I’ve been riding sportier bikes for years now. I was super curious about the Kawasaki Vulcan S. This is a unique cruiser that blends sporty DNA. It offers laid-back cruiser comfort too. First came out back in 2015. It has gotten pretty popular for its 649cc parallel-twin engine. This engine is borrowed from Kawasaki’s Ninja 650. The bike features a rider-friendly design.
One of the first things that caught my eye was the low seat height. It sits at just 27.8 inches. It also has this adjustable ergonomics system. I’ve mainly ridden sportier machines before this. I really wanted to see if the Vulcan S would connect with me on the road. Would it deliver the sporty performance I love? Could it still give me that cruiser comfort? I took it out for a long test ride. I’m gonna share EVERYTHING about the experience. This includes my personal riding impressions. I’ll also compare it to the Yamaha Bolt. The Honda Rebel 500 comparison is included too. That Harley Street 750 will be discussed as well.
Throwing a leg over the Vulcan S for the first time, i immediately noticed how low and inviting the seat felt. I’m 5’9″ with a medium build, and I could easily flat-foot at stops, which honestly gave me tons of confidence when maneuvering around parking lots and dealing with traffic. (If ur on the shorter side, you’ll LOVE this – another tester mentioned the Vulcan’s 27.8-inch seat height “was a boon around town” when constantly stopping and starting.)
Before heading out, the dealer helped me try Kawasaki’s ERGO-FIT® system – which is honestly a game-changer. You can adjust the footpegs, handlebar, and seat to fit YOUR body type. With 18 possible configurations between Reduced Reach, Mid Reach, and Extended Reach setups, the bike can literally fit riders of all sizes at no extra cost (seriously). For me, the standard “Mid Reach” position felt just right – relaxed reach to the bars and comfortable foot placement. It was pretty obvious that Kawasaki designed this bike to make riders feel immediately at home, and I definitely felt that “perfect fit” sensation as I rolled out of the dealership.
My first few miles took me through city streets with annoying stop-and-go traffic. The bike’s balance and low center of gravity really stood out to me; it almost felt “like riding a bicycle” in how easy it was to handle (which one reviewer perfectly described). I could flick the Vulcan S through lane changes and tight turns with hardly any effort – not something you can say about most cruisers!
The only thing that caught me off guard was the throttle response at low speeds: the 649cc twin has a peppy throttle that can be a bit abrupt or “light-switchy” in the lower gears around town. Took me a little while to adjust and smooth out my inputs. Once I got used to it, the Vulcan S was super manageable, but worth noting that the fuel injection is tuned on the sharp side – great when you want quick acceleration, but occasionally jerky when trying to feather the gas in slow traffic.
When I hit the open highway, I twisted the throttle and the Vulcan S surged ahead with this smooth but assertive pull. Kawasaki clearly tuned this parallel-twin for usable low- to mid-range torque, and you can really feel it. The power delivery is very linear and rider-friendly, with no weird spikes – perfect for newer riders building confidence, but still engaging enough for experienced riders like me. The strong midrange meant merging onto the freeway and passing other vehicles was easy peasy – the Vulcan S has this satisfying bit of “go” when you roll on the throttle in the mid RPMs.
By the time I exited the highway onto some twisty backroads, I was already connecting with this machine – it felt predictable, planted, and fun, whether cruising at 60 mph or leaning into curves.
At the heart of the Vulcan S is a 649cc liquid-cooled parallel-twin engine. It shares this with Kawasaki’s sporty models like the Ninja 650 and Z650. On paper, it makes around 61 horsepower at 7,500 rpm. It also produces 46.3 lb-ft of torque at 6,600 rpm (according to Kawasaki’s claims). In real-world riding, this engine gives the Vulcan S a huge advantage. It revs more freely than typical cruiser engines. It feels WAY more energetic than larger-displacement but low-revving V-twins in cruisers.
Kawasaki has tuned this engine for smooth, responsive performance. The focus is on low and medium RPM ranges to better suit cruiser riding. From my experience, that tuning translates to excellent throttle response. The bike offers strong pull off the line – launching briskly from stoplights. It doesn’t need high revs to move quickly. It doesn’t stumble or lug at low RPM. There’s enough torque down low that you can short-shift easily. You can ride the wave of midrange grunt, which is ideal for relaxed cruiser riding.
Once past the initial low-speed throttle abruptness, the fueling is well-mapped. Acceleration is smooth and steady throughout the rev range. The engine has a pleasant, muted growl that hints at sportiness. The sound isn’t obnoxious like some cruisers can be. This parallel-twin is notably refined thanks to its balance shaft. There’s minimal vibration even when revved out completely. It’s happy to spin up to redline if needed. Most of the time I shifted around 6-7k RPM where the engine feels strongest. Winding it out towards redline adds a bit more acceleration.
This roughly matches the peak horsepower specification. The Vulcan S’s character is more about mid-range punch than top-end rush. It’s not a high-strung sportbike engine despite its origins. It’s been civilized for cruiser life, delivering just enough excitement. Testers praise this engine as “a well-engineered mill”. They note its “smooth output of usable power across its rev range”. It offers enough pep to be fun for experienced riders. Yet it’s not so powerful as to overwhelm newer riders.
On the highway, the Vulcan S can comfortably maintain 70+ mph. It still has some throttle in reserve at those speeds. Cruising at 75 mph was around 5,500 RPM in top gear. This is a smooth affair with no buzzing in the grips. If you need to overtake, a quick downshift to 5th provides confident acceleration. Even staying in 6th works if you plan your pass ahead. Kawasaki highlights the strong acceleration for highway merging and passing. I definitely found this claim to be true in practice. The bike never felt underpowered in typical riding. Its top speed exceeds 100 mph, plenty for a cruiser. Not that you’ll do that often on a wind-blasted naked bike!
The powerband is very user-friendly with no surprises. There’s just a gentle surge that builds to a respectable punch. This forgiving nature makes it great for riders upgrading from smaller bikes. It still entertains experienced riders with its “spirited engine performance”. One small quirk appears at very low RPM (below 3k). The engine can chug if you try full throttle there. This is a common trait in parallel twins.
