
9.5:1
Starter
Electric
Fuel Type
Gas
Fuel Requirements
Regular
Carburetion
Standard
Carburetion Brand
Keihin
Fuel Injector
Yes
Carburetor
No
Carburetion Type
Fuel Injected
Torque (Nm)
78.9
Bore (mm/in)
88 / 3.47
Stroke (in/mm)
2.92 / 74.2
Displacement (cc/ci)
903 / 55.1
Fuel Injector Size (mm)
34
Transmission
Standard
Transmission Type
Manual
Number Of Speeds
5
Reverse
No
Primary Drive (Rear Wheel)
Belt
Dimensions
Standard
Weight
Standard
Capacities
Standard
Performance
Standard
Length (in/mm)
94.7 / 2405.4
Width (in/mm)
35.2 / 894.1
Height (in/mm)
44.1 / 1120.1
Wheelbase (in/mm)
64.8 / 1645.9
Dry Weight (lbs/kg)
549 / 249
Wet Weight (lbs/kg)
610.8 / 277.1
Fuel Capacity (gal/l)
5.3 / 20.1
Engine Displacement to Weight (cc)
1.64
Construction
Standard
Frame
Steel
Floor Boards
Optional
Foot Pegs
Standard
Foot Peg Location
Driver and Passenger
Adjustable
No
Hand Grips
Standard
Handlebars
Standard
Exterior Guards
Standard
Brush Guard
No
Chain Guard
No
Drive Shaft Guard
No
Fork Guards
Yes
Hand Guards
No
Heel Guards
No
Light Guard
No
Exterior Covers
Standard
Side Cover
Yes
Front Fender
Standard
Rear Fender
Standard
Tank Divider
Optional
Stand
Standard
Stand Type
Kick
Steering Control
Handlebar
Front Suspension Type
Telescopic Fork
Front Adjustable Fork Pre-Load
No
Front Adjustable Rebound Damping
No
Front Central Suspension Strut
No
Steering Damper
No
Rear Suspension Brand Name
UNI-TRAK®
Rear Suspension Type
Twin Sided Swing Arm
Rear Adjustable Shock / Spring Pre-Load
Yes
Rear Adjustable Rebound Damping
No
Number Rear Shock Absorbers
1
Air Adjustable
No
Front Suspension Size (in/mm)
1.6 / 41
Front Travel (in/mm)
5.9 / 149.9
Rear Travel (in/mm)
4.1 / 104.1
Wheels
Standard
Wheels Composition
Steel
Tires
Standard
Front Tire Width
80
Front Tire Aspect Ratio
90
Front Wheel Diameter
21
Rear Tire Width
180
Rear Tire Aspect Ratio
70
Rear Wheel Diameter
15
Front Tire (Full Spec)
80/90 R21
Rear Tire (Full Spec)
180/70 R15
Brakes
Standard
Front Brake Type
Hydraulic Disc
Rear Brake Type
Hydraulic Disc
Front Brake Diameter (in/mm)
11.8 / 300
Rear Brake Diameter (in/mm)
10.6 / 270
Seat Type
One-Piece
Seat Location
Driver and Passenger
Seat Material
Vinyl
Adjustable
No
Folding
No
Seat Specifications
Standard
Number Of Seats
2
Seat Backrest
Optional
Grab Rail or Strap
Standard
Seat Height (in/mm)
27 / 685.8
Digital Instrumentation
Standard
Clock
Standard
Speedometer
Standard
Tachometer
Optional
Trip Odometer
Standard
Fuel Level Warning
Standard
Fuel Level Warning Type
Gauge
Temperature Warning
Standard
Temperature Warning Type
Light
Side Storage Mount
Optional
Leather Storage
Optional
Rear Rack
Optional
Storage Cover
Optional
Saddle Bag (s)
Optional
Type
Halogen
Headlight Mounting Bar
Optional
Passing Lamps
Optional
Passing Lamp Visors
Optional
Headlight (s)
Standard
Halogen Headlight (s)
Standard
Rearview Mirrors
Standard
Windshield
Optional
Saddle Bag Mounts
Optional
Windshield Mounts
Optional
Paint
Standard
Metallic
Yes
User Reviews
1 review
  • Dancing with a Star.
    By  (I am an Owner) on Aug 01, 2014

    When I realized my first bike was going to have to be financed, I decided I shouldn't settle for what I could handle easily, because I knew I'd be stuck with what I chose for several years, I'd better still like it after the first riding season...

