Kawasaki Vulcan 2000
Kawasaki Vulcan 2000
- price:
- $15,999
- Engine:
- Four-stroke, 52-degree V-twin, dual cams, eight valves
- Transmission:
- Five-speed (With positive neutral finder on the Classic and Classic LT)
- Torque @ RPM:
- 141 lb-ft @ 2,800 rpm
- Energy:
- Digital fuel injection, dual 46mm Keihin throttle bodies
- Displacement:
- 125ci/2,053 L
- Top Speed:
- 115 mph
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- The engine is what makes the Kawasaki Vulcan 2000 Classic LT so popular
among experienced riders and we couldn’t understand this aspect better
as we’re talking about a 125-cubic-inch (2,053cc), 52-degree V-twin with
dual cams and four valves per cylinder. This thing is built for quick
acceleration even though it will have to move the 884.2 lbs wet weight
of the fully accessorized Vulcan 2000 Classic LT. With a bore and stroke
of 103mm x 123.2mm it’s hard to thing that virtually anything else
related to that engine even matters, but the great part about it is that
it determines all the other systems to grow with it. Take fueling
system for example. The Digital Fuel Injection features dual 46mm Keihin
throttle bodies in order to supply the engine with the needed amount of
gas which sometimes can be in a more than decent quantity.
The
greatest quality of big V-twin motors is that they deliver loads of
torque from just above idle and that of Vulcan’s achieves peak 141 lb-ft
of torque at just 2,800 rpm. That’s why you don’t get a sixth gear and
also why fuel consumption won’t be that bad after all. The engine and
tranny connect through a 220mm flywheel just so that power delivery
would be smooth, not only impressive. -
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- Big Wheels Keep On Turning
A big, bigger, biggest engine such as this would need an equally
stout chassis. And Kawasaki delivered, from the 49mm, 5.9-inch-travel
fork, to a rigid, cast-steel steering head and swingarm pivot plates, to
the four-piston-caliper, 300mm front discs and two-piston, 320mm rear.
Rake is a stable-but-conservative 32 degrees, and triple trees with just
a 10mm offset are designed to nail the compromise between light,
predictable steering at low speed and rock-solid stability at high
speeds. The rear suspension, with a short 3.9 inches of travel, is
controlled by a direct-acting shock under the seat. It's adjustable for
rebound and preload, but to change the latter, you'll need a spanner
tool--or a hammer and punch--to overcome the shock body's threaded
collars. Wheels are 16-inchers, and the rear tire, at 200mm across, is
said to be the widest tire yet offered on a production V-twin--a
distinction the Vulcan will have for at least a week if current trends
in tire-width one-upmanship continue.
But what, as you might ask of a prospective date, will she do?
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