kawasaki voyager 1300 engine

Brief History Of The Kawasaki Voyager - One Of The First Japanese Touring Bikes

The Kawasaki Voyager was one of the first real Japanese touring bikes.

Before touring bikes became a thing, there were several aftermarket companies that made front fairings and hard cases. Most of the bikes fitted with those "accessories" looked like something out of a sci-fi movie. With odd angles and boxy designs, these were not great-looking bikes. The manufacturers took notice, though, and thankfully came up with their own more appealing designs. Most had minimal plastics, and you could still see the entire engine.

Honda started with the Silver Wing, which later grew into the ever-popular Gold Wing series . Yamaha had the Venture , and Suzuki’s attempt was the GS1100GK, which simply looked like a GS1100 with fairing and hard cases installed (because that is literally all it was). The Gold Wing and Voyager continued with great success and evolved into the touring bikes we know and love today. This is the history of the Kawasaki Voyager and how it went from an unusual in-line six to a modern V-twin today.

Related: 10 Reasons The Honda Gold Wing Needs To Be In Your Garage

The Kawasaki Voyager Started Life As A Big Six

Kawasaki went big with a 1286cc in-line six-cylinder engine which was equipped with digital fuel injection in 1984. That’s right,1984! The early voyager weighed in at 652 pounds and made 130 horsepower. The six-cylinder engine delivered smooth power throughout the rev range and was mated to a six-speed transmission. It also featured shaft drive to get all the power to the rear wheel, which was a skinny 130-90-17 back then. To get the tourer to stop, dual 260mm discs were placed up front and a 250mm disc in the rear. Most cruisers at that time still featured drum brakes in the rear. The ride was comfortable on long rides with 41mm equalized air forks at the front and dual rear shocks at the rear.

Back To An Inline-Four

In 1986, Kawasaki developed an inline-4 1196cc engine that produced 97 horsepower on a new, slightly heavier frame at 698 pounds. With less power and more weight, you would think that would be an issue. This is not the case. The lighter engine allowed the engineers to upgrade the frame design, suspension, and electronics and give it a unique look that lasted until production stopped in 2003. The engine also had hydraulic lifters for the valves, so no adjustment was ever needed. That was a big selling point; other models pretty much all needed adjustment at the time.

The downside was that they dropped the EFI and went with 30mm CVK carbs. In retrospect, they only gave problems when the bike sat for way too long (like any vehicle with a carb). They dropped sixth gear and opted for a 5-speed transmission, but they kept the shaft drive and went with a slightly wider rear tire (150-90-15).

Related: Fun Facts That You Should Know About The Kawasaki Versys 650

Why Change A Good Thing

The 86 model was designated the ZG1200A-1 model code, but the 87 model had some notable changes made to it, so they changed the designation to ZG1200B-1. It came with an MSRP of over $8,000. That design remained unchanged for seventeen years until the unit ZG1200B-17 was dropped from the lineup. It was one of the fastest tourers, had sturdy air-adjustable suspension, a tape player, and even CB radio were options. While the design was seriously dated by the 90s, Kawasaki didn’t see the need to change anything. Any changes would have made it more expensive, and at the time, units were selling out. So no there was no need to change the seemingly popular design. The Voyager XII had a cult following while the Gold Wing grew and along with more updates. The Kawasaki was still a lot cheaper, though, being almost $4,000 cheaper compared to other models in 2003 at $12,299.

The End Of The Kawasaki Voyager

For five years, Kawasaki had nothing in the touring market while the Gold Wing and Harley-Davidson models flourished. In 2009 Kawasaki released an all-new design developed from the ground up. The Vulcan 1700 Voyager was Kawasaki’s first V-Twin touring motorcycle ever. The big cruiser has a 1700cc fuel-injected engine that pumps out 73 horsepower . That is less than the Voyager XII, and at 895 pounds, it is also 197 pounds heavier. The rider won't feel that weight when they twist the throttle and the engine rumbles in response. It is most at home going straight at highway speeds, which is important for a touring bike. With the new Vulcan Voyager, the name will live on.

Related: 10 Reasons Why The Kawasaki Vulcan 1700 Voyager Is Criminally Underrated

The Latest Voyager

The 2023 Vulcan 1700 Voyager retails for $19,299. For fifteen years, it remained largely unchanged, with minor improvements in function, looks, and safety. With a wide 130 tire up front and a 170 in rear combined with 300mm disc for stopping power. The Voyager is a well-balanced touring bike with large 45mm forks that soak up the bumps far better than the old bike. Riding two up is not a problem, and as always, the passenger seat is well-thought-out. The new Voyager has some of the best electronics and is one of the most customizable bikes on the market with a big aftermarket. This model is in its fifteenth year now and will most likely surpass the seventeen-year mark of the original Voyager XII. The voyage is the most important part of riding to a destination, and it seems the Kawasaki Voyager will see many more destinations.

Good old Blake was a fine one to talk. His friend Coleridge was the guy who went to extremes, dabbling with opium and dreaming of Xanadu. Nevertheless, Blake is right. How much is enough? Or (as the thought pertains to our discussion), how big can a touring bike be before its size intrudes unforgivingly on performance? Motorcycle designers, like racers, can't know for sure till they cross the border, hanging it out to discover how Newton's laws apply to the business at hand.