    I'd had a few turns on a honda rebel ...

    So I found myself at the shop, on a V-star 350. It was handsome like the Kymco, but more powerful, and heavier. But sitting next to it for just a grand more was a 650. Certainly beefier, but it looked... Overburdened by its size.

    Two up from that was something I had been avoiding looking at, because I knew I couldn't afford it, and it was too powerful, and it was massive compared to my 5'4 stature... But hey, I was shopping so, dare to dream...

    2013 Kawasaki Vulcan 900 Custom. From far away it looked too extravagant, and the engine was... Large. Very intimidating to a new rider.

    But as I got close up, the pearl white paint and flat black lower half and exhaust suddenly looked quite dashing, and I spied the red pin stripe, echoed on the big thin 21 inch front wheel and fat rear wheel. The tires looked good and aggressive too. Radials... And here I was shying away from the Vulcan for it's wire wheels, and expecting bias ply. No sir, these were solid beautifully painted wheels.

    The only chrome on her were the forks and bars. No baubles or buttons or extra straps. I ran my hands over the lines of the twin peak gas tank, it was bigger than it looked, and it felt good. Like running your hand down the side of a mustang cobra, knowing it's secrets by touch alone.

    Hell with it.

    I hiked my right leg over the saddle, finding it remarkably and quite comfortably, for someone as short as me, low. I leaned her up, she was heavy. 600 lbs heavy, twice what I had expected from the Venox. But she didn't fight or try to go over on me. Surprisingly neutral balance.

    My legs were at exactly the right distance to the ground, and the grips fell to my hands like they were preset just for me. I could handle the clutch and front brake easily and comfortably despite my tiny hands. Most of all it felt right. It wasn't just a good bike. It was my bike. I wanted this one, this one specifically.

    5,500 for the 350 V-Star, 6,500 for the 650 V-Star, 6,600 for the Vulcan 900 custom? Done deal. Added a Tach, and a Cafe style windshield for aerodynamics and I was happy. Though the windshield took two weeks to come in, and the tach a full month.

    I've been able to experience her now for three months, with the accessories coming a little bit at a time. I was surprised, the day I picked her up.

    Realizing I hadn't really payed much attention to the specs, popping her into neutral and hitting the starter, the fuel injection turned her over immediately and without fuss.

    I quick surge to life and a popping below as she turned over for the first time under my finger. My pulse quickened. I'm going to kill myself on this thing.

    I smiled ear to ear, as the mechanic showed me around the bike as it warmed up. Everything was fairly easy to access. The brakes were large with twin piston calipers. He warned me the rears are deliberately soft, which can catch some riders off guard.

    The checks for the fluids, were simple to read, hey this thing is liquid cooled and fuel injected? Oil change intervals every 12,000 km? seems reasonable.

    I looked down to the digital odometer. 0.1 km? That must be the trip mode. So I pressed the trip mode button. The word trip lit up and it said 0.0. Another press and I got a clock then back to ODO and 0.1. 100 meters couldn't have been more than around building twice... Brand brand new.

    He was done and gone, the mechanic I mean. I was alone, with this beast. It was going to take me home now, possibly murdering me on the way...

    I threw my leg over the saddle again, remarking once more the ease of doing so, despite my height. This was entirely different. The bike was alive beneath me, now de-idled, waiting for me to nudge her out on the road to her first fuel up.

    She felt eager, confident, I rolled the throttle lightly, realizing I'd never even test driven her. She wound up with a bark and snort, then settle immediately. The flywheel felt just right winding up and down.

    With trepidation I pulled back the clutch and the front brake lever, popped her into first with a hearty CLUNK, found her catch point and rolled off.

    Easy as pie. Suddenly, she didn't feel like such a beast, she felt graceful, well sorted, confident. Like Kirstie Alley on dancing with the stars.

    It then occurred to me that I hadn't even added power yet, just chugging along on the fuel injection.

    I gave her some juice and she wafted forward on an unexpected wave of low down torque. Pop the clutch slip into second on we go.

