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| {{Infobox Motorcycle
| | #Redirect [[Kawasaki ZG1400]] |
| |name = [[Kawasaki]] GTR1400 Concours 14
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| |image = [[File:Kawasaki-Concours-14-07--3.jpg|frameless|Kawasaki GTR1400 Concours 14]]
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| |aka =
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| |manufacturer = Kawasaki
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| |parent_company =
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| |production = 2007 - 08
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| |model_year =
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| |predecessor =
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| |successor =
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| |class =
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| |engine = Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder
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| |bore_stroke =
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| |compression = 10.7;1
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| |top_speed = 253.6 km/h / 157.5 mph
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| |power =
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| |torque =
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| |fuel_system =
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| |ignition = Digital
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| |spark_plug =
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| |battery =
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| |transmission = 6 Speed
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| |frame = Monocoque pressed aluminum
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| |suspension =Front: 43 mm inverted fork with adjustable [[rebound damping]] and spring preload <br>
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| Rear: Bottom link Unit-Trek with gas charged shock, Tetra lever rebound damping
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| |brakes =Front: 2X 310mm discs 4 [[piston]] [[calipers]] <br>Rear: Single 270mm disc 2 piston caliper
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| |front_tire = {{tire|120/70- ZR17}}
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| |rear_tire = {{tire|190/50 -ZR17}}
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| |rake_trail =
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| |wheelbase = 1520 mm / 59.8 in
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| |length =
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| |width =
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| |height =
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| |seat_height = 815 mm / 32.1 in.
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| |dry_weight =
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| |wet_weight = 300 kg / 670.3 lbs - ABS 304 kg / 679.1 lbs
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| |fuel_capacity = 22 Litres / 5.8 US gal
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| |oil_capacity =
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| |fuel_consumption =
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| |turning_radius =
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| |related =
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| |competition =
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| }}
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| It could reach a top speed of 253.6 km/h / 157.5 mph.
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| ==Engine==
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| The engine was a Liquid cooled cooled Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder. The engine featured a 10.7;1 [[compression ratio]].
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| ==Drive==
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| Power was moderated via the Wet multi-disc manual.
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| ==Chassis==
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| It came with a 120/70- ZR17 front [[tire]] and a 190/50 -ZR17 rear tire. Stopping was achieved via 2X 310mm discs 4 piston calipers in the front and a Single 270mm disc 2 piston [[caliper]] in the rear. The front suspension was a 43 mm inverted fork with adjustable rebound damping and spring preload while the rear was equipped with a Bottom link Unit-Trek with gas charged shock, Tetra lever rebound damping. The GTR1400 Concours 14 was fitted with a 22 Litres / 5.8 US gal fuel tank. The wheelbase was 1520 mm / 59.8 in long.
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| == Photos ==
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| [[File:Kawasaki-Concours-14-07--3.jpg|600px|Kawasaki GTR1400 Concours 14]]
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| [[File:Kawasaki-Concours-14-07--2.jpg|600px|Kawasaki GTR1400 Concours 14]]
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| [[File:Kawasaki-Concours-14-07.jpg|600px|Kawasaki GTR1400 Concours 14]]
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| [[File:Kawasaki-Concours-14-07--1.jpg|600px|Kawasaki GTR1400 Concours 14]]
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| == Overview ==
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| Kawasaki GTR 1400
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| Concours 14
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| The new Concours 14 and Concours 14 ABS combine breathtaking engine
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| performance, impeccable handling and a comfortable riding position with
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| clean, convenient shaft drive, locking hard luggage, an electrically
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| adjustable windscreen and a host of other features to create the most
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| impressive long-distance, high-speed machine on the market today.
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| An
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| aluminum monocoque chassis, radial-mount brake calipers, inverted fork, and
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| ram air induction are all features riders expect to find on top-of-the-line
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| supersport machines. However, instead of riding a high-strung racetrack
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| missile, they can enjoy these high-performance features on Kawasakis new
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| Concours 14 sport touring motorcycles. They are the first representatives of
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| an entirely new genre of high-performance motorcycle: the Transcontinental
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| Supersport Tourer.