The dual throttle valve fuel injection regulates airflow well. It’s designed for a natural, linear response throughout the rev range. Aside from on/off throttle sensitivity in first gear, the fueling is well sorted. The Economical Riding Indicator lights up during fuel-efficient riding. This encourages a lighter throttle hand for better mileage. In my experience, the Vulcan S returns 50-55 mpg when ridden moderately. This drops to the 40s if you’re really pushing it hard. With a 3.7-gallon tank, you get 150-180 miles before reserve. That’s pretty decent range for a cruiser of this size.
Overall, the engine of the Vulcan S is a standout strength: it’s lively enough to put a smile on your face, yet tractable and smooth enough for relaxed cruises. It bridges the gap between a sportbike and a cruiser engine, providing “more than capable propulsion” for a bike of this class.
One of the biggest surprises during my test ride was how well the Vulcan S handles. Traditionally, cruisers (especially those with a longer rake and low stance) are not known for sharp handling, but Kawasaki clearly engineered the Vulcan S to break that stereotype.
The bike features a 31° rake and a long-ish 62-inch wheelbase, but thanks to its relatively low weight (~498 lbs wet) and a fine-tuned chassis, it behaves MUCH lighter than the spec sheet would suggest. Kawasaki Europe notes the “low overall weight, 18″/17″ radial tires and suspension settings result in a bike with light, easy handling and maneuverability”, and I can totally confirm this claim. Diving into corners on a twisty road, the Vulcan S felt planted and confidence-inspiring.
The wide handlebar gives u good leverage, and the bike transitions from side to side with an ease that’s almost sportbike-like. In fact, an enthusiast reviewer described the Vulcan S as “low, light and nimble… handles with great ease”, only limited by the footpegs touching down when pushed hard. I didn’t scrape the pegs during my ride until I deliberately tried a very tight roundabout at speed – the clearance is reasonable for normal riding, but aggressive riders will find the limits as with any cruiser.
Stability is another strong point. The combination of a slightly stretched wheelbase and low center of gravity means the Vulcan S tracks smoothly through sweepers and doesn’t get easily upset by mid-corner bumps. Around town, the easy low-speed handling makes U-turns and weaving through traffic stress-free – a welcome trait for less experienced riders. The 18-inch front wheel (unusual in a class where 19″ or 21″ fronts are common) likely contributes to its quick steering response, while the 17-inch rear with a 160mm tire gives a good contact patch without making the bike feel sluggish to turn. The overall feeling is that Kawasaki struck a great balance: the Vulcan S is responsive and “lithe” in its handling manners, yet it doesn’t feel twitchy or overly sporty – it’s just easy and enjoyable to ride.
When it comes to braking, the Vulcan S is equipped with a single 300mm disc up front, clamped by a two-piston caliper, and a 250mm disc at the rear. My test bike had the ABS option (which I seriously recommend; Kawasaki offers ABS on the Vulcan S for an extra $550 or so, and trust me it’s money well spent). The feel at the front brake lever is moderate – the initial bite is soft, requiring a firm squeeze for harder stops. In everyday riding, I found the front brake adequate for shedding speed, and the rear brake is useful for adding stability when slowing from low speeds.
However, if ur coming from sport bikes or even heavier cruisers with dual front discs, you’ll definitely notice that the Vulcan S’s single front disc “leaves something to be desired in the stopping department”. It’s not that the brakes are bad – they get the job done and the ABS ensures you can brake confidently without lock-up – but there isn’t a ton of excess braking power in reserve. One industry reviewer noted they “could use a second front brake disc” on the Vulcan S, and I totally share that sentiment especially if you plan to ride two-up or carry heavy loads.
For solo riding and casual cruising, the brakes are sufficient, just not particularly high-performance. The upside of the ABS is that in an emergency, you can grab a handful of lever (and stomp the pedal) and “slow your roll without fear of locking up and washing out” – a reassuring safety net.
During my initial ride, I did encounter one issue: over a series of sharp bumps in the road, I felt the rear suspension bottom out uncomfortably. This was a clear sign that the rear shock preload was set too soft for my weight (about 180 lbs with gear). The Vulcan S has a lay-down offset rear shock with linkage and 7-step preload adjustment, but out of the factory it was only on a low preload setting. A quick inspection confirmed it was only on the second-softest setting.
Adjusting the preload on this bike requires a spanner wrench, which, oddly, is not included in the otherwise nifty under-seat toolkit. With a bit of improvisation (borrowing a tool from another bike’s kit), I dialed the shock up a couple of notches firmer. OMG the difference was immediately noticeable – the next ride had far less jarring over bumps, and no more hard bottom-outs. So, if you buy a Vulcan S, definitely take the time to set the rear suspension sag for your weight; it transforms the ride from harsh to comfortably compliant.
The front suspension is a conventional 41mm telescopic fork with about 5.1 inches of travel. It is non-adjustable, but I found it well-tuned for general riding – it soaks up minor bumps fine and only feels a bit springy if you brake very hard (a second front disc would likely necessitate a stiffer fork setup). For a cruiser in this price range, the suspension is on par: “basic but gets the job done”, as one review summarized.
Overall, the Vulcan S delivers a confident and enjoyable handling/braking package for a mid-size cruiser – it rides lighter than it looks and stops with adequate power, making it an easy bike to control in any situation.
Ergonomically, the Vulcan S is engineered to be a people-pleaser. The standout feature is Kawasaki’s ERGO-FIT® adjustable ergonomics system, which truly sets the Vulcan S apart from competitors. Upon purchase, a dealer can configure the bike with different seats, footpeg positions, and handlebar reach to best suit your body type – whether you’re short (under 5’6″), tall (over 6’1″), or somewhere in between.
There are three seat options (Reduced Reach, Mid Reach, Extended Reach), three peg positions, and two handlebar options, yielding 18 possible fitting combinations. This means that unlike many off-the-shelf bikes, the Vulcan S can feel like it was “custom built” for you right from the showroom floor.
In my case, I tried the standard (Mid) seat and peg position first. I’m of average height, and as expected it was nearly spot-on – my knees had a comfortable bend and my arms reached the bars with a slight bend in the elbows, a relaxed posture. Out of curiosity, I also tried the Reduced Reach seat, which is sculpted to sit the rider closer to the tank. It indeed brought me a bit closer, but I found it a tad constricting, as if I couldn’t move around as much on the seat (a sentiment echoed by another tester who ultimately preferred the Mid Reach seat after trying the Reduced one).
