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If you feel like sport riding, there's the 155 PS engine (160 PS with Ram Air) offering huge torque from the mid-range rpm for both fast aggressive turns and highway speed. | If you feel like sport riding, there's the 155 PS engine (160 PS with Ram Air) offering huge torque from the mid-range rpm for both fast aggressive turns and highway speed. | ||
{{Infobox Motorcycle | |||
|name = [[Kawasaki]] GTR1400 Concours 14 | |||
|image = [[File:Kawasaki-Concours-14-07--3.jpg|frameless|Kawasaki GTR1400 Concours 14]] | |||
|aka = | |||
|manufacturer = Kawasaki | |||
|parent_company = | |||
|production = 2007 - 08 | |||
|model_year = | |||
|predecessor = | |||
|successor = | |||
|class = | |||
|engine = Four stroke, transverse four cylinders, DOHC, 4 valves per cylinder | |||
|bore_stroke = | |||
|compression = 10.7;1 | |||
|top_speed = 253.6 km/h / 157.5 mph | |||
|power = | |||
|torque = | |||
|fuel_system = | |||
|ignition = Digital | |||
|spark_plug = | |||
|battery = | |||
|transmission = 6 Speed | |||
|frame = Monocoque pressed aluminum | |||
|suspension =Front: 43 mm inverted fork with adjustable [[rebound damping]] and spring preload <br> | |||
Rear: Bottom link Unit-Trek with gas charged shock, Tetra lever rebound damping | |||
|brakes =Front: 2X 310mm discs 4 [[piston]] [[calipers]] <br>Rear: Single 270mm disc 2 piston caliper | |||
|front_tire = {{tire|120/70- ZR17}} | |||
|rear_tire = {{tire|190/50 -ZR17}} | |||
|rake_trail = | |||
|wheelbase = 1520 mm / 59.8 in | |||
|length = | |||
|width = | |||
|height = | |||
|seat_height = 815 mm / 32.1 in. | |||
|dry_weight = | |||
|wet_weight = 300 kg / 670.3 lbs - ABS 304 kg / 679.1 lbs | |||
|fuel_capacity = 22 Liters / 5.8 US gal | |||
|oil_capacity = | |||
|fuel_consumption = | |||
|turning_radius = | |||
|related = | |||
|competition = | |||
}} | |||
It could reach a top speed of 253.6 km/h / 157.5 mph. | |||
==Engine== | |||
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]]. | |||
==Drive== | |||
Power was moderated via the Wet multi-disc manual. | |||
==Chassis== | |||
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 Liters / 5.8 US gal fuel tank. The wheelbase was 1520 mm / 59.8 in long. | |||
== Photos == | |||
[[File:Kawasaki-Concours-14-07--3.jpg|600px|Kawasaki GTR1400 Concours 14]] | |||
[[File:Kawasaki-Concours-14-07--2.jpg|600px|Kawasaki GTR1400 Concours 14]] | |||
[[File:Kawasaki-Concours-14-07.jpg|600px|Kawasaki GTR1400 Concours 14]] | |||
[[File:Kawasaki-Concours-14-07--1.jpg|600px|Kawasaki GTR1400 Concours 14]] | |||
== Overview == | |||
Kawasaki GTR 1400 | |||
Concours 14 | |||
The new Concours 14 and Concours 14 ABS combine breathtaking engine | |||
performance, impeccable handling and a comfortable riding position with | |||
clean, convenient shaft drive, locking hard luggage, an electrically | |||
adjustable windscreen and a host of other features to create the most | |||
impressive long-distance, high-speed machine on the market today. | |||
An | |||
aluminum monocoque chassis, radial-mount brake calipers, inverted fork, and | |||
ram air induction are all features riders expect to find on top-of-the-line | |||
supersport machines. However, instead of riding a high-strung racetrack | |||
missile, they can enjoy these high-performance features on Kawasakis new | |||
Concours 14 sport touring motorcycles. They are the first representatives of | |||
an entirely new genre of high-performance motorcycle: the Transcontinental | |||
Supersport Tourer. | |||
Because its a Kawasaki, the Concours 14 is naturally designed to do much | |||
more than just take a rider from point A to point B. Thanks to its sporting | |||
heritage, the new Concours 14 is not only an awe-inspiring road burner, it | |||
can also carve up mountain roads like a true supersport bike. For those | |||
riders who cross state lines the way others cross town, this machine offers | |||
more excitement than anything else in its category. | |||
The Concours 14 may be a physically impressive machine, but as soon as | |||
riders flip the side stand up, theyll be astonished at the bikes | |||
lightweight feel. The confidence-enhancing ABS brake system (Concours 14 | |||
ABS) features radial-mount front calipers operated by a radial-pump master | |||
cylinder, for the superb control and powerful, reliable braking performance | |||
that continent-crossing sport riders expect. Belying its tourer-like | |||
appearance, the Concours 14s phenomenally responsive handling | |||
characteristics make the other bikes in its category seem like transports by | |||