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| Because its a Kawasaki, the Concours 14 is naturally designed to do much
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| more than just take a rider from point A to point B. Thanks to its sporting
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| heritage, the new Concours 14 is not only an awe-inspiring road burner, it
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| can also carve up mountain roads like a true supersport bike. For those
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| riders who cross state lines the way others cross town, this machine offers
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| more excitement than anything else in its category.
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| The Concours 14 may be a physically impressive machine, but as soon as
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| riders flip the side stand up, theyll be astonished at the bikes
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| lightweight feel. The confidence-enhancing ABS brake system (Concours 14
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| ABS) features radial-mount front calipers operated by a radial-pump master
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| cylinder, for the superb control and powerful, reliable braking performance
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| that continent-crossing sport riders expect. Belying its tourer-like
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| appearance, the Concours 14s phenomenally responsive handling
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| characteristics make the other bikes in its category seem like transports by
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| comparison. This provides the Concours 14 rider with a feeling of complete
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| control for spirited, confident journeys.
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| In addition to an incredible level of sporting performance, the new
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| Concours 14 has the functional touches of a Grand Touring machine. Features
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| include KI-PASS (Kawasakis Intelligent Proximity Activation Start System),
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| the first electronic authorization system in its class, and an accessory
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| power outlet located near the cockpit for powering portable electronics,
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| grip heaters and other accessories. Theres also an electrically adjustable
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| windscreen, shaft drive and detachable, locking side cases, so the Concours
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| 14 is always ready for a high-speed ride to the local hangout or that
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| favorite spot
fifteen hundred miles away.
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| The Concours 14 is much more than a sportbike with tacked-on touring
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| features; its an integrated high-speed touring system. Wind protection for
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| rider and passenger is based on a supersport-style design philosophy,
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| aerodynamically curving wind around the riders to reduce buffeting that
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| occurs when wind curls around screens that simply block the wind.
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| Additionally, maintenance chores on long-distance trips are minimized thanks
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| to quiet and reliable shaft drive. Featuring a special four-link design, the
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| Tetra-Lever shaft drive system significantly reduces driveline lash during
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| sport riding and helps ensure smooth acceleration when exploiting the
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| engines incredible power output. In fact, power delivery to the rear wheel
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| is so smooth and so direct that it gives the same natural ride quality as a
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| chain.
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| The Concours 14s touring prowess doesnt stop there. The included hard
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| luggage features a slim, integrated design which mounts the cases closer to
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| the machines centerline for excellent mass centralization. Sensors in the
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| front and rear wheels monitor tire pressure and display this information on
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| the instrument panel, giving riders peace of mind during two-up high-speed
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| riding or when carving up a mountain road.
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| With all the equipment needed for safe and exciting long-distance riding
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| mated to a decidedly supersport core, the new Concours 14 amplifies all the
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| best riding features that motorcycling has to offer. Motorcyclists carry a
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| drivers license, but Concours 14 riders should bring their passports, too.
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| Detail information:
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| Key Features:
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| - Most powerful production sport tourer
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| - Next generation monocoque aluminum frame
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| - Comfortable long distance riding position
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| - Low-maintenance shaft drive
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| 1,352cc Four-Cylinder, DOHC Engine with Variable Valve Timing (VVT)
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| - Tuned to provide smooth power across a wide rev range
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| - Variable valve timing improves the engines flexibility and efficiency by
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| altering the camshaft profiles to suit different rpm ranges
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| - Carefully planned engine design keeps it compact and narrow
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| - Chrome composite plated aluminum cylinder bores are lightweight, durable,
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| and quickly carry heat away from the combustion chamber and piston for
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| supreme durability under high loads
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| Gear-Driven Dual Engine Balancers
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| - Already in perfect primary balance, dual secondary balancers
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| virtually eliminate unwanted vibrations for extremely smooth engine
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| operation and enhanced rider comfort
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| Ram Air Induction
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| - Ram Air ducts produce a straighter path to the airbox for maximum
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| intake efficiency
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| - This system takes cooler, high-pressure air, guides it through the air
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| filter and into the engine for maximum power output
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| Digital Fuel Injection
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| - Throttle bodies are fitted with sub-throttle valves that are
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| controlled by the ECU to provide smooth, precise response similar to
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| constant velocity carburetors
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| - 32-bit electronic control unit works with dual throttle valve system to
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| further enhance throttle response and control
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| - A digital computer feeds the engine exactly the amount of fuel it needs
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| for cleaner emissions and maximum fuel economy
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| Digital Ignition
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| - Digital Timing Advance enhances low-and mid-range power
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| - Four individual spark plug-mounted ignition coils fire each spark plug
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| independently to achieve the optimum timing for that cylinder at that
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| instant
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| - ECU includes an idle speed control system for easier starting and warm-up
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| Radial Pump Clutch Master Cylinder
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| - Hydraulic clutch features a radial-pump clutch master cylinder for smooth
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| and precise clutch engagement
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| Monocoque Aluminum Frame
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| - The frame is a hollow aluminum box that arches over the engine
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| from the steering head to the swing arm pivot; it is narrow, strong, rigid
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| and very light
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| - Engine is rigidly mounted to increase the monocoques torsional rigidity.
