No longer is there a bottom seam subtly cluttering the lower line of the tank. The shifting mechanism has been altered to smooth shifts, and it gets directions via a Nomad-style linkage. Many products featured on this site were editorially chosen. We are split on whether the new 5. The steering head is moved forward and fork offset is decreased for improved handling. The warning lights aren't as bright as those on previous panels but are still visible in sunlight.
As with other Vulcans, the handlebar levers have thumb wheels that permit you to instantly adjust the lever span to fit your hand. It makes a great desktop image. The Vulcan 1500 Classic F. The headlight is the most obvious way to distinguish this bike from the carb-sucker. The frame's steering head is repositioned slightly farther forward, which alters the view from the rider's seat subtly.
The cartridge front suspension is slightly better controlled than other stock Classics we have ridden. . It won our first comparison of big twins. Appropriate innovations found their ways to the Classic. Your fingers wrap around the wide-blade handlebar control levers introduced on the Nomad. The repositioned steering head adds an additional 1. But bigger changes are apparent elsewhere.
The angle of the rear brake pedal has been altered to make it easier to cover. It's run down the assembly line as a test of the line. For example, the Nomad introduced a stiffer frame and new steering geometry and many smaller developments. It was similar to previous Classics but more noticeable because the front suspension is more effective. The fuel tank isn't the only change that gently rearranges the lines of the Classic.
The new frame main pipes have increased diameter, a larger diameter steering head with bigger bearings and new gussets offer more rigidity. We both appeared on the scene at the same time and the Classic graced our first cover. The company expects to have the bike in dealerships in April, but when we were asked if we wanted to ride a production prototype built for brochure and other photography, we leapt at the chance. The differences add up to substantial improvements, and the more you ride it, the more you appreciate them. The features of this new Classic are also significant because some of them will almost certainly turn up on other models in the Vulcan 1500 series.
The tank is slightly wider, something we saw rather than felt. New floorboard position for a more upright and comfortable riding position, new rear brake pedal and new dual piston caliper, a new wide, five-way adjustable brake and clutch levers for added rider comfort and self-canceling turn signals. The headlight is now a multi-reflector type and it's backed up by a chrome filler panel bridging the fork tubes. The limiting factor in braking continues to be the tires, which are the same sizes as the carbureted Classic's rubber. We actually expected in on this year's model.
Viewed in a straight profile, the more forward position of the steering head is apparent. Its angle and roominess were appreciated by all that rode it. New brake pads and the four-piston caliper in back provide a more immediate response to braking inputs and perhaps better power at highway speed compared with previous Classics. The fuel gauge is also different from its predecessors, though it's in the same place. Reproduction in whole or in part without permission is prohibited. And the display is large enough to read easily.
We have ridden such prototypes that had noticeable shortcomings compared to the final production versions. Kawasaki likes it pretty well, too. This frame might also turn up on future Classics. Our average fuel mileage was 39 miles per gallon, which would give a 195-mile range if you used the full five gallons. You notice functional differences as soon as you start it.