air intake for kawasaki voyager 1700

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Big air kits 1500 1600 1700 BAK

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• Kawasaki Vulcan FI Nomad (VN1500 Vn1600) $245.00
• Kawasaki Vulcan FI Classic (VN1600) (Single Plate Only) $235.00
• Kawasaki Vulcan Mean Streak FI (Single Plate Only) $235.00
• Kawasaki Voyager, Vaquero, Nomad, and Classic (VN1700) $247.00
• Kawasaki Voyager, Vaquero, Nomad, and Classic (VN1700)  Teardrop style  $325.00
• Dual Plates are needed to use the stock “dog bowl” cover on the FI engine set-up VN1500 and VN 1600 Nomad
• Single Plate System (open filter style) for FI set-ups
• The kits for the VN1700 use the stock air filter cover over the system, or I have the Tear drop style
• All kits come complete with K-N Filter and all other necessary Hardware components.

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Air intake kits

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Post by gsinclair » Fri Apr 25, 2014 6:31 pm

Re: Air intake kits

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How to Fix Kawasaki Voyager 1700 Problems

The Kawasaki Voyager 1700 is a flagship in the touring motorcycle segment, renowned for its robust performance and unmatched comfort on long journeys. 

However, like many mechanical marvels, the Voyager 1700 lacks challenges. Several riders have highlighted specific concerns over the years, which serve as a testament to the complex interplay of components and systems in modern motorcycles. 

This article will explore the common problems and their solutions for Kawasaki voyagers, which riders have reported over time.

Let’s dive in!

Table of Contents

Kawasaki Voyager 1700 problems and solutions 

The Kawasaki Voyager 1700 is a well-regarded touring motorcycle known for its comfort and reliability. 

However, like any machine, it has its share of everyday issues. Here’s a brief overview of some problems encountered by riders and their potential solutions:

Ignition wire short circuits 

The ignition wire plays a pivotal role in a motorcycle’s ignition system. It is responsible for transmitting electrical power from the ignition system to the spark plugs and ensuring a timely spark for combustion. 

If a short circuit happens, it will disrupt the electrical flow and lead to multiple complications, such as engine misfires or a complete failure to start.

What Causes the Ignition Wire to Short Circuit?

Wear and Tear

The most common reason is the natural degradation of the wire over time. 

Constant exposure to heat and vibrations can cause the wire insulation to deteriorate, leading to shorts.

Improper Installation

If the wire isn’t correctly routed, it might rub against other motorcycle parts and cause the insulation to wear off quickly.

External Damages 

Accidents or exposure to corrosive elements can damage the wire or its insulation, making it susceptible to short circuits.

Solutions for Ignition Wire Short Circuits

Predictive Maintenance

When your ignition wire is likely to fail based on real-time data from the bike’s sensors. 

By analyzing factors like engine heat, vibrations, and electrical flow, notify potential issues before escalating.

Automated Diagnostic Tools

Tools can pinpoint issues within seconds, assisting in swift troubleshooting by connecting your motorcycle to such a tool.

You can get a detailed breakdown of potential or existing issues, such as a short circuit.

Smart Installation Guides

Ensure that any installation or replacement of parts is done correctly.

You can get real-time guidance on routing and fitting ignition wires using augmented reality apps, thereby reducing the risk of error.

Limited power for the engine 

The Kawasaki Voyager 1700’s engine sometimes may not deliver the expected punch. 

Several factors can lead to this power limitation:

Fuel System Issues

Clogged fuel injectors or malfunctioning fuel pumps can restrict the amount of fuel reaching the engine. It can result in reduced power and sluggish performance.

Air Filter Problems

When your bike air filter is dirty and clogged, it will reduce the amount of air reaching the combustion chamber. Engines require a precise mix of air and fuel for optimal performance.

Spark Plug Degradation

Worn-out or fouled spark plugs can hinder fuel ignition in the air combustion chamber and cause power loss.

Electronic Issues 

Modern motorcycles like the Voyager 1700 come with advanced electronic systems. Faults in the ECU (Electronic Control Unit) or other electronic components can impact engine power.