For most riders in the average range, the stock setup will likely be fine, but it’s fantastic that Kawasaki provides options for those who need it – long-legged riders can opt for the Extended Reach to avoid cramped knees, and shorter riders can get closer control with Reduced Reach, all at no additional cost when buying new.
The seating position on the Vulcan S is best described as “feet-forward, arms-out” cruiser posture with a twist of sportiness. The footpegs are forward-mounted (as is typical for cruisers), but not excessively so – you’re not in a full lounge-chair sprawl; it’s a moderate reach that still gives a sense of control. The handlebars pull back towards you, making for an easy reach, and they’re high enough that you’re not leaning forward much at all. Essentially, you sit upright with your back straight.
I found the position natural and comfortable for city and moderate-speed riding. One rider quipped that the seat height was so low it felt like “sitting on my childhood tricycle”, but also praised that the seat “wraps my bottom like a Huggies diaper” – meaning it’s well padded and supportive. I’d definitely agree that the seat is plush for short-to-medium rides and holds you in place nicely. It’s slightly bucketed, which means you don’t slide around (great for feeling secure), but the flip side is you can’t shift your seating position a whole lot on longer trips.
After about two hours in the saddle, I noticed a bit of stiffness, which was my cue to stretch and walk around. For context, I don’t consider this a flaw – two hours continuous is pretty good before discomfort, and a quick break every couple hours is standard fare on any cruiser.
One thing to keep in mind is that without a windshield or fairing, the wind blast at highway speeds will be significant. At 70+ mph, I felt the wind pushing against my chest and it requires a decent amount of rider strength to hold on if you maintain those speeds for long durations. The feet-forward stance exacerbates this because you can’t easily brace with your legs; as a result your lower back and glutes take the brunt of stabilizing your body against the wind.
After an hour on the freeway, I noticed some fatigue in my lower back. This isn’t unique to the Vulcan S – it’s common on naked cruisers. The simple solution for those planning longer highway stints is to invest in a windshield or flyscreen to deflect wind, and perhaps a backrest (Kawasaki offers an accessory passenger backrest that some solo riders also use as a rider backrest when riding alone). With such additions, the Vulcan S could be a light-duty tourer. Without them, it’s best enjoyed at leisurely speeds or with frequent breaks on longer trips.
On surface roads and backroads, comfort was excellent; the neutral posture kept fatigue at bay, and the “rider triangle” (the relationship between bars, seat, pegs) felt just right, giving a sense of being in the bike rather than perched on top of it.
An ergonomic detail I really appreciated was the inclusion of adjustable clutch and brake levers. Both levers can be dialed closer or farther from the grips to suit different hand sizes – a small touch that can greatly improve comfort and control, especially for riders with smaller hands who might otherwise struggle with reaching standard levers.
The handlebar width is fairly wide, which as mentioned aids in handling, but it’s not so wide that it becomes a stretch. In urban riding, the bar width was still narrow enough to filter between cars easily (a bonus for those in places where lane-filtering is legal). The mirrors are another plus: they’re set wide and high enough to give a good view past your shoulders, and they remained relatively vibration-free even at highway speed – likely thanks to the smoothness of the parallel-twin engine.
In summary, Kawasaki nailed the ergonomics on the Vulcan S. The bike feels purpose-built to make the rider comfortable and confident, whether you’re on a quick errand or a day-long cruise. Short riders will love the accessibility, tall riders can be accommodated with adjustments, and average riders like me can basically “set and forget” and enjoy the ride. Just keep in mind that for extended freeway travel, you may want to accessorize for wind protection and consider a stretch break for your back now and then. For everyday riding and spirited weekend jaunts, the Vulcan S offers a very satisfying combination of comfort and control.
Looks are subjective, but the Kawasaki Vulcan S definitely breaks from cruiser tradition in its styling. It does this in a good way. Instead of chrome and classic Americana, the Vulcan S has a modern, urban aesthetic. It features many blacked-out components and a distinctive shape.
In Kawasaki’s own words, it has a “flowing style with a long-and-low stance and modern elements.” These include the original headlamp and cast wheels with a five-spoke pair design. This gives it very non-traditional cruiser looks. The first thing that draws your eye is the headlight. It has a unique spade or bullet shape that sets it apart from generic round lamps. It gives the bike a bit of a futuristic or sporty face. This subtly reminds you that there’s sportbike DNA under the skin.
The fuel tank is sculpted and flows nicely into the seat. On my test bike, the tank was painted in a Pearl Matte Sage Green. It had Metallic Flat Spark Black accents. This color scheme was offered for the ABS model. It got several compliments during my ride. Kawasaki tends to offer fresh color options each year. These range from bright orange or green in earlier years to more subdued earthy tones in recent models. The finish on the paint is excellent. The fit-and-finish of the bike overall is also excellent. Cables and wires are neatly tucked or routed with clamps. These are “fasteners that serve both form and function,” as one reviewer observed. They praised Kawasaki’s attention to detail in build quality.
The engine is blacked out. Interestingly, Kawasaki added some mock cooling fins on the engine casings. This gives a nod to classic air-cooled engines. It’s a purely aesthetic touch since the engine is liquid-cooled. But it does add texture to the appearance. It avoids the big featureless block look. The exhaust is a low-slung unit that runs along the right side. It ends in a triangular-ish muffler. It’s finished in matte black with a chrome-ish guard. The exhaust note is not loud. It’s a subdued purr with a bit of a parallel-twin drone at higher revs. Enthusiasts who want more sound usually opt for an aftermarket slip-on muffler.
The rear end of the Vulcan S is perhaps where opinions diverge. It carries a rather chunky rear fender. This is especially true on models fitted with the optional passenger seat. This extends the fender line. The fender’s width can make the 160mm rear tire look a bit narrow from some angles. On the standard solo-seat setup, the fender visually integrates with the rider’s seat. This gives a bobber-esque solo look. I personally find this clean and attractive.