comparison. This provides the Concours 14 rider with a feeling of complete | |||
control for spirited, confident journeys. | |||
In addition to an incredible level of sporting performance, the new | |||
Concours 14 has the functional touches of a Grand Touring machine. Features | |||
include KI-PASS (Kawasakis Intelligent Proximity Activation Start System), | |||
the first electronic authorization system in its class, and an accessory | |||
power outlet located near the cockpit for powering portable electronics, | |||
grip heaters and other accessories. Theres also an electrically adjustable | |||
windscreen, shaft drive and detachable, locking side cases, so the Concours | |||
14 is always ready for a high-speed ride to the local hangout or that | |||
favorite spot
fifteen hundred miles away. | |||
The Concours 14 is much more than a sportbike with tacked-on touring | |||
features; its an integrated high-speed touring system. Wind protection for | |||
rider and passenger is based on a supersport-style design philosophy, | |||
aerodynamically curving wind around the riders to reduce buffeting that | |||
occurs when wind curls around screens that simply block the wind. | |||
Additionally, maintenance chores on long-distance trips are minimized thanks | |||
to quiet and reliable shaft drive. Featuring a special four-link design, the | |||
Tetra-Lever shaft drive system significantly reduces driveline lash during | |||
sport riding and helps ensure smooth acceleration when exploiting the | |||
engines incredible power output. In fact, power delivery to the rear wheel | |||
is so smooth and so direct that it gives the same natural ride quality as a | |||
chain. | |||
The Concours 14s touring prowess doesnt stop there. The included hard | |||
luggage features a slim, integrated design which mounts the cases closer to | |||
the machines centerline for excellent mass centralization. Sensors in the | |||
front and rear wheels monitor tire pressure and display this information on | |||
the instrument panel, giving riders peace of mind during two-up high-speed | |||
riding or when carving up a mountain road. | |||
With all the equipment needed for safe and exciting long-distance riding | |||
mated to a decidedly supersport core, the new Concours 14 amplifies all the | |||
best riding features that motorcycling has to offer. Motorcyclists carry a | |||
drivers license, but Concours 14 riders should bring their passports, too. | |||
Detail information: | |||
Key Features: | |||
- Most powerful production sport tourer | |||
- Next generation monocoque aluminum frame | |||
- Comfortable long distance riding position | |||
- Low-maintenance shaft drive | |||
1,352cc Four-Cylinder, DOHC Engine with Variable Valve Timing (VVT) | |||
- Tuned to provide smooth power across a wide rev range | |||
- Variable valve timing improves the engines flexibility and efficiency by | |||
altering the camshaft profiles to suit different rpm ranges | |||
- Carefully planned engine design keeps it compact and narrow | |||
- Chrome composite plated aluminum cylinder bores are lightweight, durable, | |||
and quickly carry heat away from the combustion chamber and piston for | |||
supreme durability under high loads | |||
Gear-Driven Dual Engine Balancers | |||
- Already in perfect primary balance, dual secondary balancers | |||
virtually eliminate unwanted vibrations for extremely smooth engine | |||
operation and enhanced rider comfort | |||
Ram Air Induction | |||
- Ram Air ducts produce a straighter path to the airbox for maximum | |||
intake efficiency | |||
- This system takes cooler, high-pressure air, guides it through the air | |||
filter and into the engine for maximum power output | |||
Digital Fuel Injection | |||
- Throttle bodies are fitted with sub-throttle valves that are | |||
controlled by the ECU to provide smooth, precise response similar to | |||
constant velocity carburetors | |||
- 32-bit electronic control unit works with dual throttle valve system to | |||
further enhance throttle response and control | |||
- A digital computer feeds the engine exactly the amount of fuel it needs | |||
for cleaner emissions and maximum fuel economy | |||
Digital Ignition | |||
- Digital Timing Advance enhances low-and mid-range power | |||
- Four individual spark plug-mounted ignition coils fire each spark plug | |||
independently to achieve the optimum timing for that cylinder at that | |||
instant | |||
- ECU includes an idle speed control system for easier starting and warm-up | |||
Radial Pump Clutch Master Cylinder | |||