Solutions to Regain the Engine’s Power

Regular Maintenance

Regularly servicing the bike and replacing essential components like the air filter and spark plugs can prevent most power-related issues.

Fuel System Cleaning

If you suspect the fuel system is the culprit, consider using a cleaner or cleaning the injectors professionally.

Electronics Diagnostic 

If the basic maintenance steps do not resolve the issue, it might be an electronic glitch. Modern diagnostic tools can identify and rectify faults in the ECU and other electronic systems.

Seek Expert Help

Sometimes, the root of the problem might not be immediately apparent. In such cases, it’s always advisable to consult a certified technician or mechanic who can provide a more in-depth analysis.

The engine is not getting enough air. 

The engine is the heart of any vehicle, and for it to function efficiently, it requires a perfect mix of fuel and air.

If there’s a disruption in this balance, then it can decrease fuel economy. For the Kawasaki Voyager 1700, an insufficient air supply can manifest in various ways.

Reduced Acceleration

You might notice that the bike is sluggish when trying to accelerate or doesn’t respond as quickly as it used to.

Poor Fuel Economy

An engine not getting enough air will consume more fuel, leading to more frequent stops at the gas station.

Irregular Idling

If your bike’s engine is idling unevenly or stalling, it could be due to an air supply issue.

Causes and Solutions

Dirty or Clogged Air Filter

A dirty or clogged air filter is the most common reason for an engine not getting enough air. Over time, dirt and debris accumulate in the air filter, reducing efficiency.

Regularly inspect and clean the air filter. Depending on the condition, you may also need to replace it. Ensure that the replacement is compatible with your Kawasaki Voyager 1700.

Faulty Air Intake System

If there’s a leak or obstruction in the air intake system, it can hinder the flow of air to the engine.

So visually inspect the air intake hoses and pipes for damage or blockage. If you find any issues, fixing them immediately is advisable.

Damaged Sensors

Modern motorcycles are equipped with sensors that monitor and adjust the air-fuel ratio. A malfunctioning sensor might not detect the proper amount of air needed, causing a disparity.

It would be best to use a diagnostic tool to check error codes related to air intake or sensors. If a faulty sensor is identified, replace it with a genuine part.

What is the problem with the 2011 Kawasaki Vulcan 1700?

The 2011 Kawasaki Vulcan 1700 faced several user-reported issues, including problems with its electronic throttle valve (ETV) system. 

Some riders experienced abrupt throttle response, especially at low speeds, which affected the bike’s overall rideability. 

There were also concerns about its stator and voltage regulator, with specific units having premature failures. 

However, it’s worth noting that many Vulcan 1700 owners had positive experiences with their motorcycles, and the problems mentioned above didn’t affect all units.

What is the gas mileage on a Kawasaki Voyager?

The Kawasaki Voyager, part of the Vulcan 1700 series, is a touring motorcycle known for its comfort and power.

Its gas mileage can vary based on factors like riding conditions and maintenance, but on average, the Kawasaki Voyager gets approximately 35-43 miles per gallon (mpg). 

It’s worth noting that individual results can vary and for the most accurate mileage specific to a particular model year or riding condition.

How much horsepower does a Kawasaki Voyager 1700 have?

The Kawasaki Voyager 1700 is a part of the Vulcan 1700 series and is equipped with a liquid-cooled 1700cc V-twin engine.  This power plant produces approximately 82 horsepower and 108 lb-ft of torque. 

However, these figures might vary slightly depending on the specific model year and any aftermarket modifications. 

For the most precise numbers, it’s advisable to consult the owner’s manual or the manufacturer’s specifications.

Wrapping Up 

The Kawasaki Voyager 1700 is an esteemed motorcycle in the touring segment for its comfort and power, but it has not been without its share of challenges. 

Issues with the engine system and components like the stator and voltage regulator have been reported. 

Such problems have led to varying degrees of inconvenience for riders, ranging from subpar rideability due to throttle response concerns to the need for part replacements and recall. 

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Ahtsham Younas is a passionate blogger and content writer. He loves to ride motorcycles and learn the mechanical process behind the motorcycles.

He has been writing articles in the motorcycle industry since 2019 and has learned many things about motorbike niches.