Kawasaki's new touring bike is right on the line. Nine-hundred-fifteen pounds (that's right, nine hundred) of luxury motorcycle. Anywhere except on the straightest open road the Kawasaki's size does indeed intrude, at times unforgivingly, on performance. But wait! This is a TOURING bike—designed exclusively for setting your sights on the next state, or even the next country, and making the big break.

Okay, we'll bite. We'll play angel's advocate. On a highway across rolling farmland the Voyager cradles you in comfort and provides you with every diversion and entertainment known to the modern nomad. It's powerful, smooth, comfortable, and equipped with high-quality luggage and wind protection. One-dimensionally, the Voyager is first-rate.

Touring comfort encompasses seating accommodations, suspension compliance and engine smoothness. The Voyager's seating position is excellent. Its handlebars adjust up and down and back and forth, and the angle of the pullback alters. Although the seat and pegs are non-adjustable, their positioning fits five-eight to six-foot riders well. They sit comfortably, their bodies in a classic touring posture torso dead vertical, thighs horizontal, lower legs vertical. The passenger too has some freedom of adjustability: the flick of a latch lets the tail trunk slide back and forth about two inches. With the trunk forward the passenger sits in the classic posture; with the trunk back she leans back slightly. The passenger's feet rest on floorboards rather than pegs—a nice touch. Both the rider and passenger find their seats firm but comfortable. Our riders would have uniformly preferred a softer foam composition, but throughout a full day's ride the quality remains 100 percent consistent.

With its range of adjustability (air front and rear, compression damping at the rear), the suspension provides settings for vastly different loads and road conditions. Fully loaded solo or two-up, the Kawasaki needs about 15 pounds of air in the front and 40 at the rear, with a number three or four damping adjustment to complement the stiff springing. Set up thusly, the wonderfully compliant suspension reacts quickly to small bumps or highway expansion joints, with enough travel to soak up the potholes.

With six cylinders stroking beneath you there's no mistaking the mechanical activity going on, but the high-frequency vibration is perceived generally rather than through any one point. At most rpm levels you sense an electric-like hum through the seat and bar; it's an almost pleasant sensation enhanced by the level rise in power delivery. Overall, we must rank the Voyager nearly as smooth as the Gold Wing or Venture but distinctive, like a BMW, with its own brand of smoothness.

That's open-road performance, but every road eventually turns. So, to give the whole picture, it's time to play devil's advocate. When you abandon the runway-straight interstate for the more curvy state highways, you feel every one of the Voyager's 915 pounds. That weight affects both handling (around town, on semi-tight roads and in special conditions on the open road), and performance (acceleration and fuel economy).

There may be a guy around big enough to jump on the Voyager and muscle it out of the parking lot, but none of our staffers fits the bill. We had to develop a little technique to maneuver the bike at low speeds without wobbling like a novice. The Voyager is so heavy, and the weight located so high, that simply getting under way can be exciting, turning tight in a parking lot is always an accomplishment, and tricky maneuvers—like backing downhill diagonally to the curb—require real concentration. The best way to keep the bike steady is to power it. Forget about putting a foot down to catch your balance; this requires throttle. But the 1300 is remarkably quick revving, so throttle alone results in jerkiness, which the moderate shaft reaction exacerbates. That means a combination of throttle and clutch is best. The clutch engagement is a touch sudden and the lever's engagement point is far from the bar, so a little practice is in order. We occasionally dialed in a little rear brake action at the same time. No matter how smooth you get, the abundant fork flex will always amaze you and sometimes make your low-speed wobbling downright comical.

On suburban streets, country roads or through the mountains, the 1300 demands respect. It steers well, and not just for a bike of its size. Response is quick, and requires minimal input. Handling, though, involves more than steering alone. Pick your line, steer into it and inertia overcomes your plans unless your speed is well within bounds. The Voyager, if you're riding briskly, may not follow the line you're used to. It drifts—wide. And if you try to roll it in tighter via countersteering, or reduce speed by braking, you may lose ground clearance. Most likely, you'll accept it and go wide, or drag something if necessary, then tone down the speed for the next turn. And the next one after that. On the positive side, for a bike its size, the ZN has pretty good ground clearance. The pegs touch down if you have too little air in the suspension or if you're moving along smartly, but that's truly an excellent warning system. And the tires stick well.

Side winds affect the Voyager unusually on the open road, another consequence of its mass. On one particular test ride, a 20-25 mph side wind made the Voyager's wheels feel as if they were rolling out from under the bike sideways. The result was sudden leaning of up to 10 or 15 degrees off vertical, and wandering in the lane, quite literally from white line to white line. Two other bikes during the same test, the Harley-Davidson FXRT and the Yamaha Venture, cut through the wind much better.