However, if you add the passenger seat, the bike gains a more typical cruiser silhouette. The passenger seat is a straightforward bolt-on. It creates two-tiered seating. The fact that the Vulcan S comes standard as a solo-seat cruiser underscores its solo rider focus. One thing I particularly like is the rear shock placement. It’s offset to the right and nearly horizontal. This becomes a styling element of its own. It’s visible in the gap under the seat. It’s painted silver on my bike. This adds an interesting mechanical detail to the right side profile.
From the side, the Vulcan S has a swooping line from the headlight. It goes through the tank and down to the rear axle. This gives it a bit of sporty dynamism compared to other cruisers. Most cruisers have a level line. The wheels are 5-spoke alloys that look modern. They are easier to keep clean than wire-spoke wheels. They also accommodate tubeless tires. The overall impression is that the Vulcan S is a contemporary cruiser. It might appeal to those who aren’t into the retro look. It’s somewhat reminiscent of the Honda Rebel’s approach to style. Both are largely blacked-out and modern. But the Vulcan S is larger and has more presence.
It definitely stands out when parked next to more traditional cruisers. People may not even realize it’s a Kawasaki at first glance. This is because it doesn’t follow the typical Vulcan styling cues. The typical Vulcan has big valanced fenders and chrome.
The instrument cluster sits atop the handlebars in a neat, small pod. It features an analog tachometer with a classic needle. This is a nice touch for those of us who like to see RPM. It also has an LCD screen for the speedometer and other info. The LCD displays speed with big, clear digits. It includes a fuel gauge, odometer, dual trip meters, clock, and even an estimated fuel range.
However, some of the info is in rather small font. Being set a bit far forward, it can be hard to read the finer details at a glance. During daytime, I had no issue seeing the speed. But at night the backlight is bright. The blue glow of the tachometer needle is particularly eye-catching. It’s almost too much so. It draws your eye down more than it should. It’s a minor nitpick. Overall, the instrument cluster is functional. It fits the bike’s blend of modern and classic styling.
In terms of quality, the Vulcan S feels solid. There were no odd rattles or loose bits on my ride. The switchgear on the handlebar is standard Kawasaki fare. It’s not overly fancy, but tactile and well-made. Some might find the abundance of plastic covers a bit cheap. These include the radiator shrouds and some trim pieces. But those are well-finished in matte or gloss black. They don’t detract from the look unless you crave chromed metal everywhere. For a bike at this price point, Kawasaki delivered stylish design with good build quality. This is backed up by the fact that the Vulcan S still looks fresh. Even after years on the market, it hasn’t aged badly at all.
When it comes to tech and features, the Vulcan S is straightforward and focused on the essentials. This is not a bike brimming with electronic rider aids or cutting-edge gadgets – and that’s perfectly in line with its mission as an accessible cruiser. Here’s a rundown of what you get:
One thing Kawasaki emphasizes in their marketing is that the Vulcan S does not sacrifice performance or ride quality for style. In terms of technology, that translates to sticking with proven mechanical components (like the sport-derived engine and a basic but effective suspension) rather than introducing complex electronics.
There are no selectable ride modes, traction control, or cruise control – features that are becoming common on bigger or more expensive bikes, but not expected in this class. Personally, I didn’t miss any of those on a bike like this; the Vulcan S’s charm is in its simplicity and direct rider connection. You start it up with a simple press of the starter, you ride without any menu to toggle through, and you get raw feedback from the road and engine – which is exactly what many enthusiasts want from a cruiser-style bike.
One could argue the most significant “technology” on the Vulcan S is actually the ERGO-FIT customization we discussed, as it involves interchangeable hardware to fit the bike to the rider – a human-centric tech, so to speak. Kawasaki also offers a “Cafe” model in some years which isn’t tech in the electronic sense, but rather a styling and comfort package (including a tinted mini windscreen/deflector). We’ll touch on that next.
In summary, the Vulcan S keeps things simple and user-friendly on the tech front. It has all the essential modern features (fuel injection, ABS option, etc.) to ensure a smooth and safe ride, but it avoids any unnecessary complications. This straightforward approach not only makes the bike easy to maintain (less to go wrong) but also keeps the price very reasonable for what you get – reinforcing that value-for-money aspect that is a big part of its appeal.
Kawasaki has clearly thought about personalization with this model. Beyond the ERGO-FIT adjustments for ergonomics, there is a range of factory accessories and a healthy aftermarket for the Vulcan S, thanks to its popularity over the past decade.
Factory Accessories: If you plan to do any two-up riding, note that the standard Vulcan S comes as a single-seater. The rear portion of the seat cowl is actually a hard cover on many trims, and there are no rear footpegs out of the box. Kawasaki made the decision to give the bike a clean solo look (and likely to hit a price point), but you can easily add passenger accommodations.
The official Kawasaki passenger seat costs about $187.95, and the passenger footpegs about $101.95. They bolt right on to pre-designated points. I added these to my test bike when I planned a short ride with a passenger, and the process was straightforward (though you’ll need basic tools). If you intend to regularly carry a passenger, factor in this additional cost. And for passenger comfort or extra security, Kawasaki offers a passenger backrest for around $300. It’s a nice sissy bar style backrest that can also provide a convenient handle for strapping a tail bag. With these additions, the Vulcan S transforms into a capable two-up machine, though keep in mind with two heavier people the limits of that single front brake and the need to dial in rear shock preload.
Another popular Kawasaki accessory is the Vulcan S Café kit, which, as mentioned, usually includes a small tinted wind deflector (headlight cowl), and sometimes special graphics or a unique three-tone paint scheme. For example, one year’s Café model had a signature tank badge and sporty stripe graphics. The price premium for the Café package is around $200 over the base model, but interestingly Kawasaki often paired the Café trim with the non-ABS version.
In 2023, the Vulcan S Café came without ABS and cost about $750 more than the non-ABS base, making it a bit of a harder sell. Personally, I agree with reviewers who say getting ABS is more important than the Café cosmetics if you have to choose. Of course, if you love the look, you could always add a similar flyscreen later. There are also Kawasaki accessory options for luggage, such as soft saddlebags and mounts, a tank bag, and a rear luggage rack. While the Vulcan S isn’t a full dresser by any means, you can outfit it to carry a weekend’s worth of gear for trips.
