Internally, the drive to the gearbox is taken from the engine by a Hyvo primary chain with the clutch a wet multi-plate unit. An internal gear position sensor is also used to allow the Vulcan’s ECU to make adjustments to the ignition and fuel injection to further improve the engines performance. The back brake required a little more work, as I had to lift my foot, but there is plenty of extra stopping power with good feel before it locks up.

Carrying on to the rear of the bike, power is taken from the gearbox to the rear wheel via a new belt drive system. After so many years of shaft drive, this a departure for Kawasaki and I for one applaud, feeling shaft drive takes away from the look of a cruiser. The swing arm is a twin-sided steel unit with a single directional shock. Adjustable for pre-load and rebound damping, it offers 99mm of travel.

Last, but certainly not least, is the massive 200/60R-16 rear tyre wrapped around a cast alloy wheel, the largest ever used on a production V-twin cruiser. It doesn’t look abnormally large, because the rest of the bike is so big, but I did wonder if it would make for awkward handling. Once in the saddle I completely forgot about it, as it has no negative effects on the bike’s handling what so ever. Attached to the rear wheel in keeping with the big theme, a 320mm rotor gets a two-piston caliper to get you quickly and safely to a halt when needed.

Up at the front end, a similarly stylish 16-inch alloy wheel gets a wide 150R/80R-16 tire and a pair of 300mm rotors spinning between two, four-piston calipers. These are very nicely set up with smooth, strong braking available with very little effort from the adjustable lever. The beefy 49mm forks also do a great job, giving a super smooth ride without suffering from excessive dive under hard braking. There is no adjustment, and the trusty spec sheet lists 150mm of travel.

Armed with a large amount of facts and information, we headed out into the California sunshine to take the bikes for a ride. I picked out the purple bike and hopped on. Wow! I don’t think I have ever sat on anything, except a Boss whatever it is, that had such a large gas tank. It just seemed to stretch away for ever in front of me, ending in a sea of chrome from the headlight nacelle.

Grabbing the super wide bars, I hauled the big twin upright and fired the engine. The low, low 690mm seat height had me sitting comfortably, feet very flat on the floor as the engine warmed up, thumping away merrily through it’s twin pipes. Then, it was off to the freeway to enjoy a day in the saddle on a scenic 150 mile round trip that would see us ride a variety of different roads.

Within minutes I felt right at home. Sitting comfortably with my feet up, just as the doctor ordered, we rolled south on US 101 for 30 miles, enjoying the warm morning air and the exciting sights and sounds. Ahead of me a long line of Vulcan cruisers twisted its way along the two-lane highway and we made good time with the speedometer nudging 80mph (130kph) on occasion. At this speed in fifth the big cruiser is just loping along, and the lightest twist of the throttle has the bike surging, urgently forward.

Tom Orbe told us that the new 2004 Vulcan would out accelerate any current production cruiser in each of its five gears. Dropping down a cog or two and twisting the fast forward control, I have no reason to question this either: This bike just plain romps. It pulls so hard from any rpm, it is hard to accept the bike is a cruiser. The intake roar on full throttle sounds more like a muscle car than a motorcycle and will have you running up the gears on full throttle just to listen the awesome sound.

We next took a little of the Pacific Coast Highway before getting into some traffic and taking a break at a local gas station. The bike manoeuvres so easily, it is hard to imagine it weighs some 332kg and sits on a 1,735mm wheelbase. I did have one minor area of complaint, manoeuvring the bike when the handlebars are on full lock. It takes a little muscle to get them turned, due to the relaxed rake of the front end and the fat contact patch of the front tire. Smaller, lighter riders may have a bit of trouble here, but bear in mind this is a very big bike.