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| Plus using the engine as a stressed frame member decreases the frames
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| weight by approximately four pounds
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| - Engine positioned forward in the frame, wheelbase and front/rear weight
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| balance were carefully designed to achieve high-speed stability and
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| responsive handling
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| - Massive steering head casting contributes to frame rigidity
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| Radial-mount Petal-type Front Disc Brakes
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| - Radial mounted four-piston front brake calipers. Instead of mounting the
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| calipers with threaded tabs cast near the top of the caliper, the radial
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| design utilizes integrated mounting points at both the top and bottom of the
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| caliper, with the mounting bolts inserted through the rear of the caliper
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| instead of the side/front. This makes the caliper more rigid, which improves
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| brake feel over a wider range of operation
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| - A separate brake pad is used for each piston. One large pad can deform
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| with the heat generated by hard braking, resulting in a loss of brake feel
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| at the lever. Individual pads provide increased cooling efficiency and can
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| absorb more heat without deforming so they maintain consistent brake feel
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| under extreme conditions
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| - Petal design front and rear brake rotors provide enhanced cooling and
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| better warp resistance
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| - Radial-pump front brake master cylinder improves brake performance and
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| lever feel
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| Tetra-Lever Shaft Drive
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| - Unique four-link design significantly reduces driveline lash during sport
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| riding and provides smooth acceleration when exploiting the engines
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| incredible power output
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| - Virtually maintenance free, the Tetra Lever system dramatically reduces
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| routine maintenance requirements
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| Antilock Brake System (Concours 14 ABS)
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| - ABS brakes boost safety and rider confidence in low-traction
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| conditions and may enhance evasive maneuvering in an emergency
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| Bodywork Optimized for Sport Touring
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| - Fairing design promotes smooth airflow around the rider and passenger with
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| minimal buffeting
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| - Integrated, locking hard luggage offers plenty of storage, without
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| disrupting the Concours 14s style or performance
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| - Electrically adjustable vented windscreen
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| - Large, comfortable seat offers long-distance comfort for both rider and
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| passenger
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| - Glove box mounted on the fuel tank cover
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| Full Instrumentation
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| - Easy to read speedometer and tachometer
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| - Multi-function LCD digital display includes an odometer, two trip meters,
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| fuel gauge, gear position indicator and a clock
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| - A CAN (Controller Area Network) interface between the gauges uses fewer
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| wires while allowing a greater volume of information, such as estimated fuel
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| mileage, to be exchanged
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| - Kawasaki Electronic Authorization system (KI-PASS)
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| - Tire pressure sensors
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| Review
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| If you've been riding for more than a few years you
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| know that the Kawasaki Concours has been around for what seems like an eternity.
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| Neither a cover model nor an athlete, the Connie was the studious one. With
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| standard-setting ergos, a large windshield, plenty of practical storage space
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| and a liter-size engine with plenty of performance, this bike quickly became a
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| favorite, achieving cult status over its 21-year life span.