With any vehicle, sheer horsepower is only half the story. A locomotive may have some pretty impressive numbers, but its acceleration from 50 to 80 is wanting. The power-to-weight ratio more directly affects the motorcyclist. It's not a surprise that the ZN's roll-on acceleration is standard. From 2000 to 4000 rpm in the lower gears (first to third) the Voyager gives a good strong surge of acceleration. It quickly reaches cruising speed and readily passes traffic on tight roads. If you're already at a cruising speed and want to pass traffic, a downshift from fifth to fourth is definitely in order and sometimes you'll need to go from fourth to third. For comparison's sake, the Venture runs away from the Voyager in a fifth-gear roll-on from 50 mph. In fact, the Venture pulls away from the Kawasaki when the Yamaha is in fifth and the ZN is in fourth. To its credit, power delivery is smooth and strong right up to redline, and the Kawasaki runs happily all day long at 85 to 90 mph.

Using a lot of horsepower to move a lot of weight requires a lot of fuel— about one gallon every 35 miles. There's no drawback to the marginal fuel economy, assuming you don't mind handing over about a dollar more than a Venture rider does for a fill-up.

Far more important is cruising range. Since the ZN holds 6.6 gallons, it has an actual run-it-dry range of 232 miles, making it easily comparable to the Venture (with a 226-mile cruising range) or the Aspehcade (218 miles).

Living with the Voyager, you note many other impressions not solely applicable to its function as a luxury tourer. The Voyager incorporates a trick (and patented) two-part centerstand. To hoist the ZN, first slip the stand's legs down so they're brushing the ground. Then kick the trailing part of the stand down to touch the legs; that piece levers the bike up. It's about as easy as raising a standard 550. Nice. Getting the bike off the stand is more difficult; that requires jerking the bike forward like you really mean it. Other features include three hot leads for accessories (like electric garments). There's one behind the right front turn signal, another under the left grabrail, and another behind the right side cover.

The Voyager uses an updated version of the original six-cylinder 1300 engine, and the engineers modified it well. The '84 ZN features new pistons with a squish-shaped crown. The new pistons still yield a 9.3:1 compression ratio, and promote quick flame-front travel so well that even with its fairly high compression ratio the 1300 burns any grade of pump gas.

The updated engine includes a new clutch—smaller, lighter and more compact. Where the R&D guys could trim weight and maintain performance, they did. The new clutch (except for the short span of engagement) works well.

The old engine had an automotive-style harmonic balancer on one end of the crank to absorb vibration instead of allowing it to excite the loose-end of the long crankshaft. The new engine has a second alternator on the left crank end instead. The dual-alternator setup allows the ZN to produce spectacular wattage—300 from the primary alternator and 200 from the secondary.

Kawasaki has a fair amount of experience now with fuel injection, from the original Z-1 Classic and the first GPz1100 (both used electronic fuel injection) to the current GPz1100 and the ZN1300 (both use digital fuel injection). The DFI works much better than the EFI, thanks to some subtle changes.

With EFI, a swinging gate in the intake tract measured airflow, the rate of which dictated the duration of the squirt of fuel. (EFI does not vary the amount of fuel flowing per se; it varies the duration of the squirt, up to 6.0 milliseconds.) The problem? With EFI the gate created turbulence in the intake tract, resulting jn some hesitation off idle. DFI differs fundamentally from EFI by having no gate in the intake. Instead, sensors measure throttle opening, engine revs, air and engine temperature, and atmospheric pressure to regulate the duration of the squirt. It works well on the GPz, and it's effective on the ZN. Throttle response is instantaneous and crisp.

Engine aside, the Voyager is a new bike. The frame, its geometry, the suspension, brakes and, obviously, all the bodywork are new. New, though, does not mean different in concept. The decision to use the original 1300 engine as a starting point dictated what the Voyager would be—big. That original powerplant was nearly 300 pounds. Though the designers came up with new rolling stock, they didn't downsize; more to the point, they couldn't. A 300-pound engine requires a stout chassis, and that the Kawasaki has. In-

deed, to accommodate all the items Kawasaki believes will make this a gadgeteer's/audiophile's/touring rider's dream, the designers had to make it bigger yet, evidenced by the 2.3-inch increase in wheelbase and the need for larger components all around—the one-gallon-larger fuel tank, for instance.

That makes the Voyager analogous to the old 1300. Each is the largest example of its genre for its day, but ultimately it turns out that smaller machines, can do the same job better. In '78 sport meant speed, with ill handling something you put up with. It sounds like folly now, but the odd priorities were not so apparent then. Remember, that was when 750s were mid-12 quarter-milers and the CBX was king. The 1978 KZ1300, all 710 pounds of it, steamed through the quarter in 11.96; only a few bikes had done that before it. So the KZ was billed as a sport-tourer. Times changed quickly. Handling became paramount, especially when 750s broke well into the elevens.

Today many people understand luxury touring as comfort, and to get the comfort they put up with the ill handling. (Sound familiar?) But we are in the process of discovering that smaller machines can provide comfort and protection the equal of the bigger machines and handle much better.

The Venture Royale and the Honda Aspencade are the Voyager's direct competitors. The Venture was all new last year so we don't expect Yamaha to update it drastically. Compared to the Venture, the Voyager is slightly more comfortable (thanks to a touch better suspension compliance), has more luggage capacity (and here, more is better), and much better wind protection. It's also ill handling and comparatively slow.

