Kawasaki Vulcan S Quick Review
My thoughts on it and why I believe it’s an excellent choice for those who want something a little different.
The Kawasaki Vulcan S — not to be confused with the Vulcan 900 or 1700 — has the same engine as the Ninja 650, just tuned a little differently. It’s a liquid cooled, parallel twin making about 61hp. While not face-meltingly fast, it’s got quite a bite to it and is more than enough for typical street riding. It’s a bit of an unsung hero in Kawi’s lineup, and while there are certainly better options, I think the Vulcan S gives most people pretty good bang for their buck.
First things first: the cost. At the time of writing, the Vulcan S starts at $8,099 for the Café version, while the standard version starts at $7,349 for non-ABS and $7,899 for ABS. Unfortunately, the Café doesn’t offer ABS despite the price hike. Instead, you get features like a special three-tone paint job not available on the other model and a tinted wind deflector. Aside from potential bragging rights, the two models are the same. It’s a bit of a headscratcher from Kawasaki, but it doesn’t put much of a damper on the bike.
Despite what some may claim, this is neither a sport bike nor a cruiser. It will not send you screaming down the street, but it’s not entirely relaxed either. It’s a mix between the two, blending what is, in my opinion, the best of both worlds. You get comfortable — and adjustable! — ergonomics that can keep even the most comfort-challenged riders in optimal riding position, plus an engine that’ll make sure you have plenty to do if you feel so inclined. The S can spend it’s time rolling along at speed while you enjoy the feel of the wind and it can tear up some corners thanks to its impressive lean angle and rev-happy engine. I am hard-pressed to recall any times where I managed to scrape the pegs. It’s no sport bike, but it can definitely keep up. It’s the jack-of-all trades that manages to get everything right.
Unfortunately, this bike gets a lot of unfair treatment from reviewers, and as the proud owner of one I’d like to set the record straight. Anyone who says the engine is “underpowered” is not riding it correctly. The thing about the S is that, while looking like a cruiser and being marketed as one, it quite literally has the heart of a sport bike. The reason why most reviewers can’t seem to tap into its powerband? They’re riding it like an actual cruiser, shifting at around 4,000 rpms and keeping the engine on the lower end. Normally that would be fine if it were, say, a Street Bob, but as we’ve already established, it’s nothing of the sort.
The S, true to its sport bike heritage, likes to be wrung out. At 4,000 rpms it’s tame and mellow, but see what happens once you push it above 6,000. Then 7, 8. That’s where it really comes to life. Peak torque happens at around 6,600 rpms, and gives 46.3 ft lbs of scoot juice. I find that the bike prefers being kept at around 4–5,000 rpms while cruising, and certainly doesn’t like anything below ~3,000 if the awkward shudder it develops is anything to go by. The moment the rider twists the throttle and the engine speed passes cruising it gets a nice boost of torque and speed that will definitely put a grin on anyone’s face.
The seat height is another pro to this bike. At 27.8 inches, it’s approachable for practically anyone. At 5'6", I find it to be just right. I can place both feet firmly on the ground and my legs aren’t bent at an uncomfortable angle. The Ergo-Fit system is perhaps the best part, however. Being able to adjust the handlebars, foot pegs and seat to find the perfect position is something that more manufacturers should attempt. It really opens up the door for more riders to hop on this bike and enjoy it when they can make it fit them, instead of the other way around. From factory, Kawasaki currently leaves the bike with mid-reach controls, which work perfectly for me, but any dealer should be able to swap them out for you before you buy.
Fuel economy is good too. While the tank only holds 3.7 gallons, it still manages to last around 180–200 miles with average riding. If one isn’t too heavy on the throttle, the S easily gets about 60mpg on average. Not too bad for a sport bike having a slight identity crisis. While I do wish the tank was a bit larger, it certainly doesn’t hinder the bike all that much. Kawasaki even included an Eco indicator on the display to show you when you’re riding efficiently. It’s the thought that counts. Let’s be honest; how many people buy a motorcycle solely because they think they’ll get better fuel economy?
Despite the Ergo-Fit and several other factors, the weight still manages to be reasonable. At 496lbs ready to ride, it’s not terrible, just mildly substantial. It’s still on the lower end of the scale for a “cruiser.” Of course, once you’re moving you won’t even feel it. The low seat height and the fact that any rider will likely feel right at home on the S thanks to Kawasaki’s ingenious design means it’s very walkable. Most people should have little issue moving it around themselves. I have an easy time jamming mine into the back of the garage on a regular basis. All in all, it’s a very easy bike to live with.
However, I personally wouldn’t recommend this bike for a true beginner unless they had a really good head on their shoulders. It may not be lightning fast, but it’s still pretty easy to get into trouble if you don’t know what you’re doing. It’s an absolute blast to ride, but sometimes fun can be dangerous. I think intermediate is the best description for the Vulcan S. It’s a great second or third bike, and 650cc is plenty enough for some people that it may be their last bike. It’s a perfect powerband for a daily commuter, with enough speed and maneuverability to handle any traffic scenario, and it’s more than capable on the highway as well.
To add a personal note, I’ve been nothing but happy with mine and I don’t intend to replace it. Unless I magically become rich enough to have multiple bikes, the Vulcan S will stay my go-to. I can commute with it, go joyriding, hit the highway and even do some light day trips. Maintenance isn’t costly and it’s been very easy to work on so far. There’s very few drawbacks I can think of. The seat could be softer and I’m not a fan of the stock headlamp, but both are easily swappable for something better. I do still think the lack of ABS on the Café version was a poor move, and I really hope Kawasaki changes that in the near future.
In conclusion, I highly recommend the Vulcan S. It’s sporty and fun, but can double as a laid-back mile muncher with some character. There aren’t any bikes similar in style or function, so this often overlooked bike has an advantage if you want to stand out without being too obvious. If nothing else, go check it out and give it a test ride if you can. It’s well worth the money and is a near-perfect all-rounder.
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