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| For Kawasaki, the year 2008 could be dubbed the "Year of Change." First, the
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| King of Dualies, the KLR650, received some revisions earlier this year for the
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| first time in about an eon. But even greater anticipation awaits the all-new
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| Concours 14. The ZX-14-based hyper-tourer was unveiled in late 2006 as a '08
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| model that would be available mid-2007. For Connie loyalists, this bike was the
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| stuff dreams are made of. One thing is for sure: The Concours as we knew it is
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| no more.
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| In press materials Kawasaki is perfectly clear that they see the Concours 14 as
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| a "top-of-the-line sportbike with touring capabilities." That's a bold statement
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| to make in this day. And they've even gone so far as to rename the category from
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| sport touring to "supersport touring" on their consumer website. Yamaha did the
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| same thing back in '03 for the FJR1300.
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| The new Connie is, at the heart, a ZX-14. In a brief generalization, the
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| Concours takes from the Ninja ram air, inverted forks, wave brake rotors,
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| radial-mount calipers and master cylinder, aluminum monocoque frame and
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| modified-for-a shaft-drive ZX-14 10-spoke wheels. But some obvious differences
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| exist to make it the bike that it is.
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| Starting with the Ninja-derived 1,352cc liquid-cooled, DOHC, 16-valve
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| inline-Four powerhouse, we note an additional oil-pressure-controlled cam-chain
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| tensioner that is said to keep tension optimal while reducing engine noise. But
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| most impressive of all is variable valve timing, something Kawi claims as a
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| first in the class. The intake cam is hydraulically advanced or retarded over a
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| 23.8-degree range based on engine RPM and throttle position, with the goal being
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| "high torque output" across the powerband. (Its a clever system that uses few
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| moving parts and only low-pressure oil to govern the cam orientation. -Ed)
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| Fueling on the Connie is handled by 40mm throttle bodies (the ZX-14 has 44mm
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| units) and new 12-hole injectors. The increased intake velocity and improved
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| atomization is said to offer crisper low- and mid-range throttle response with
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| better control.
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| Claiming another first-in-class, Kawasaki is proud to present a slipper clutch
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| to the sport-touring market. In case you haven't read about these back-torque
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| limiting wonders, the intended goal is to prevent the rear wheel from "driving"
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| the engine when gear selection and engine speed aren't precisely matched to the
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| bike's road speed. Heretofore, this type of clutch has only been found on
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| high-performance sportbikes.
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| Transmission ratios were altered to suite the
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| torque-biased motor. First through third are lower, fourth is the same as the
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| ZX-14 while fifth is a touch higher and sixth gear has become a true overdrive.
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| The exhaust system changes from the one found on the biggest of the Ninjas.
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| Instead of a twin-can unit, the Concours utilizes a 4-2-1 system sans exhaust
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| valve. But it does have two catalytic converters; one can be found mid-pipe
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| whilst the second is directly in the bazooka-size single can. It's worth noting
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| the U.S. spec'd bikes will not have O2 sensors.
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| The next major functional change to take place was in the monocoque aluminum
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| frame. As a direct result of the switch to shaft drive, the bulky
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| hunchback-looking frame needed some redesign. The area around the countershaft
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| was reinforced and altered to allow the shaft-drive system to fit, among several
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| other structural modifications. Two pieces of the lower frame that are made of
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| plastic on the ZX-14 have now been replaced with identical die-cast aluminum
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| bits, and the very top portion of the frame that hunkers over the airbox has
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| increased wall thickness. Thats a whole lot of adding, moving and shaking just
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| to bring in a shaft drive.
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| "Perhaps the boldest claim from Team Green is that this system will emulate a
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| chain-smooth ride."
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| All this talk of shaft drive has got me itching to get to one of my favorite
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| aspects of this land-rocket-cum-sport tourer. Calling it the Tetra-Lever Shaft
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| Drive System, Kawi engineers have created a 4-link swingarm that they claim
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| reduces all the bad things about a shafty, such as the seemingly ubiquitous
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| shaft-jacking that occurs during large throttle inputs or during quick closing
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| of the throttle.