Against the '83 Aspencade the Voyager is comparable, with roughly equal wind protection, luggage capacity, smoothness and power. It's harder to maneuver and less enjoyable on country roads than an Aspencade, but we could see a big guy putting up with it for personal reasons—intangibles. We do, however, suspect that Honda might react to the introduction of the Venture, which outperformed the Aspencade in a number of ways. A more powerful, better-handling tourer from Honda will widen the gap between it and the Voyager.

You can divide any category of motorcycles into 47 sub-categories (luxury-touring with a bias toward sport on slick downhill right-handers), but touring is touring. Of course compromises pertain (a certain shield provides either wind protection or optimum vision in the rain), but a carefully considered compromise does not launch a bike into sub-category 47-a. So for now the Yamaha is still the best touring bike on the market, regardless of its slight bias toward sportiness. .

The Voyager? It's exactly enough on the open road. When you're bound to run through a few turns on your way to the wide open plains, however, it's too much.

Source Cycle World 1983

Kawasaki ZG 1300 Voyager (1984-86) technical specifications

Kawasaki ZG 1300 Voyager is produced in 1984-86. Engine is Four stroke transverse four cylinder. DOHC, 4 valve per cylinder, displacement 1286 cc / 78.5 cub in. , produces power 96.9 kW / 130 hp @ 8000 rpm and 118 Nm / 12.03 kgf-m / 87 ft. lbs @ 6500 rpm. Kawasaki ZG 1300 Voyager top speed is 233.3 km/h / 145 mph. Kawasaki ZG 1300 Voyager weighs 324 kg / 714.3 lbs. Kawasaki ZG 1300 Voyager has 1 photos.

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Kawasaki Voyager Xii

Kawasaki Voyager Xii May 1 1989

Kawasaki Voyager XII

CYCLE WORLD TEST

The smallest giant

MONUMENTAL WORDS OF INSIGHT SOMETIMES come at odd times and places. In this instance, it was at a filling station in the middle of the Mojave Desert. The speaker was looking at a road map, trying to figure the best way back to Los Angeles without getting lost, then he looked up and a totally unrelated thought struck him. "This might be the only Japanese bike to be less complicated than the model it replaced." The speaker was Feature Editor Jon Thompson, the bike was the Kawasaki Voyager XII, and the words were indisputably true.

Back in the early Eighties, Kawasaki had no idea what to do with the all-but-useless six-cylinder monsterbike it had developed. At the time, the only place that immense size seemed to be acceptable was the touring market. Fine. That's where the big 1300 went. In subsequent years, the Six was the subject of more size jokes than William “The Refrigerator” Perry.

Then along came 1986 and the Kawasaki Voyager XII. The 1200 was everything the 1 300 wasn't—namely small,> at least for a touring bike. And now. the 1989 1200. which is basically unchanged from the original model, is the only touring bike that Kawasaki officially offers, even though hardcore mass addicts can still find the discontinued Six at some dealers.

What's most interesting about the Voyager XII is that even though it has two less cylinders, even though it weighs 150 pounds less, and even though it has half the cubic stuff that the 1300 had, it seems to give away nothing. In fact, the 1 200’s engine is noticeably stronger than the I 300's. It produces more bottom-end power and revs out to a healthy mid-range. Both motors have a zippy, race-car exhaust note, but on the big Six, the engine always sounded like it was working way too hard. The XII has a lope-along mode that’s much more relaxing. And in that mode, engine vibration is all but unnoticeable. Oh. you can tell a slight difference between acceleration and coasting with the clutch pulled in. but you have to think about it some. The Voyager is still about as smooth as motorcycles get.

And the all-important list of touring items is about as long as you need. No matter how far you lean towards materialism, chances are you'll be satisfied by the XII. It has all the right stuff: an ÄM/FM cassette deck; an excellent cruise-control system; passenger speakers and controls for the stereo; píenty of storage. What it doesn't have is a decent tool kit—the one in a Honda Gold Wing, as poor as it is. puts the Kawasaki's to shame. It also doesn't have an onboard compressor for the suspension, or for any kind of inflatable seat-comfort-enhancing device. That, it could use. The XII's seat is thin and uncharacteristically low-ball—out of place on a top-of-the-line luxury tourer.

But then the seat on the old 1 300 was really never anything to get excited about, either. That's about the only thing the two have in common —Kawasaki really did succeed in its goal of making the 1200 as much unlike the 1300 as possible. With that goal in mind, it's easy to understand much about the 1 200. Kawasaki went overboard trying to make it small and maneuverable to compensate for the Six's problems. And it is the smallest, best-handling of the big touring bikes. Turning it requires virtually no effort at all—quite a change from the freight-train-like Six. In fact, cornering is so easy that you find yourself scraping footpegs w ithout really trying.

Conversely, holding the XII straight on a long, curveless freeway requires a little more concentration than it does on other big touring bikes. Just as soon as your thoughts start to wander and riding the bike becomes the secondmost-important thing on your mind, the bike takes the opportunity to make slow, lazy weaves in the lane.