    The shift is light and positive, not nearly as agricultural feeling as shifting into first from neutral.

    First pet peeve. The speedometer is located on the tank. I can only see the speeds between 60 and 120 kph, without looking away from the road. I'm not that confident yet, I'll pace traffic.

    I keep the revs low, at least to my ear, I've bought more than I can handle and I'm unsure of what the real capabilities are. Best not to tempt fate.

    I'm in fifth wafting along at 55 kph now, heading to the nearest Shell to tank up on V-Power. Lots of approving nods. Why are other riders waving? I'll wVe back, their bikes are nice too.

    I change lanes, I stop and start for a few red lights. Everything falls to my tiny hands perfectly. Begin to realize the bike doesn't feel like I'm steering it or directing it about. I'm one with it, after just 5 km. it's like riding a horse, you become one with the beast. And here I thought I'd bought a Clydesdale, instead I've got a thoroughbred.

    In fact it's ride is excellent, comfortable and confident. The centre of gravity is low, but no so low that it doesn't like to corner. In fact, I'm about to get on the freeway, I realize I haven't really leaned her over much. I check about me and there's lots of space. I glide effortlessly back and forth between the left and right tire grooves in my lane. Only feeling her bulk just at the point where I go from one direction to another. That should have my tires properly warm now...

    I take a breath, third should do. The mechanic said it has a rev limiter and it's gentle, but I know I'm in break in so I'm not really going wide open today anyway. Third gear, open the throttle.

    Blink, 90 kph. I'm quickly in fifth. My mirrors give excellent road view behind me as I merge out. Where was I just a moment ago? Ehn, this is nice. I could do this for a long long time, I think.

    An uneventful trip home later I reach my second pet peeve. I arrive home just a head of.a roommate who waits to park his car, while I enter the gravel driveway. The gravel is 2 inch and not loose, but also not hard packed yet, it's a new driveway... I turn the fork to the right and over we go to the left. I put my knee out to catch my self and my left arm.

    Foolishness. In my hurry, I'd never thought the narrow front tire could cause such an event, and was completely unprepared. Thank goodness all the hot parts are on the right side.

    I'm not used to this much weight and I'm pinned basically. Not painfully, just enough that if I do anything, it won't end well. I can't stand her up, I don't have the leverage. My roommate comes out of his Volvo, chuckling. Gets a good hold on her and, between the two of us, we haul the thoroughbred turned back to stubborn Clydesdale upright once more.

    I'm not hurt, and the bike hasn't actually touched the ground. I'm jot even embarrassed, I do make a note of it. It remains a pet peeve of mine how unstable this bike becomes at low speed with the fork at full lock (ie backing, or parking). When it comes time I'll be fitting a wider front tire... Really this is the only place the bike is unpredictable. Nobody's perfect.

    Two weeks later I'm leaving the shop again, having completed my 1,000 km break in service interval and having the cafe windshield installed. The bike looks less... Naked. In a good way. The windshield is stylish without looking like I'm a CHIPS actor. More importantly it solves my third pet peeve.

    Without the windshield, anything above 100 kph starts to have an odd buffeting. Something is throwing weird wind. Then again, I don't begin to understand the nuances of motorcycle aerodynamics. Either way, the buffeting is gone, the ride is even more comfortable, my neck doesn't hurt now. Oh, and I'm getting 400 km out of 18 litres of fuel instead 350. Why is this an option again?

    The quietness in my helmet leads me to notice things I didn't before. She's a bit buzzy at 110. But I have no tach, I'm not sure if that's high rpm, or lack of engine refinement. I decide I'll drive ten under the speed limit at just go 100 for now. That solves the problem.

    Over the next two weeks, I'm caught in rain and discover that neutral handling and low down torque are blessings in disguise. I'm thankful for the planted feeling and not having to wind the engine hard in slick conditions. The windshield shines some light here too. As water droplets travel up it, then skip up and just barely over my helmet, instead of straight into my face. Again, why was this an option? I'm back at the shop. My tach is installed.