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| Perhaps the boldest claim from Team Green is that this system will emulate a
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| chain-smooth ride. Who the heck do they think they are? Normally I would wait to
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| give my impression of things like drive-line lash in the, well, impressions
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| area, but I can't wait. In my not-so-humble opinion, there is no better
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| shaft-drive system available today. There, I said it. Try as I might I could not
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| get the rear end to hop around like a bronco. I really couldn't even detect much
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| lash or delay from throttle input to the rear wheel. The final drive on this
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| motorcycle is exceptionally smooth and sets the bar very high for any company
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| building a bike with a shaft-drive system. Very well done, Kawasaki.
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| Suspension is a little less trick but is good nonetheless. The 43mm inverted
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| front fork is preload- and rebound-damping adjustable. The rear Uni-Track shock
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| is a bottom-link design with stepless rebound adjustment and a handy hydraulic
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| preload adjusting knob that sticks out unobtrusively behind the rider's left
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| leg. Less is more with this adjustment, as I only needed a quarter turn toward
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| "Hard" from where it was set to make a noticeable improvement in the handling.
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| Please leave all innuendos about "hard" settings in your bedroom and out of my
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| review. Thank you.
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| Braking on the new Concours 14 is partly the job of standard petal-shaped
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| rotors. The twin floating 310mm set up front are mercilessly pinched by a pair
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| of four-piston, four-pad radial-mount calipers when you apply pressure at the
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| radial master cylinder. The 270mm rear single petal rotor is a full 20mm larger
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| than that of the ZX-14.
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| As you might have guessed, ABS is an option. The non-linked independent system
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| is purported to offer a "natural" feel to the braking experience. Unfortunately,
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| the Connie's ABS is not switchable like on some BMW models.
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| As you might have guessed, ABS is an option. The non-linked independent system
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| is purported to offer a "natural" feel to the braking experience.
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| Because it does have touring tendencies, this bike is dimensionally a bit more
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| relaxed than a true sportbike. Steering angle is increased over the ZX from 23
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| degrees to 26.1 degrees (nearly identical to the Yamaha FJR1300.). The front
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| axle moved forward 30mm while the rear axle moved back 30mm as a result of a
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| longer swingarm for a sum total increase of 60mm for a wheelbase of 59.8-inches
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| (an inch shorter than the FJRs. -Ed)
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| All told, Kawi says all the revisions to the chassis result in 20% more
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| torsional rigidity, a narrow and compact riding position and improved stability
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| and handling.
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| The ergos haven't been left out of the redesign, and most certainly favor a
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| comfy environment for the rider. The handlebars are not only 5.9 inches taller,
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| they've also moved 3.8 inches closer to the rider. The footpegs are placed
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| further forward and are 1.2 inches lower. The 32.1-inch saddle is actually 0.6
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| inch taller than the Ninja.
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| Here's the standard screen in its highest position.
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| Here's the standard screen in its highest position.
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| Traffic looks heavy on the 405 this afternoon.
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| Traffic looks heavy on the 405 this afternoon.
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| So now that we've discussed all the things that make the Concours go, let's
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| cover some things that make it want to tour. Let's kick it off with what is a
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| must these days: an electrically adjustable windshield. A larger and higher
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| windshield is optional. A standard rear rack is ready for an accessory rear
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| trunk that will probably match just peachy with the standard quick-release and
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| reasonably roomy hard saddlebags. If you're tired of mashing your insurance card
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| and bike title in your wallet, you'll be relieved to know that on the fuel tank
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| is a smartly-integrated, slick-looking storage compartment. And I'd be remiss if
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| I didn't mention the power socket located on the right side of the cockpit.
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| A blending of traditional analog speedo and tach works well with an LCD info
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| display. The multi-function meter provides a host of data for you while on the
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| fly. All the usuals like fuel, odometer, dual tripmeters and a clock are
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| present. Also on the menu is fuel range, fuel consumption (current and average),
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| battery voltage and a gear-position indicator. But in what we can only assume is
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| note-taking from a certain other sport touring manufacturer (okay, it's BMW),
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| the Concours is also able to display tire pressure. I wasn't able to speak for
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| accuracy, but I can say over the course of two days it read consistent. Through
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| a sensor in each wheel pressure is transmitted to the KIPASS (more on that
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| later) ECU and displayed on the LCD, and it will warn you if it's too low, but
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| only after reaching 12.5 mph or higher.