While we're griping, we might as well mention the fairing. It offers protection that is merely OK compared to most of the others on the market. Basically, too much air finds its way around the fairing, despite the addition of small w'inglets on the outside edges of the fairing, a modification first made to the 1987-model XII.

It’s interesting to note that in Cycle Worlds June, 1 986, touring bike comparison test, we complained about virtually all the same things: the thinly padded seat, the slight weaving and the fairing’s air spill-over. In fact, Kawasaki has made only three major changes to the Voyager XII since then: the addition of passenger speakers, cruise control and the change to a champagne color. That's a shame. > because with the addition of a better fairing and seat, plus improved stability, the Voyager could lay claim to being the best touring bike in the country.

Instead, the Voyager now sits at the top of a much smaller nitch. With the Honda Gold Wing taking the six-cylinder approach, the Kawasaki is left as the smallest and lightest of the heavyweights. It’s also the cheapest—by over $1000. Compared to the old 1300, the XI1 goes to show you that sometimes you can make your best progress by taking a few steps back. Compared with some of the other more-finished tourers, though, it’s still a few steps behind. 0

SPECIFICATIONS

VOYAGER XII

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1984 ZN1300 Voyageur questions.

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I am helping a friend on his bike, ZN1300A, what should battery draw be when bike is shut down, his battery goes dead after a week of sitting and there is a pretty strong spark when i remove battery cable at battery. Also on setting clutch free play on cable arm at motor end. There was no free play on the arm so i gave the slotted screw 3/4 turn loose, is this sufficient?  

I am changing clutch cable on this bike, i have come across a clamp that looks like it is welded to the down tube on frame holding cable. Does this have to be ground off frame?  

Don't really understand your question but MOST Kaws don't use a frame ground but use a ground on the engine cases. As far as your battery discharging, I am not too familiar with the 1300 but about the only legit draw would be a clock and I doubt the 1300 has one but could be wrong. With the key in the off position, something is drawing voltage. Most older Kaws have 3 or 4 fuses. The main fuse won't likely show a small amount of voltage on the output where the voltage goes to the keyed switch but should be checked. Power comes back from the keyed switch so open your headlight shell and check the two wires that go back to the fuses or check as the power wire goes into the fuse box by putting proves from a multimeter on the IN part of the terminal after removing the battery and the other probe on ground and if you see some voltage with the key off, you have a good place to start looking for the issue.  

I got the clutch cable changed, now i went to put new battery in and when i hooked up the positive cables first and touched the ground cables to negative post there was a buzzer going off under the trunk somewhere. Is this an alarm or something. When i turned the ignition key on the buzzer stopped.  

I changed the engine oil and put in 6 litres and filter. Should the oil in sight glass be checked on side stand or standing straight up? Engine running or off? When i run the engine the oil level light has got two little lines blinking off and on. Just wondering if 6 litres is enough oil.  

Cab;t geko wuth thge amount of oil; you need to get an owner's manual or service manual for that spec. 6 liters sounds like a lot... even my GL1800 Goldwing only uses a tad under 4 qts. As far as checking the oil. many suggest you warm the engine then shut it off and check with the bike upright.... like on the centerstand. The sight glass has an upper and lower mark and the level of oil should be between those marks. Can't help with the blinking loil light but best not run the engine till you are sure you have the right oil level.  

A KZ1300 owner's manual lists the oil capacity as 6.2 L (6.6 US qts) when the oil filter is changed. The engine oil capacity may be cast into an engine cover or clutch cover, usually near the oil level sight glass. The oil level is usually checked engine off with bike level on center stand. warm the engine first, then wait a few minutes for the oil to drain down. .....  

Something that might help find the battery draw is to connect an amp meter in the battery circuit and measure the current draw. Then pull fuses one at a time to see if you can isolate the circuit that is using the current.  

Thanks for the help.  

I am trying to remove speakers from fairing. I removed the top screw and cannot see anything else holding them on. How do they come off?  

I would reference the diagrams at Kawasaki.com or Partzilla. fairing & audio diagrams for you bike. Also, eebbaayy photos can be helpful. If you don't have a manual, you'd probably need the KZ1300 manual plus the supplement manual for the ZN1300. The supplement would probably have the fairing/speaker info, but I have no idea how much detail would be provided. Kawasaki factory service manuals have a model application chart on the back cover, so make sure your model is included on the list. The KZ1300 manual may not have the ZN listed, but the ZN supplement would. ....  

Not trying to get rid of you at all but there is at least one Voyager forum where there probably are more knowledgeable owners than on this site.  

Figured it out, the front signal lights have to come out and than there are 3 wing nuts holding speakers in. Thanks anyways. I guess it is good just to keep removing parts until you get to where you want to be.  

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Kawasaki ZG1200 Voyager (Voyager XII): review, history, specs

Class: tourer

Production: 1986-2003

Also called: Kawasaki Voyager 1200, Kawasaki Voyager XII

Predecessor: Kawasaki ZN1300 Voyager XIII

Specifications

Kawasaki ZG1200 Voyager XII: specs.

Kawasaki ZG1200 Voyager XII: images, gallery.

Kawasaki ZG1200 Voyager XII: video.