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth | |||
and precise clutch engagement | |||
Monocoque Aluminum Frame | |||
- The frame is a hollow aluminum box that arches over the engine | |||
from the steering head to the swing arm pivot; it is narrow, strong, rigid | |||
and very light | |||
- Engine is rigidly mounted to increase the monocoques torsional rigidity. | |||
Plus using the engine as a stressed frame member decreases the frames | |||
weight by approximately four pounds | |||
- Engine positioned forward in the frame, wheelbase and front/rear weight | |||
balance were carefully designed to achieve high-speed stability and | |||
responsive handling | |||
- Massive steering head casting contributes to frame rigidity | |||
Radial-mount Petal-type Front Disc Brakes | |||
- Radial mounted four-piston front brake calipers. Instead of mounting the | |||
calipers with threaded tabs cast near the top of the caliper, the radial | |||
design utilizes integrated mounting points at both the top and bottom of the | |||
caliper, with the mounting bolts inserted through the rear of the caliper | |||
instead of the side/front. This makes the caliper more rigid, which improves | |||
brake feel over a wider range of operation | |||
- A separate brake pad is used for each piston. One large pad can deform | |||
with the heat generated by hard braking, resulting in a loss of brake feel | |||
at the lever. Individual pads provide increased cooling efficiency and can | |||
absorb more heat without deforming so they maintain consistent brake feel | |||
under extreme conditions | |||
- Petal design front and rear brake rotors provide enhanced cooling and | |||
better warp resistance | |||
- Radial-pump front brake master cylinder improves brake performance and | |||
lever feel | |||
Tetra-Lever Shaft Drive | |||
- Unique four-link design significantly reduces driveline lash during sport | |||
riding and provides smooth acceleration when exploiting the engines | |||
incredible power output | |||
- Virtually maintenance free, the Tetra Lever system dramatically reduces | |||
routine maintenance requirements | |||
Antilock Brake System (Concours 14 ABS) | |||
- ABS brakes boost safety and rider confidence in low-traction | |||
conditions and may enhance evasive maneuvering in an emergency | |||
Bodywork Optimized for Sport Touring | |||
- Fairing design promotes smooth airflow around the rider and passenger with | |||
minimal buffeting | |||
- Integrated, locking hard luggage offers plenty of storage, without | |||
disrupting the Concours 14s style or performance | |||
- Electrically adjustable vented windscreen | |||
- Large, comfortable seat offers long-distance comfort for both rider and | |||
passenger | |||
- Glove box mounted on the fuel tank cover | |||
Full Instrumentation | |||
- Easy to read speedometer and tachometer | |||
- Multi-function LCD digital display includes an odometer, two trip meters, | |||
fuel gauge, gear position indicator and a clock | |||
- A CAN (Controller Area Network) interface between the gauges uses fewer | |||
wires while allowing a greater volume of information, such as estimated fuel | |||
mileage, to be exchanged | |||
- Kawasaki Electronic Authorization system (KI-PASS) | |||
- Tire pressure sensors | |||
Review | |||
If you've been riding for more than a few years you | |||
know that the Kawasaki Concours has been around for what seems like an eternity. | |||
Neither a cover model nor an athlete, the Connie was the studious one. With | |||
standard-setting ergos, a large windshield, plenty of practical storage space | |||
and a liter-size engine with plenty of performance, this bike quickly became a | |||
favorite, achieving cult status over its 21-year life span. | |||
For Kawasaki, the year 2008 could be dubbed the "Year of Change." First, the | |||
King of Dualies, the KLR650, received some revisions earlier this year for the | |||
first time in about an eon. But even greater anticipation awaits the all-new | |||
Concours 14. The ZX-14-based hyper-tourer was unveiled in late 2006 as a '08 | |||
model that would be available mid-2007. For Connie loyalists, this bike was the | |||
stuff dreams are made of. One thing is for sure: The Concours as we knew it is | |||
no more. | |||
In press materials Kawasaki is perfectly clear that they see the Concours 14 as | |||
a "top-of-the-line sportbike with touring capabilities." That's a bold statement | |||
to make in this day. And they've even gone so far as to rename the category from | |||
sport touring to "supersport touring" on their consumer website. Yamaha did the | |||