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| I can hear the Scooby-style grunt of confusion now, so I'll attempt an
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| explanation in less than 900 words (but it's best to see it demonstrated in the
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| accompanying video).
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| Claiming another first-in-class (even if a similar system is optional on most
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| 2007-2008 H-Ds.), Kawasaki has graced the Concours 14 with a nifty anti-theft
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| ignition disablement system. With a key that looks like it was designed by
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| infants for ease of handling, the ignition can only be switched to On, Off, FSS
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| (Fuel-Seat-Storage) and Steering lock when the matching key fob is no more than
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| 5.25 feet from the bike. Without the money-clip-sized matching fob very near by,
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| you simply cannot turn the ignition switch. Part of the beauty of this system is
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| that you can leave the key in the ignition (though it looks a little big on top,
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| the key is crafted from a traditional blank).
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| If your memory is working normally and you have the fob, the next step is to
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| push the key straight down to get the system to recognize that you want to take
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| some action. Once you hear a little click and see an icon on the LCD, you can
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| turn the key to any of the positions listed above. Should you absent-mindedly
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| leave the fob somewhere (say, the top of the gas pump) you may well get down the
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| road, but not without an electronic scolding. After you reach 12.5 miles per
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| hour, the KIPASS ECU (separate from the bike's main ECU) will recognize that the
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| blessed fob is missing. At that point instead of seeing the normal tire pressure
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| or mpg display on the LCD what you'll see is a red warning light and a flashing
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| "NO TRANSPONDER." The bike will operate normally without the fob until you pull
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| another bonehead move, like turning the bike off. Should you foolishly shut the
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| bike down under these circumstances you'll have precisely 10 seconds to restart;
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| otherwise, you're dead in the water. And so is any unsuspecting turd who tries
| |
| to steal your bike without the fob aboard. Simply punching the ignition with a
| |
| hammer and screwdriver won't cut it with this tech-laden bike.
| |
| | |
| The trick is to keep the fob on the SOB (I had to slip that joke in there
| |
| somewhere) and all is well. Each bike comes with two transponders that have a
| |
| unique ID registered to the KIPASS ECU. Should you want a few more, you're
| |
| allowed up to six separate fobs. Lastly, tucked secretly in the bottom of each
| |
| fob is a plain ol' spare key.
| |
| | |
| Kawasaki chose the areas surrounding Santa Rosa and points further west as the
| |
| proving grounds for us to see if the Concours 14 was really the sport-touring
| |
| machine it claims it is. With enough tight first-gear turns shrouded in shade to
| |
| make you think you were aboard an Imperial speeder bike, the chosen roads ran
| |
| the gamut and put virtually every performance aspect to the test.
| |
| | |
| Climbing aboard the beast, I couldn't help but think that someone at Kawi was
| |
| really thinking about rider ergos. Like the '08 Z1000, the rider triangle is
| |
| very upright without sacrificing your ability to manipulate steering. The
| |
| instrument cluster is easy to scan at a glance, and the windshield did an
| |
| excellent job of deflecting wind from my 5'8" torso with minimal buffeting. Some
| |
| taller journos complained that with the screen in the highest position there was
| |
| just enough buffeting across their helmet to be bothersome. Maybe that larger,
| |
| optional windscreen would do the trick.
| |
| | |
| With two counter-balancers, the motor is very smooth and virtually vibe-free,
| |
| regardless of engine speed. It's a great match to that ultra-smooth shaft drive.
| |
| Fueling is trouble-free and precise, and there's bottomless power on tap from as
| |
| low as what I estimated to be 2700 rpm (as evidenced by first gear power
| |
| wheelies). Power builds swiftly and smoothly all the way to the 10,500-rpm
| |
| redline.
| |
| | |
| Keeping all that power accessible is the job of the transparent transmission and
| |
| clutch. Considering the claimed dry weight of 615-pounds and all the thrust
| |
| that's propelling that heft, a back-torque limiting clutch makes a lot of sense
| |
| and is appreciated.