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Chucksters Air Intake

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Just ordered my air intake. Pretty excited to have it come in. Going to set up the appointment with my local dealer (I actually have a pretty good and trustworthy one). Going to do the big three with dyno tuning. V&H slip ons, PCV and the Chucksters air kit. Hoping that will wake everything up nicely. The Voyager is a big girl. A little more snort won't hurt her.  

Pass on the PVC- head straight to Ivan then no need for dyno Sent from my iPhone using Tapatalk  

I've read up on the Ivan re-flash, and it sounds great, but... My bike is still under full extended warranty until June of 2019. My dealer will honor all aspects of the Kawasaki warranty if they do the install and dyno tuning with the PCV, but will not honor the warranty if the ECU is re-flashed by a third party. I'll pay my money on the dyno and the install and I'm sure I'll be happy with the results compared to stock. The peace of mind of still having a full warranty for the next almost 2 years is more important to me.  

toodamtall said: ...My dealer will not honor the warranty if the ECU is re-flashed by a third party... Click to expand...

From Kawasaki's website: EXCLUSIONS FROM COVERAGE . Repair or replacement required as a result of (i) accident or collision; (ii) misuse, abuse or neglect; (iii) lack of reasonable and proper maintenance; (iv) repairs improperly performed or replacement parts improperly installed by an entity other than an authorized Kawasaki dealer; (v) use of replacement parts or accessories not conforming to Kawasaki specifications which adversely affect performance and/or durability; (vi) alterations or modifications not recommended or approved in writing by Kawasaki; or (vii) wear and deterioration (including loss of engine compression) occasioned by the use of the Product. Pay special attention to articles V though VII. It becomes a gray area, and would likely be more expense/hassle than it would be worth to fight it, should something go wrong and the dealer, mine or another, decide not to honor the warranty.  

The Magnuson-Moss Act allows that mods done while under warranty will not affect the manu's warranty UNLESS the failure can be traced to the mod. HOWEVER, as toodamtall points out, there are areas for concern. The PCM controls so many performance issues that virtually any engine and/or electrical malfunction could be blamed on the PCM/ECU mod. The point is, mod your bikes with the knowledge that you could have warranty issues, then be prepared for potential coverage issues when something fails.  

I have seen other riders post on this forum that their dealers sent out the ECU's to IVAN because of the benefits achieved from the flash upgrade. Guess it depends on your dealer.  

Any updates on this? Very curious to see the results of the mods as I was looking to do the same combo of the three. Would appreciate any feed back. Thanks!  

Better late than never, lol. It's only taken me a year to get back on here... Very happy with the mods to this date. I was going to add the dyno chart but my pdf file is too large. Max RWHP 73.07 @ 5200 rpm Max RWTQ 86.9 @ 3750 rpm. The telling part about the torque, however, is that the curve is ridiculously flat. I'm making over 70 lb/ft at the rear wheel from 2200rpm all the way to 5500rpm. The flatter torque curve has allowed me to change my riding style a little bit, which resulted in a + change in gas mileage. I was averaging around 36.5mpg stock. I am currently averaging 39.4mpg now. Nearly a full 3mpg increase. Also added a Mustang wide touring seat and a Corbin passenger backrest. Running Metzelers on both ends too.  

toodamtall said: It's only taken me a year to get back on here... Very happy with the mods to this date. I was going to add the dyno chart but my pdf file is too large. Max RWHP 73.07 @ 5200 rpm Max RWTQ 86.9 @ 3750 rpm. The telling part about the torque, however, is that the curve is ridiculously flat. I'm making over 70 lb/ft at the rear wheel from 2200rpm all the way to 5500rpm. The flatter torque curve has allowed me to change my riding style a little bit, which resulted in a + change in gas mileage. I was averaging around 36.5mpg stock. I am currently averaging 39.4mpg now. Nearly a full 3mpg increase. Also added a Mustang wide touring seat and a Corbin passenger backrest. Running Metzelers on both ends too. Click to expand...

I wonder if the Metzelers might have lower rolling resistance (or higher) which might affect your gas mileage. Also curious about the giraffe- I grew up in Africa until the age of 20, my daughter and her family still live in Zimbabwe. Are you from there?  

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