For those looking to tour, Kawasaki offers an extended windshield accessory, which provides more wind protection than the tiny Café flyscreen. Combine that with a comfortable extended reach seat (for tall riders) or perhaps an aftermarket touring seat, and the Vulcan S can handle longer journeys. Heated grips aren’t in the Kawasaki catalog for the Vulcan S as far as I know, but aftermarket kits can be installed for riders in colder climates.
Aftermarket & Custom Scene: Since the Vulcan S has been around for a while and has been sold globally, a lot of aftermarket companies make parts for it. You’ll find everything from exhaust systems (for more sound/performance) to cosmetic upgrades like integrated tail lights, handlebar swaps (some people go for drag bars or mini-apes to change the look/ergonomics), and even forward control extensions for those who want the pegs even further forward.
There’s a bit of a custom “sport cruiser” scene around this bike; some owners lean into its modern look and add LED underglow lights, etc., while others try to give it a more retro spin (I’ve seen one with a round headlight conversion and wire wheels, for instance). The frame and core styling remain the same, but the bike is a good canvas for personalization.
Given that eight years have passed since the Kawasaki Vulcan S was introduced, there are “plenty of cool and usable thingamajigs with which to accessorize the bike and make it your own,” as one veteran reviewer noted. That statement rings true – you can really tailor this bike not just in fit, but also in function and style. Whether you want a mini-bagger with saddlebags and a windshield, a stripped-down bobber look, or a sportier street cruiser, the options are out there.
Even the competitors have varying degrees of customization: the Yamaha Bolt, for instance, was often marketed with different trims (like R-Spec, C-Spec café racer style, etc.) and has a lot of bobber customization potential; the Honda Rebel series is hugely popular among custom builders for its simplicity; and Harley’s Street 750 has the whole Harley aftermarket universe (though not as extensive as the big twins).
In comparison, the Vulcan S’s customization niche is ergonomic adaptability and practical add-ons more than radical stylistic changes – it’s designed to be your bike, your way, but always rideable and balanced. Kawasaki clearly wanted owners to feel the bike can grow and change with them.
In the mid-size cruiser/sport-cruiser segment, the Vulcan S faces competition from a few notable bikes: Yamaha’s Bolt, Honda’s Rebel 500, and Harley-Davidson’s Street 750. Each of these bikes takes a slightly different approach to the same goal: providing a manageable, stylish cruiser for new and intermediate riders. Let’s see how they stack up in key areas:
To start, here’s a quick comparison table of some core specs for the Vulcan S and its rivals:
| Motorcycle | Engine (Type) | Power (HP) | Torque | Weight (Wet) | Seat Height | MSRP (USD) |
|---|---|---|---|---|---|---|
| Kawasaki Vulcan S | 649cc parallel twin, EFI | ~61 hp @ 7500 rpm | 46.3 lb‑ft @ 6600 rpm | 498 lbs (226 kg) | 27.8 in (706 mm) | $7,349 (base) / $7,899 (ABS) |
| Yamaha Bolt R-Spec | 942cc 60° V-twin, air-cooled | ~65 hp @ 5500 rpm | 59.3 lb‑ft @ 3000 rpm | 542 lbs (246 kg) | 27.2 in (692 mm) | $8,899 (ABS) |
| Honda Rebel 500 (CMX500) | 471cc parallel twin, EFI | ~46 hp @ 8500 rpm | 32 lb‑ft @ 6000 rpm | 414 lbs (188 kg) | 27.2 in (692 mm) | $6,799 (ABS model) |
| Harley-Davidson Street 750 | 749cc 60° V-twin, liquid-cooled | ~56–68 hp (claimed) | ~47.9 lb‑ft @ 4000 rpm | ~503 lbs (228 kg) | ~28.0 in (711 mm) laden | ~$7,599 (last MSRP) |
Sources: Kawasaki, Yamaha, Honda official specs and media tests. (Note: Harley-Davidson no longer produces the Street 750 as of 2021, so figures are from its last model year; HP varies by source.)
Looking at the numbers, a few things stand out:
Now, beyond the specs, how do they compare on the road and in character?
If you’re cross-shopping the Vulcan S and the Yamaha Bolt, you’re deciding between two different philosophies. The Yamaha Bolt is very much a traditional cruiser. It has that Harley Sportster-esque look with a big air-cooled V-twin. It features belt drive and minimalist old-school instrumentation. Yamaha even calls it a “Sport Heritage” model. This emphasizes the classic bobber style.
Performance-wise, the Bolt’s big 942cc V-twin gives a massive low-end punch. Peak torque comes at just 3,000 rpm. This means you get instant pull off the line. In city riding, the Bolt feels torquey at low revs. It signs off early and doesn’t like to rev past mid-range. The Vulcan S has a smaller high-revving twin. It doesn’t have that immediate grunt of the Bolt. But it revs out more freely and smoothly. In a drag race from a stop, the Bolt might jump ahead initially. This is due to its 59 lb-ft shove. The Vulcan S will wind out and likely keep pace. It might even overtake as speeds climb. The Vulcan has higher peak HP and a 6-speed gearbox. The Bolt has only a 5-speed.
Handling and comfort: The Bolt weighs about 40 lbs more than the Vulcan. This extra weight makes it a bit less nimble. It has a 29° rake and slightly shorter wheelbase than the Vulcan. The heavy engine sits higher in the frame. Air-cooled engines are bulkier and give it a different feel. The Bolt is stable on straights and gentle curves. When roads get twisty, the footpegs or exhaust will scrape sooner. It doesn’t have the same light turn-in as the Vulcan S.
One expert wrote that the Bolt offers “confidence-inspiring handling” within the cruiser realm. This is true – it handles well for a traditional cruiser. The Vulcan S feels more agile and sportier in comparison. The Bolt’s seat height is slightly lower at 27.2 inches. It feels low slung, which helps with flat-footing at stops. Its seat is reasonably comfy. The ride is firmer due to less suspension travel. This is common with its bobber style. The riding position is classic cruiser: feet forward, hands up. There’s no adjustable ergonomics on the Bolt. What you see is what you get, aside from aftermarket mods.