| |
| | |
| The saddle has dual density foam. Firmer for the rider and slightly softer for
| |
| the passenger. I wouldn't hesitate to ride from L.A. to San Fran on this bike,
| |
| something I don't care to do too often these days.
| |
| | |
| When we weren't blitzing down the freeway in sixth gear overdrive, we were
| |
| hustling this silver bullet through some pretty tight terrain. The weight of the
| |
| bike prevents it from being classified as flickable, but transitional movements
| |
| come with just a small amount of effort at the high bars. Mid-corner stability
| |
| was never in question under any circumstance as the stout but light chassis was
| |
| always composed.
| |
| | |
| Suspension, although not perfect upon receipt, was more than up to the task of
| |
| handling the oft times decaying, uneven roads that are starting to suffer from
| |
| the many large trees that have lined the roads in NorCal for nearly a century. A
| |
| quick twist at the remote rear preload adjuster helped balance the chassis. All
| |
| in all, the Connies springy bits are plenty adequate.
| |
| | |
| Braking, on the other hand, wasn't quite what I had hoped for. The fact that it
| |
| is a non-linked ABS system is a bonus, but there's something that needs to be
| |
| sorted out. The sensation was that the ABS was, perhaps, a bit too eager to
| |
| activate. The brakes themselves are outstanding, but on a least two occasions I
| |
| had made a rapid lever input that was rewarded with a numb or wooden feeling
| |
| that, although only lasting a fraction of a second in reality, was a bit
| |
| disconcerting at speed. Within the blink of an eye a more natural feel came back
| |
| and all was well. Were it only those two instances, I would've simply discounted
| |
| the incident. But feel at the rear pedal wasn't much better. It often had a
| |
| resistance to the initial application and then it would relent to the point of
| |
| feeling a tad mushy. I must note that at no time did I ever feel in jeopardy.
| |
| The brakes work very well and have good feel. Its just that I would choose the
| |
| non-ABS model for myself.
| |
| | |
| The other nominal complaint I came up with was the rather annoying amount of
| |
| engine heat that made its way out of the cowlings from behind twin fans. As with
| |
| any bike that produces big power, including the Ninja ZX-14, the new Connie has
| |
| a tough time shedding engine heat. The C14 is fitted with a rider-adjustable air
| |
| management system in which removable fairing deflectors are designed to disperse
| |
| high temperatures. Removing the deflectors allows more heat to reach the rider,
| |
| so I cant imagine riding without them in any condition other than the coldest
| |
| Midwestern nights.
| |
| | |
| With over 400 miles in two days we had plenty of opportunity to refill the
| |
| 5.8-gallon fuel tank. The 26 mpg I calculated at the pump was a bit
| |
| disappointing, but maybe that doesn't say as much about the bike's fuel
| |
| efficiency as it does the ridiculous way I was riding. Others were reporting
| |
| closer to 30 mpg.
| |
| | |
| Riding bikes like these are really starting to make my job easy... Or hard if
| |
| you're a glass half-empty type. They do so much so well in their intended
| |
| category that searching out flaws can be a great expenditure of time and energy.
| |
| Is the new Connie without any real competitors as some Kawasaki staff implied?
| |
| It's a damn fine bike, but I'm not sure I'm ready to discount the FJR1300 just
| |
| yet.
| |
| | |
| And BMWs K1200GT is a formidable competitor, and who knows what Honda will do
| |
| in the future along the lines of the ST1300. So, what's all this going to cost a
| |
| prospective purchaser of a 2008 Kawasaki Concours 14? First of all you'll get
| |
| one color, Neutron Silver, and like it. After that the only decision is to ABS
| |
| or not to ABS. The former will set you back $13,799 (the same as the FJR1300
| |
| with its standard ABS), while the latter is $12,899. A 36-month warranty should
| |
| allow some peace of mind on your interstate journeys. They're ready and waiting
| |
| in dealers now.