    I'm a hyper miler in my cars. I like low revs and torque. This bike has an abundance for Eco driving, and even more to have fun with. I must admit, however, my surprise at an idle speed of about 1,400 rpm. What I've come to realize is actually quite low by bike standards, but for a car that would make me twitch. I shrug it off. I soon learn that my speedometer pet peeve is solved by this little 1.75 inch tach. As it is mounted dead centre on my bars, it is in plain sight while I am looking at the road ahead. I can gauge my speed based on gear and engine speed now. No more looking down in residential zones. Why is THIS an option? To my dismay I find that 100 kph is roughly 3,600 rpm.just over halfway to red line. I had guessed it would be closer to 3k. No matter. I'm still doing better than 5 litres per 100 km on a 900 cc 600 lb barely overdriven motorcycle. And it's no unpleasant to cruise at that speed.

    The freeways in my province however have speed limits of 110, people are upset that this motorcyclist is driving under the limit. I feel the tension in them as they pass, and realize my slower speed and their 15-20 kph over the limit is probably a safety hazard. So I bring her up to 110. 4,000 rpm. The buzziness is back...

    I decide to head out freeway 103, there's a three kilometre stretch with no ramps, that's straight as an arrow, with perfect visibility. It's flat and there's nowhere for popo to hide. I have a theory.

    It's just me and the road. 2 o'clock on a Tuesday afternoon. Everyone is at work. I wind open the throttle just a little. The bus disappears as I pass 115. Gosh this engine sounds good all the times it's not doing 110.

    At 120 the tach needle is at 4,400. I unwind further... It seems that for every 10 kph I add, I gain another 400 rpm or so. It's a bike I keep reminding myself.

    2 kilometres left. Still all alone. Screw it. I crank the throttle back all the way, for the first time. The thoroughdale becomes a Percheron. I'm suddenly very aware of how tiny and outside I am, as the bike leaps forward. At 160, and 6,200 rpm a curious thing happens. The power falls off, albeit very gently, until the needle sits at 170 and 6,600. I know she's not out of juice, the rev limiter shouldn't start rolling back until I pass 6,700.

    The bike has electronic fuel injection. And a speed limiter of 170. Any other gear and she'll glide up gently from 6,700 to 7,000. Except this one. For a moment I feel gypped. The I remember two things. It's not economical to drive this fast, nor is it legal anywhere in my country... It is however good fun when you aren't endangering anyone but yourself. I alow myself a moment with the throttle open, to take in just how stable and planted my Vulcan still feels. Even at over 100 mph.

    Less than a kilometre left before the valley ends... That's enough I decide. I roll off the throttle and calmly the bike slows back to 110.

    Stop buzzing at me! Make that 100. I feel guilty very briefly then I head home. Gonna need to get those bugs of the windshield.

    Overall? I'm really happy with it.

    Excellent fuel economy and road manners, marred only by distracting valve train noise at 4,000 rpm cruising, and defiant balancing issues at full lock, even on paved surfaces.

    She rides like a big bike, with all the benefits of a small bike.

    A positive neutral finder, neutral indicator light, turn signal indicator and high beam indicator, coupled with well sorted fuel injection and powerful but easy to control brakes, make this an easy first bike to own.

    I admit however that I personally find the final drive to high, and have ordered over drive pulleys, which will effectively lower 100 kph to about 3200 and 110 to roughly 3,550 rpm. There's more than enough torque on tap that it shouldn't blunt the performance badly, I just won't be able to shift into 5th in the city anymore. The local drivers will be happy, I'm sure, that I'm travelling at the speed limit again.

    On he upside there's a large after market for this motor and chassis. I can easily tune the engine up by 15% to offset the 11% final drive reduction. All things in balance. Though, that would all be solved if they simply gave her one more gear like the bigger vulcans have...

    Other great things? She s a real looker. I pull into a coffee shop, and people I've never met from places I've never been come right over from their Harley's just to talk to me about it.

    "Is it hard to ride? You're so small!"

    "That paint is real slick, who makes this?"

    "That back end is beefy, how's the power?"

    "Are the carbs touchy?"

    Good thing I actually read up on her, I guess when you have a nice bike, people expect you to be an expert.

    Honestly, I bought it because it felt good and the price tag had so much lopped off the top, I was able to spend the difference on the accessories and loan interest. Who knew she'd be so close to perfect?

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