same thing back in '03 for the FJR1300. | |||
The new Connie is, at the heart, a ZX-14. In a brief generalization, the | |||
Concours takes from the Ninja ram air, inverted forks, wave brake rotors, | |||
radial-mount calipers and master cylinder, aluminum monocoque frame and | |||
modified-for-a shaft-drive ZX-14 10-spoke wheels. But some obvious differences | |||
exist to make it the bike that it is. | |||
Starting with the Ninja-derived 1,352cc liquid-cooled, DOHC, 16-valve | |||
inline-Four powerhouse, we note an additional oil-pressure-controlled cam-chain | |||
tensioner that is said to keep tension optimal while reducing engine noise. But | |||
most impressive of all is variable valve timing, something Kawi claims as a | |||
first in the class. The intake cam is hydraulically advanced or retarded over a | |||
23.8-degree range based on engine RPM and throttle position, with the goal being | |||
"high torque output" across the powerband. (Its a clever system that uses few | |||
moving parts and only low-pressure oil to govern the cam orientation. -Ed) | |||
Fueling on the Connie is handled by 40mm throttle bodies (the ZX-14 has 44mm | |||
units) and new 12-hole injectors. The increased intake velocity and improved | |||
atomization is said to offer crisper low- and mid-range throttle response with | |||
better control. | |||
Claiming another first-in-class, Kawasaki is proud to present a slipper clutch | |||
to the sport-touring market. In case you haven't read about these back-torque | |||
limiting wonders, the intended goal is to prevent the rear wheel from "driving" | |||
the engine when gear selection and engine speed aren't precisely matched to the | |||
bike's road speed. Heretofore, this type of clutch has only been found on | |||
high-performance sportbikes. | |||
Transmission ratios were altered to suite the | |||
torque-biased motor. First through third are lower, fourth is the same as the | |||
ZX-14 while fifth is a touch higher and sixth gear has become a true overdrive. | |||
The exhaust system changes from the one found on the biggest of the Ninjas. | |||
Instead of a twin-can unit, the Concours utilizes a 4-2-1 system sans exhaust | |||
valve. But it does have two catalytic converters; one can be found mid-pipe | |||
whilst the second is directly in the bazooka-size single can. It's worth noting | |||
the U.S. spec'd bikes will not have O2 sensors. | |||
The next major functional change to take place was in the monocoque aluminum | |||
frame. As a direct result of the switch to shaft drive, the bulky | |||
hunchback-looking frame needed some redesign. The area around the countershaft | |||
was reinforced and altered to allow the shaft-drive system to fit, among several | |||
other structural modifications. Two pieces of the lower frame that are made of | |||
plastic on the ZX-14 have now been replaced with identical die-cast aluminum | |||
bits, and the very top portion of the frame that hunkers over the airbox has | |||
increased wall thickness. Thats a whole lot of adding, moving and shaking just | |||
to bring in a shaft drive. | |||
"Perhaps the boldest claim from Team Green is that this system will emulate a | |||
chain-smooth ride." | |||
All this talk of shaft drive has got me itching to get to one of my favorite | |||
aspects of this land-rocket-cum-sport tourer. Calling it the Tetra-Lever Shaft | |||
Drive System, Kawi engineers have created a 4-link swingarm that they claim | |||
reduces all the bad things about a shafty, such as the seemingly ubiquitous | |||
shaft-jacking that occurs during large throttle inputs or during quick closing | |||
of the throttle. | |||
Perhaps the boldest claim from Team Green is that this system will emulate a | |||
chain-smooth ride. Who the heck do they think they are? Normally I would wait to | |||
give my impression of things like drive-line lash in the, well, impressions | |||
area, but I can't wait. In my not-so-humble opinion, there is no better | |||
shaft-drive system available today. There, I said it. Try as I might I could not | |||
get the rear end to hop around like a bronco. I really couldn't even detect much | |||
lash or delay from throttle input to the rear wheel. The final drive on this | |||
motorcycle is exceptionally smooth and sets the bar very high for any company | |||
building a bike with a shaft-drive system. Very well done, Kawasaki. | |||
Suspension is a little less trick but is good nonetheless. The 43mm inverted | |||
front fork is preload- and rebound-damping adjustable. The rear Uni-Track shock | |||