Kawasaki ZG1200 Voyager XII: manuals, parts, microfiches.

• Kawasaki ZG1200 Voyager: Service Manual, 1986
• Kawasaki ZG1200 Voyager: Parts Catalog
• ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Kawasaki Voyager XII (04/1999) | Average MPG
• ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Kawasaki Voyager XII (04/1999) | 0-60 mph
• ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Kawasaki Voyager XII (04/1999) | Top speed

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• Kawasaki Zn1300 Voyager

Kawasaki Zn1300 Voyager Motorcycles for sale

1984 Kawasaki ZN1300 Voyager

Bettendorf, Iowa

Make Kawasaki

Model ZN1300 Voyager

Posted Over 1 Month

1984 Kawasaki ZN1300 Voyager, Six Cylinder Engine!!! We have two of these rare touring bikes in stock!!! Kawasaki introduced the 120hp inline-six cylinder Z1300 in 1979, {This one is a 1984}. We actually have two of these bikes in stock, the pair of them came in on a trade from the same owner!! Kawasaki built all Z1300s in the US and produced them in several versions: Z1300, KZ1300, ZG1300 and ZN1300-Voyager. In 1980 they gave the Z1300 a fairing, trunk, and saddle bags and called it the KZ1300 Touring. This was the forerunner of the Voyager 1300. Now for the history on the Voyager--In 1983 Kawasaki gave the KZ1300-Touring a new frame and new plastic and introduced it as the Kawasaki Voyager 1300 (ZN1300.) It was fitted with so many accessories and luxuries (for the time) that some referred to it as "a car without doors." Kawasaki built about 4,500 Voyager 1300s. Both of the bikes that I have Start, run, ride, and stop. They are not perfect, but keep in mind these are bikes that you just don't see every day. This one has only 4,147 Miles on it!! The radio is not in working condition, it has it with it, I have taken a picture of it in the trunk, {it comes with it.}. Tit has been fully serviced, It goes down the road just as it should. Please look at the pictures, if you would like to see any more, please let us know!! Each bike goes through rigorous inspection, cleaning and examination before we feel comfortable considering it a part of our inventory and available for sale. Once we are through with our thorough inspections and cleanings and the bike has been approved for sale, we photograph it from all angles. The picture views assure to our clients that the bike is in good condition and there are no flaws to hide, which is important to both us and to our online buyers. Be sure to check out brennys dot com for this, and lots of other bikes, scooters, and ATVs!!

Kawasaki : Other 1986 kawasaki voyager xii 1300 running fully dressed cruiser tourer clean title

Columbus, Ohio

Category Cruiser Motorcycles

Engine 1300

This is a used 1986 Kawasaki Voyager with a clean title and 76993 miles. it has a 1300cc 6 cylinder engine and runs and shifts through all the gears. It is mostly in pretty decent shape for its age but does have a couple cosmetic issues and a slow oil leak. The gauges on top of the gas tank do not work but everything else does work. The brakes work well. The bike doesn't have much rust. All it really needs to be on the road is a new battery a tune up/carbs adjusted and tires. It is a big bike but it is very comfortable and easy to ride. Please let me know if you have any questions. A $100 non-refundable deposit is due within 24 hours of the auction close. If the deposit is not paid within 24 hours, I will cancel the sale and re-list the bike. Full payment must be made within 3 days. The bike is being sold as is. I will ship the bike world wide at the expense of the buyer. All shipping arrangements are to be made by the buyer after full payment is received and cleared into my account. Pickup is encouraged and I can also deliver within 5 hours of Columbus, Ohio for a fee.

Trim ZN1300

1986 Kawasaki ZN1300 VOYAGER

Valparaiso, Indiana

6 CYLINDER-FUEL INJECTED

1984 Kawasaki Voyager zn1300 Does not run! Will trade

Ocoee, Florida

call txt 40734I688O will consider trading looking for enclosed trailer new tires and breaks before I parked it after it stopped running. fuel was not flowing due to corroded petcock. been sitting for a few years. clean title. pickerstv.com w40mm14th w40mm14 w40mm w40

1985 Kawasaki Voyager 1300

Spokane, Washington

Zn1300 Voyager 1300cc water cooled, fuel injected,6 cylinder! Runs well, rides nice. Only 31,000 miles, new front tire, rear still nice, new Napa battery, fresh oil and filter, tabs good till Feb 16. Seat in nice condition, paint has some cosmetic issues, areas of bad clearcoat, scratches, and some cracks in the plastics. Title in hand. $3000 or offers. Please call, No text 509-998-3589.

1985 Kawasaki Voyager 1300 New Price!!

Zn1300 Voyager 1300cc water cooled, fuel injected,6 cylinder! Runs well, rides nice. Only 31,000 miles, new front tire, rear still nice, new Napa battery, fresh oil and filter, tabs good till Feb 16. Seat in nice condition, paint has some cosmetic issues, areas of bad clearcoat, scratches, and some cracks in the plastics. Title in hand. $2000 or offers, possible trades. Please call, No text 509-998-3589.