| |
| | |
| {| class="wikitable"
| |
| |-
| |
| !Make Model
| |
| |Kawasaki GTR 1400 Concours 14
| |
| |-
| |
| !Year
| |
| |2007 - 08
| |
| |-
| |
| !Engine Type
| |
| |Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder
| |
| |-
| |
| !Displacement
| |
| |1352 cc / 82.5 cu-in
| |
| |-
| |
| !Bore X Stroke
| |
| |84 x 61 mm
| |
| |-
| |
| !Cooling System
| |
| |Liquid cooled
| |
| |-
| |
| !Compression
| |
| |10.7;1
| |
| |-
| |
| !Induction
| |
| |Fuel injection: ø40 mm x 4
| |
| |-
| |
| !Lubrication
| |
| |Forced lubrication, wet sump
| |
| |-
| |
| !Ignition
| |
| |Digital
| |
| |-
| |
| !Starting
| |
| |Electric
| |
| |-
| |
| !Max Power
| |
| |114 kW / 155 hp @ 8800 rpm
| |
| |-
| |
| !Max Power Ram Air
| |
| |118.4 kW /161 hp @ 8800 rpm
| |
| |-
| |
| !Max Torque
| |
| |136Nm / 102.0 lb-ft / 13.9 kg-m@ 6200 rpm
| |
| |-
| |
| !Clutch
| |
| |Wet multi-disc manual
| |
| |-
| |
| !Transmission
| |
| |6 Speed
| |
| |-
| |
| !Final Drive
| |
| |Shaft
| |
| |-
| |
| !Gear Ratio
| |
| |1st 3.333 (50/15) 2nd 2.415 (41/17) 3rd 1.900 (38/20) 4th 1.545 (34/22) 5th 1.292 (31/24) 6th 1.074 (29/27)
| |
| |-
| |
| !Frame
| |
| |Monocoque pressed aluminum
| |
| |-
| |
| !Front Suspension
| |
| |43 mm inverted fork with adjustable rebound damping and spring preload
| |
| |-
| |
| !Front Wheel Travel
| |
| |113 mm / 4.4 in
| |
| |-
| |
| !Rear Suspension
| |
| |Bottom link Unit-Trek with gas charged shock, Tetra lever rebound damping
| |
| |-
| |
| !Rear Wheel Travel
| |
| |136 mm / 5.4 in
| |
| |-
| |
| !Front Brakes
| |
| |2X 310mm discs 4 piston calipers
| |
| |-
| |
| !Rear Brakes
| |
| |Single 270mm disc 2 piston caliper
| |
| |-
| |
| !Front Tire
| |
| |120/70- ZR17
| |
| |-
| |
| !Rear Tire
| |
| |190/50 -ZR17
| |
| |-
| |
| !Steering Angle, Left / Right
| |
| |31° / 31°
| |
| |-
| |
| !Rake
| |
| |26.1°
| |
| |-
| |
| !Trail
| |
| |112 mm / 4.4 in
| |
| |-
| |
| !Dimensions
| |
| |Length 2230 mm / 89.4 in. Width 790 mm / 31.4 in Height 1345 mm / 50.8 in. - 1465 mm / 31.4 in. (High position)
| |
| |-
| |
| !Wheelbase
| |
| |1520 mm / 59.8 in
| |
| |-
| |
| !Ground Clearance
| |
| |125 mm / 4.9 in
| |
| |-
| |
| !Seat Height
| |
| |815 mm / 32.1 in.
| |
| |-
| |
| !Wet Weight
| |
| |300 kg / 670.3 lbs - ABS 304 kg / 679.1 lbs
| |
| |-
| |
| !Fuel Capacity
| |
| |22 Litres / 5.8 US gal
| |
| |-
| |
| !Consumption Average
| |
| |15.3 km/lit
| |
| |-
| |
| !Standing ¼ Mile
| |
| |11.2 sec / 202.1.km/h / 125.5 mph
| |
| |-
| |
| !Standing 1000m
| |
| |20.8 sec / 238.1 km/h / 148 mph
| |
| |-
| |
| !Top Speed
| |
| |253.6 km/h / 157.5 mph
| |
| | |
| |}
| |
| == Videos ==
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=2ZXYTGV2I6I|600|center}}
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=Q8V-fSm_jUo|600|center}}
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=F-yklNHF8Bg|600|center}}
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=dSZXepU7Sks|600|center}}
| |
| | |
| [[Category:Kawasaki motorcycles]] | |