I think a lot of the issue with power has to do with gearing. The 900 is so dang short geared that it's always got tons of on-demand power. If you're shifting early on the VV, running low RPM's, it's not going to have the roll-on power the 900 does, not without downshifting.
I, too, experienced the same thing. Until I realized that, like the 900, you have to let it spin. The difference is, where I might be in 5th in the 900, I ought to be in 3rd on the VV. It's geared for the interstate, whereas the 900 is geared for the state roads (even though it does the interstate fine). Once I got used to that I found it did have quite a bit more power than the 900.
I, too, found it a little 'cramped' compared to the 900 but you get used to it. That slightly tighter posture does lend itself to better handling, probably more of an advantage than people realize on a nearly half-ton motorcycle.
The 900 'spoils' us in two ways (even though we often complain about the same). First, it's stinkin' huge! Forget what everyone told you about cc's because there are NOT a lot of bikes out there as 'big' in the cockpit as the 900.
Second, it's geard soooo stinking low. You can flip it into 5th at 40mph, roll on the throttle and take off like a bandit. Can't do that on a VV! Although on a VV, 5th at 40mph (and it still has a 6th!) is a lot lower RPM's, AND, the engine doesn't rev as high to begin with!
"8 But God demonstrates his own love for us in this: While we were still sinners, Christ died for us."
Romans 5:8 (NIV)
2014 Kawasaki Vulcan 1700 Vaquero ABS SE
iPod Connector Kit, Kuryakyn Highway Pegs, Mustang Touring Seat, Marvella's Hitch, Kuryakyn Trailer Wiring Kit, Haul-Master Tag-a-Long Cargo Trailer
2011 Honda Shadow Aero 750 (Wife's)
Memphis shades quick-release windshield, OEM Solo Seat, Mustang Fender Bib, Chrome Solo Luggage Rack
Past: 2006 Vulcan 900 Classic LT