Features: The Bolt is fairly bare-bones. It has ABS and that’s about it for modern aids. There are no fancy electronics. It uses a belt drive, which is a plus for low maintenance. The Kawasaki Vulcan S uses a chain drive. This means periodic cleaning and lubing. This is a minor chore that some cruiser folks aren’t used to. Most cruisers use belts or shafts. In maintenance, the Bolt wins for ease (belt). The Vulcan’s chain might give slightly crisper power transfer. The chain is also cheaper to replace when the time comes.
Styling: This is subjective – the Bolt has a more classic “Urban bobber” look. It features a chunky tank, solo seat, and blacked-out engine. The cooling fins are visible. It looks more like a traditional cruiser. The Vulcan S is a modern-looking cruiser with a unique flair. If you want people to know you’re on a “cruiser” at first glance, choose the Bolt. If you prefer to stand out with a non-traditional cruiser, pick the Vulcan.
In sum, rider profile: Different riders will prefer different bikes. If you prioritize raw low-end torque, choose the Bolt. If you love a rumbling V-twin feel and traditional styling, the Bolt appeals. It’s also a bit more expensive. The Vulcan S offers better all-around performance at higher revs. It provides lighter handling and customizable fit. Reviewers note the Vulcan S is one of the easiest cruisers to ride. The Bolt is one of the most characterful in its class. Your choice depends on your preference. Do you want a modern sport-cruiser or a retro urban cruiser?
The Honda Rebel 500 is a fantastic bike in its own right, but it’s more entry-level than the Vulcan S. With a 471cc parallel twin making ~46 hp, the Rebel 500 is often recommended as a first motorcycle. Everything about it is tuned for ease: the power delivery is very gentle (even softer than the Vulcan’s, which itself is friendly), the weight is light (~80-90 lbs lighter than the Vulcan), and the seat is similarly low.
If you were to ride the Rebel 500 and Vulcan S back to back, the Kawasaki Vulcan S would feel like a significant step up in power and stability. The Rebel’s smaller engine means on highways it can feel a bit buzzy or stretched near its top end – it can cruise at 70-75, but it’s closer to its limits there, whereas the Vulcan S is just getting into stride at those speeds.
Performance: The Kawasaki Vulcan S simply outclasses the Rebel in acceleration and top-end. That said, the Rebel’s 0-60 time is respectable for a 500 and fine for city commuting. But try to pass a semi on the Rebel and you’ll be wishing for the Vulcan’s extra 15 horsepower. The Rebel’s parallel twin also has a different firing order (180° crank) so it sounds more like a classic twin pulse, whereas the Vulcan’s 180° is similar (both are 8-valve DOHC designs). They sound somewhat similar, actually, but the Vulcan has a deeper tone due to larger displacement.
Handling: The Rebel 500 is shorter and smaller – it feels almost toy-like (in a fun way) if you’re an experienced rider. It’s extremely easy to maneuver, even more so than the Vulcan S. For very small riders or those intimidated by weight, the Rebel is a winner. However, its suspension is basic, and being lighter, it can get a bit choppy on rough highways (you get bounced more). The Vulcan S, heavier and more planted, feels more substantial and smooth at speed. Both have similarly low seat heights (~27 inches), so both are great for inseam-challenged riders.
Comfort and Ergonomics: Here’s where an interesting difference lies: the Rebel has mid-mounted footpegs, not forward controls. So its riding position is more upright, almost standard-like with a hint of cruiser (feet slightly forward but mostly under you). The Vulcan S is definitely feet-forward. This means on the Rebel you can stand on the pegs a bit over bumps, and it’s a bit easier on the back at high speeds (since you can lean forward a touch into wind). The Rebel’s ergonomics, however, are not adjustable and the bike is quite compact. Taller riders (above 6′) often feel cramped on the Rebel 500 and may look a bit big on the bike. The Vulcan S, with ERGO-FIT options, can accommodate taller riders with the extended reach setup. So if you’re a big guy/gal, you might favor the Vulcan simply for the extra room.
Features: The Rebel 500 is also pretty basic. It has optional ABS, no other electronic aids. Its instrument is a very simple single round digital gauge (newer models even got an LCD with gear indicator in the Rebel, which is nice, but still minimal info). The Rebel’s charm is its simplicity and huge aftermarket (particularly cosmetic custom parts, since many people turn Rebels into bobbers or mini-choppers). Price-wise, a new Rebel 500 ABS is about $6,799, so roughly $1,100 less than a Vulcan S ABS. If budget is tight or you truly just need a city bike, that savings is significant.
Rider profile: If someone is a brand-new rider or very petite, the Rebel 500 is almost tailor-made for them. It’s one of the most approachable bikes out there. However, if you’ve got the basics down or anticipate doing more freeway miles or two-up riding, the Vulcan S provides a lot more capability and room to grow. Owners often start on a Rebel and after a year or two, trade up to something like the Kawasaki Vulcan S for more power.
The Vulcan S can be a first bike too (especially for a careful learner), but it’s a bit heavier and more motor to handle, so it’s often a second step. In head-to-head reviews, the Vulcan S often comes out as more versatile and exciting, whereas the Rebel is praised for being friendly and stylish. One isn’t strictly “better” than the other – it depends on your experience and use case. For an enthusiast considering these as new purchases, if you have any riding experience at all, you’ll likely appreciate the Vulcan’s extra performance. If not, the Rebel can be a great learning tool that you might trade up from eventually.
Comparing the Vulcan S to the Harley-Davidson Street 750 is interesting because, spec-wise, they are quite close – arguably the closest of this group. The Street 750 was Harley’s attempt to capture younger and new riders by offering a smaller, more affordable bike (it debuted around $7,499 MSRP which directly challenged the Vulcan S price in the mid-2010s). It has a 749cc liquid-cooled V-twin (branded the “Revolution X” engine) with performance that, on paper, is similar to the Vulcan: mid 50s HP (some say up to high 60s at the crank) and around 45-50 lb-ft of torque. It revs a bit higher than typical big Harleys and was tuned for urban rideability.