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1984 Kawasaki Voyager (ZN1300-A2)

Kawasaki ZN1300 Voyager: review, history, specs

{{#seo: |keywords=kawasaki, 1300, zn1300, voyager, specs, history, review, video, images |description=Kawasaki Voyager 1300: history, specifications, images, videos, manuals. }} Class: tourer

Production: 1983-1988

Also called: Kawasaki Voyager 1300, Kawasaki Voyager XIII

Related: Kawasaki KZ1300

Successor: Kawasaki ZG1200 Voyager

• 2 Specifications

History [ edit | edit source ]

Specifications [ edit | edit source ].

Kawasaki ZN1300 Voyager: specs.

Images [ edit | edit source ]

Kawasaki ZN1300 Voyager: images, gallery.

Videos [ edit | edit source ]

Kawasaki ZN1300 Voyager: video.

Manuals [ edit | edit source ]

Kawasaki ZN1300 Voyager: manuals, parts, microfiches.

• Kawasaki ZN1300 Voyager: Owners Manual
• Kawasaki KZ1300: Service Manual

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2020 Kawasaki Vulcan 1700 Voyager

Kawasaki’s most expensive touring-ready cruiser.

A roamer, a city-hopper, and—you guessed it—a voyager. The Kawasaki Vulcan 1700 Voyager takes the comforts of the cruise and pairs it with a long-stroke 1,700cc V-twin with peak torque low in the rev range—that’s a claimed 108.0 pound-feet at 2,750 rpm. Its touring comforts include cruise control, integrated luggage (claimed two-helmet capacity) with passenger backrest, and a frame-mounted touring fairing. The Vulcan 1700 Voyager is Team Green’s take on cruising.

2020 Kawasaki Vulcan 1700 Voyager Reviews, Comparisons, And Competition

American competition for this big boy tourer include the Harley-Davidson Road Glide Limited , Ultra Limited , and CVO Limited and the Indian Roadmaster . Japanese tourers include the Yamaha Star Venture and Honda Gold Wing .

Kawasaki Vulcan 1700 Voyager Updates For 2020

The only colorway available is Metallic Phantom Silver/Metallic Carbon Grey.

2020 Kawasaki Vulcan 1700 Voyager Claimed Specifications

2024 Kawasaki Vulcan: Every Model Explained

• Kawasaki's Vulcan lineup features a variety of cruisers, from the sporty Vulcan S to the flagship Voyager, offering comfort and style.
• The Vulcan range, rooted in the 1980s with the Vulcan 750, has evolved to include different models catering to a wider cruiser enthusiast base.
• Despite being known for iconic families like Ninja and Z, Kawasaki's cruisers like the Vulcan 900 Classic offer traditional charm and performance.

Over the years, Kawasaki has produced motorcycles in almost every format and segment. The Japanese marque has established iconic families of motorcycles, such as the Ninja, the Versys, the KLX, and the 'Z' series of motorcycles .

However, the brand is no stranger to manufacturing cruisers either. The Vulcan range has been around since the 1980s, and in this article, we explore the current state of Kawasaki's cruiser lineup.

Why The Kawasaki Vulcan 2000 Is A Muscle Cruiser Legend

An introduction to the vulcan family.

The Kawasaki Vulcan 750, launched in 1985, is the root of the entire contemporary Vulcan range. It was in production for over 20 years and was credited with being the first Japanese cruiser powered by a V-twin engine.

Though the rest of the world got their hands on the 750 as it was, the US had to make do with a model limited to 699cc and was dubbed the Kawasaki Vulcan 700 instead. Things changed the following year, and the US got the same global-spec machine as everyone else. The 750 remained largely unchanged over 22 years of production, undergoing only minor tweaks and cosmetic changes.

However, while the original Vulcan 750 remained an integral part of Kawasaki's lineup, the marque continued to offer more cruisers under the Vulcan moniker. Today, the lineup comprises four motorcycles - the Vulcan S, the Vulcan 900 Classic, the Vulcan 1700 Vaquero, and the Vulcan 1700 Voyager. These models are available in different variants to appeal to a wider demographic of cruiser enthusiasts.

Sports Cruisers

Kawasaki vulcan s.

Base MSRP: $7,349

The Vulcan S is a bit of an anomaly in the Vulcan family. It is the only motorcycle in the range to be powered by a parallel-twin mill rather than a V-twin like the rest of the range. The Vulcan S exudes retro charm while being a contemporary motorcycle under the skin . It has several old-school quirks, such as the tachometer with a proper, analog, sweeping needle rather than a flashy screen. The 649cc parallel-twin mill loves to be revved, contrary to what riders would expect from a cruiser.

On the flip side, however, there isn't a lot of low-end torque, and the engine comes alive higher up in the rev range in terms of power and responsiveness. Peak torque and power kick in at 7,500rpm and 6,600rpm, respectively, which are rather high numbers for a cruiser. While the engine may err more on the side of sportiness rather than cruising, this isn't the case with the rest of the motorcycle.

The riding position is typical cruiser-style—upright and relaxed, with forward-set footpegs and swept-back handlebars. The riding position is also adjustable since the bars, footpegs, and seat can all be tweaked. However, the adjustability comes at a cost since accessories need to be purchased from Kawasaki.