Engine and Performance: The Street 750’s V-twin has a very smooth fuel injection and is quite peppy – in fact, some riders were surprised at how quick it could be because it’s freer-revving than Harley’s bigger twins. In a straight line, the Vulcan S and Street 750 would be neck-and-neck. The Vulcan might edge it out above, say, 80 mph due to slightly more top-end power, but they’re close. One advantage of the Street 750 is a stronger low-mid range torque (47.9 lb-ft at 4k rpm) which gives it a solid pull from stops, much like a typical Harley feel but on a smaller scale. The Vulcan’s torque is a bit lower and comes at higher revs, so the Street feels gruntier at low RPM whereas the Vulcan feels more energetic at higher RPM.
Handling: The Street 750 has a similar rake (32°) and wheelbase (~60 inches) to the Vulcan, but it also has mid-mounted foot controls, which give the rider a more standard riding position (closer to the Rebel’s position than the Vulcan’s). This is unusual for a Harley, but it was aimed at agility. The Street 750 is nimble in city traffic, with a relatively low weight for a Harley (480-500 lbs). However, it had some limitations – the lean angles weren’t great, and suspension was basic. The Vulcan S likely outhandles it in sweeping turns due to a more sorted chassis; the Street was known to have a somewhat spongy fork and mediocre shock.
Also, early models had a bit of a braking issue – the Street 750’s single front brake was initially underpowered and there were reports of long stopping distances, which Harley improved in later years by upgrading to a better brake caliper (even the MCN review highlights basic equipment and a single disc). The Vulcan S’s brake, while also a single disc, didn’t have the same level of criticism; it’s average, whereas early Street’s front brake was below average until fixed. Both bikes offer ABS (though initially the Street 750’s ABS availability depended on market; later it became more widely available/standard).
Comfort and Ergonomics: The Street 750 has a seat height around 28″ unladen (and even lower when sat on, due to suspension sag). It feels very low too. Its seat and general ergonomics were fine for average riders, maybe a little cramped for tall folks (as mids can be), but many riders found the finish of the seat and small things like footpeg placement to be not as refined. The Vulcan S offers a more tailored fit with ERGO-FIT. The Street 750 has no such options, though a taller accessory seat or forward control kit might have been available aftermarket if desired.
Quality and Finish: Here the Vulcan S likely wins. The Harley Street series, being a cheaper line (made partly in India for non-US markets, and in Kansas City for US), had some build quality issues. Owners reported things like rusting or cosmetic wear and some mechanical niggles (fuel pump recalls in early models, etc.). The fit and finish was not up to the standard of Harley’s bigger bikes, which was a trade-off for the low price. Kawasaki’s build quality on the Kawasaki Vulcan S is generally very good – nothing fancy but solid and durable. So if long-term reliability and finish are a priority, I’d trust the Kawasaki a bit more (not that the Street is a ticking time bomb, but Harleys usually rely on premium finish and here it was clearly a budget Harley).
Brand and Image: This plays a role. Some riders will choose the Harley simply because it’s a Harley. It has that Bar & Shield badge on the tank, and for some, that’s important. Harley also has a vast dealer network and community. On the flip side, the Vulcan S might appeal to someone who wants performance and comfort without concern for brand cachet, or who maybe doesn’t vibe with the Harley scene/culture. The Street 750 was Harley’s attempt to create a new entry-level culture, but it met mixed success. It did well in some markets (it was quite successful in India, for example, where it was one of the more affordable larger bikes). In the US and Europe, it had lukewarm reception among enthusiasts, partly because the competition (like the Vulcan S) offered a better all-around package.
Interestingly, price when new was just about the same for Street 750 and Vulcan S ABS (mid $7k range). Now, since the Street 750 was discontinued (replaced by the more expensive Street Rod for a short time and then the parallel-twin 500cc Benelli-engine Harley 338 is on the horizon, but that’s another story), you’d only find used Street 750s. They tend to be cheaper second-hand than a Vulcan S of similar year, because of the aforementioned issues and discontinuation. If someone is considering used bikes, a Street 750 could be a bargain, but you’d want to do your homework on its maintenance.
Rider profile: If you want the Harley look/brand and a relaxed urban cruiser, the Street 750 fits that bill, but be aware it’s a somewhat stripped-down Harley. If you prioritize performance, refinement, and custom fit, the Kawasaki Vulcan S is a strong choice. Many riders who test rode both ended up favoring the Vulcan for its overall better brakes, smoother engine, and better suspension, whereas the Harley had a bit more character in engine feel and the name appeal.
Each of these competitors has strengths, but the Kawasaki Vulcan S strikes a compelling balance. It effectively splits the difference between the smaller, easy-going Rebel 500 and the bigger-displacement cruisers like the Bolt and Street 750. The Vulcan S offers nearly the power of the larger bikes while remaining as user-friendly (if not more so) than the smaller bike.
To highlight briefly:
The Kawasaki Vulcan S provides an impressive value proposition in the motorcycle market. With an MSRP around $7,399 for the base model (non-ABS) and about $7,899 for the ABS version in recent model years, it’s competitively priced, sitting in the middle of its competition. When you consider what you get – a robust 649cc engine, Kawasaki’s build quality, the unique Ergo-Fit system, and the overall versatility – it stands out as “a lot of bang for the buck”. In fact, one reviewer explicitly listed the Vulcan S’s value-for-money as a top pro, alongside its spirited engine and customized fitment.
Let’s break down the value versus each competitor:
Ownership costs: The Kawasaki Vulcan S should be relatively affordable to own. Insurance on a mid-size bike is usually reasonable (and because it’s not a supersport, many insurers give it a standard rate). Maintenance-wise, Kawasaki’s 649cc engine is known for its reliability and long service intervals (valve clearance check intervals are fairly wide, and many owners report going a long time with minimal adjustments needed).
The bike has a sealed chain which will need cleaning/lubrication every few hundred miles and replacement maybe around 15k miles (depending on care). Tires are common sizes (18″ front, 17″ rear) and not too expensive to replace. Fuel economy, as mentioned, can be in the 50 mpg range if ridden moderately, dropping to 40s if ridden hard. With a 3.7-gallon tank, you get a usable range of around 150-180 miles before reserve – quite acceptable for a cruiser (the Bolt’s tank is 3.4 gal for example, Rebel’s 3.0 gal, Street’s 3.5 gal).
One area to consider in value is that the Vulcan S, if bought new, includes that fitting service (Ergo-Fit at the dealer) typically as part of the deal. That means you can ensure you have the right seat and peg config before you ride off. With other bikes, if you find the fit isn’t great, you might end up spending extra on aftermarket seats, bars, or lowering kits, etc. Kawasaki’s approach potentially saves you money by getting it right from the start.
Warranty: Kawasaki offers a 12-month limited warranty standard (in the USA) and optional extended warranties. Harley’s came with a 2-year from the factory, and Honda/Yamaha also offer 1 year (with options to extend). Warranty is a peace of mind factor – nothing notably problematic has been reported en masse for the Kawasaki Vulcan S, so most owners just enjoy trouble-free ownership.
In terms of trust and brand, Kawasaki may not have the cruiser pedigree of Harley or even Yamaha’s Star brand, but they’ve built a trustworthy reputation with this model over years. Many Vulcan S owners are first-time Kawasaki owners and report being very satisfied with the quality and reliability (if owner forums and reviews are any gauge). It’s a bike that delivers exactly what it promises – an approachable cruiser that doesn’t compromise on performance.
Considering all the above, I’d conclude that the Vulcan S offers excellent value. It’s priced fairly and gives you a lot: an engine that can thrill, handling that inspires confidence, comfort that can be tailored, and styling that stands out. When factoring in the minor extra costs (if you need ABS or passenger add-ons), it still undercuts or matches rivals for a more refined package. It’s no wonder that for years, the Vulcan S has been considered a top recommendation in the mid-size cruiser category for those who want maximum versatility for their dollar.
I’ve spent substantial time with the Kawasaki Vulcan S. This includes both everyday riding and spirited adventures. I can confidently say it deserves its reputation. It’s one of the most well-rounded mid-size cruisers available today. Kawasaki packed a lot of experience into this bike. Their expertise shows through in every detail. You feel a special connection from the saddle. From my perspective, the Vulcan S quickly becomes a trusted companion. It’s easygoing when you want to relax. Yet it becomes eager when you crave excitement.
Performance-wise, the Vulcan S hits a sweet spot. The 649cc engine provides enough punch for seasoned riders. Yet it remains gentle at low speeds for newer riders. I never felt lacking when darting through city traffic. Highway overtaking was always confident. When pushed in the twisties, the bike rewards you nicely. It handles better than most cruisers in this style. Industry experts praise its “sportbike-derived chassis and sporty handling.” The single-disc brake setup is adequate but not outstanding. It works well enough with ABS. Riders who demand strong braking might want an upgrade. Given the target audience, it’s an acceptable compromise. Good riding technique can mitigate this limitation. Aftermarket pads are another potential solution.
Kawasaki hit a home run with comfort and design. The ERGO-FIT system isn’t just marketing hype. It genuinely makes the Vulcan S accessible to various riders. No competitor offers this level of customization. This gives the Vulcan S a huge advantage in ergonomics. I appreciated being able to fine-tune my setup. It makes the bike feel custom-made for you. This enhances rider confidence significantly. It also reduces fatigue on longer rides.
The Vulcan S styling is modern and distinctive. This may not please traditionalists. But it certainly turns heads everywhere. I grew to really like its unique appearance. It stands out among look-alike cruisers. It doesn’t sacrifice practicality for style. The seating position is well thought out. The controls feel natural under your fingers. The rider interface is intuitive and clear. Many small touches reflect Kawasaki’s attention to detail. Adjustable levers add customization. Clear indicator lights improve the riding experience.
The Vulcan S competes well against its rivals. These include the Yamaha Bolt and Honda Rebel 500. The Harley Street 750 is another competitor. The Vulcan offers more power than the Rebel. It provides better highway comfort too. It’s more agile than the Bolt. It’s more refined in its overall execution. It beats the Street 750 in reliability and versatility. The Vulcan S remains competitively priced against all these bikes. Each competitor might win in specific categories. The Bolt has stronger low-end torque. The Rebel has a lower entry price. But as a complete package, the Vulcan S is compelling.
This bike appeals to an unusually broad range of riders. Beginners can grow with it without feeling overwhelmed. They should exercise appropriate restraint at first. Intermediate riders will enjoy its sporty side. Even experienced riders find it satisfying. It’s perfect for anyone wanting a no-fuss cruiser with personality. One enthusiastic owner called it “the perfect balance of sport and cruiser.” It delivers satisfying power without ever feeling lacking.
A few areas could still use improvement. These are minor complaints overall. An extra front brake disc would help during aggressive riding. The throttle could be smoother at parking-lot speeds. Including the passenger seat as standard would be convenient. The bike has modern styling but could use some tech upgrades. An LED headlight would be a nice addition. A gear position indicator would enhance the dashboard. Perhaps Kawasaki will consider these in future models. These aren’t deal-breakers by any means. They’re more like items on a wish list.
In conclusion, the Kawasaki Vulcan S delivers an exceptional riding experience. It’s backed by Kawasaki’s engineering expertise. The motorcycling press has given it authoritative praise. It’s a trustworthy machine with proven reliability. Strong community reviews confirm its quality. It invites you to enjoy every ride. You’ll look forward to throwing a leg over it.
Any motorcycle enthusiast should consider the Vulcan S. This is especially true if you’re shopping for a midsize cruiser. It excels if you want performance, comfort, and customization. The Vulcan S should top your list. It manages to be many things at once. It’s beginner-friendly yet thrilling to ride. It’s laid-back yet remarkably agile. Above all, it offers outstanding value. After my thorough testing, I wholeheartedly recommend it. The Kawasaki Vulcan S truly connects with its rider. It delivers on all its promises and more.
Pros: Ergo-Fit system offers a tailored ride. The engine is smooth and spirited. Handling is nimble for a cruiser. It provides excellent value for money. Low seat height inspires confidence. Friendly manners make riding enjoyable.
Cons: Single front brake limits extreme stopping power. Throttle can be twitchy at very low speeds. Standard setup is for solo riding only. Passenger kit costs extra. There’s minimal wind protection at highway speeds. Accessories may be needed for long trips.
Sources: This review draws on official Kawasaki specifications. It includes personal test ride experiences. It references published professional evaluations. Reputable motorcycle publications informed the comparison. These include RoadRUNNER, Motorcycle.com, and Cycle World. This ensures accuracy in evaluating the Vulcan S.
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