Here's Why The Kawasaki Vulcan S Is The Best Beginner's Motorcycle

Kawasaki vulcan s cafe.

Starting MSRP: $8,499

The Vulcan S Café is hard to classify under any pre-existing genre of motorcycles. While it is a cruiser in name, the sportbike engine, flyscreen, and perimeter frame say otherwise. It's part cruiser, part roadster, and part café racer.

It is largely the same machine as the Vulcan S, albeit with a few cosmetic upgrades to comply with the "Cafe" part of its moniker. It gets a striking three-tone paint scheme with sport red striping, a tinted wind deflector, and different tank badging. A solo seat and the lack of passenger footpegs additionally contribute to the café cruiser identity.

Kawasaki Vulcan S/ Cafe Engine Specs

(Specs referenced from Motorcycle Specs )

Classic Cruisers

Kawasaki vulcan 900 classic.

Base MSRP: $9,399

The Vulcan 900 sticks to a more traditional cruiser template than the Vulcan S. It is powered by a grunty, 903cc V-twin motor. A long wheelbase, wide handlebars, a low-slung stance, and chunky tires make the Vulcan 900 appear like a much larger bike. However, unlike proper, large American cruisers, the Vulcan is more versatile for daily use, thanks to its lighter weight and easy-going handling.

The chassis and suspension complement each other well to deliver commendable handling while cruising. The riding position is relaxed, and the entire package has the makings of a comfortable tourer with a few accessories and upgrades. Riders will rest easy knowing that they can pile the miles on the Vulcan, as durability and reliability aren't much of a concern with this Japanese cruiser.

Kawasaki Vulcan 900 Custom

Base MSRP: $9,899

Cruisers are meant to be old-school, which implies that a lack of modern technology and features is meant to add to their appeal. Riders can forget about power modes, traction control, and adjustable suspension because the Vulcan 900 Custom is about as basic as it gets. The focus is on keeping the riding experience earthy and traditional - it's just you and the motorcycle out on the open road, or rather, the urban jungle, since that's where this Vulcan is meant to thrive.

The 900 Custom gets a thin 21-inch front wheel and a 15-inch rim at the rear, suggesting form over function in this regard. The matte paint scheme and the blacked-out, parallel slash-cut exhaust pipes distinguish the Custom from the other Vulcan 900s.

Kawasaki Vulcan 900 Classic LT

Base MSRP: $10,399

The Vulcan 900 Classic and the LT share the same underpinnings, with the latter placing more of an emphasis on touring. It comes with the archetypal studded touring seat with a backrest for passengers, leather saddlebags, and a height-adjustable windscreen.

It shares the same five-speed transmission and single front and rear disc brakes as the 900 classic. The LT aligns more with traditional cruiser values and sensibilities due to its appearance and add-ons over the base model.

Kawasaki Vulcan 900 Series Engine Specs

(Specs sourced from Kawasaki referenced from Motorcycle Specs)

Heres Why We Love The Kawasaki Vulcan Family

Bagger cruiser, kawasaki vulcan 1700 vaquero.

Base MSRP: $19,099

It isn't just the American manufacturers that have a grip on producing proper baggers. The Vaquero plays both a tourer and a cruiser to fulfill various roles, though the emphasis is skewed toward touring. The fairing is similar to the 1700 Voyager with a few changes. It does without the spotlights, employs a smaller fairing lower down, and the seat is smaller, too.

However, the Vaquero differs largely from the Voyager in terms of character. The 1,700cc long-stroke V-twin produces a hefty grunt right from the bottom, although there isn't much to be had at the top end. It also features bagger-esque creature comforts, such as an onboard audio system, locking storage compartments, and sealed saddlebags.

2024 Kawasaki Vulcan 1700 Vaquero Engine Specs

(Specs referenced from Motorcycle Specs and Kawasaki )

Touring Cruiser

Kawasaki vulcan 1700 voyager.

Base MSRP: $19.799

The Vulcan 1700 Voyager sits at the top as the king of the Vulcan family. It shares the same 1,700cc long-stroke V-twin with the Vaquero and features creature comforts like electronic cruise control and air-assisted shocks to provide maximum comfort for long hours in the saddle. It comes with an intercom-compatible audio system, dual-locking saddlebags, and a tail trunk.

It loses out to American alternatives only due to the name on the tank. The engine's performance and reliability work in its favor, and the 1700 Voyager certainly isn't lacking in comfort and features. It sits right up there with the Honda Gold Wing as a full-blown Japanese touring cruiser and is an excellent option for those in the market for a flagship cruiser.

2024 Kawasaki Vulcan 1700 Voyager Engine Specs

(Specs referenced from Kawasaki and Motorcycle Specs )

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Metallic Shadow Gold

*Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).

¹This vehicle's HP was measured according to ISO standard 4106. This ISO standard measures HP differently than the SAE standards by which the horsepower of many cars is measured, and as a result the referenced HP measurement may be higher than if it were measured by an SAE standard.

Specifications subject to change.

WARN® VRX 45, the WARN logo and THE RED HOOK STRAP are registered trademarks of Warn Industries, Inc.

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