is a bottom-link design with stepless rebound adjustment and a handy hydraulic | |||
preload adjusting knob that sticks out unobtrusively behind the rider's left | |||
leg. Less is more with this adjustment, as I only needed a quarter turn toward | |||
"Hard" from where it was set to make a noticeable improvement in the handling. | |||
Please leave all innuendos about "hard" settings in your bedroom and out of my | |||
review. Thank you. | |||
Braking on the new Concours 14 is partly the job of standard petal-shaped | |||
rotors. The twin floating 310mm set up front are mercilessly pinched by a pair | |||
of four-piston, four-pad radial-mount calipers when you apply pressure at the | |||
radial master cylinder. The 270mm rear single petal rotor is a full 20mm larger | |||
than that of the ZX-14. | |||
As you might have guessed, ABS is an option. The non-linked independent system | |||
is purported to offer a "natural" feel to the braking experience. Unfortunately, | |||
the Connie's ABS is not switchable like on some BMW models. | |||
As you might have guessed, ABS is an option. The non-linked independent system | |||
is purported to offer a "natural" feel to the braking experience. | |||
Because it does have touring tendencies, this bike is dimensionally a bit more | |||
relaxed than a true sportbike. Steering angle is increased over the ZX from 23 | |||
degrees to 26.1 degrees (nearly identical to the Yamaha FJR1300.). The front | |||
axle moved forward 30mm while the rear axle moved back 30mm as a result of a | |||
longer swingarm for a sum total increase of 60mm for a wheelbase of 59.8-inches | |||
(an inch shorter than the FJRs. -Ed) | |||
All told, Kawi says all the revisions to the chassis result in 20% more | |||
torsional rigidity, a narrow and compact riding position and improved stability | |||
and handling. | |||
The ergos haven't been left out of the redesign, and most certainly favor a | |||
comfy environment for the rider. The handlebars are not only 5.9 inches taller, | |||
they've also moved 3.8 inches closer to the rider. The footpegs are placed | |||
further forward and are 1.2 inches lower. The 32.1-inch saddle is actually 0.6 | |||
inch taller than the Ninja. | |||
Here's the standard screen in its highest position. | |||
Here's the standard screen in its highest position. | |||
Traffic looks heavy on the 405 this afternoon. | |||
Traffic looks heavy on the 405 this afternoon. | |||
So now that we've discussed all the things that make the Concours go, let's | |||
cover some things that make it want to tour. Let's kick it off with what is a | |||
must these days: an electrically adjustable windshield. A larger and higher | |||
windshield is optional. A standard rear rack is ready for an accessory rear | |||
trunk that will probably match just peachy with the standard quick-release and | |||
reasonably roomy hard saddlebags. If you're tired of mashing your insurance card | |||
and bike title in your wallet, you'll be relieved to know that on the fuel tank | |||
is a smartly-integrated, slick-looking storage compartment. And I'd be remiss if | |||
I didn't mention the power socket located on the right side of the cockpit. | |||
A blending of traditional analog speedo and tach works well with an LCD info | |||
display. The multi-function meter provides a host of data for you while on the | |||
fly. All the usuals like fuel, odometer, dual tripmeters and a clock are | |||
present. Also on the menu is fuel range, fuel consumption (current and average), | |||
battery voltage and a gear-position indicator. But in what we can only assume is | |||
note-taking from a certain other sport touring manufacturer (okay, it's BMW), | |||
the Concours is also able to display tire pressure. I wasn't able to speak for | |||
accuracy, but I can say over the course of two days it read consistent. Through | |||
a sensor in each wheel pressure is transmitted to the KIPASS (more on that | |||
later) ECU and displayed on the LCD, and it will warn you if it's too low, but | |||
only after reaching 12.5 mph or higher. | |||
I can hear the Scooby-style grunt of confusion now, so I'll attempt an | |||
explanation in less than 900 words (but it's best to see it demonstrated in the | |||
accompanying video). | |||
Claiming another first-in-class (even if a similar system is optional on most | |||
2007-2008 H-Ds.), Kawasaki has graced the Concours 14 with a nifty anti-theft | |||
ignition disablement system. With a key that looks like it was designed by | |||
infants for ease of handling, the ignition can only be switched to On, Off, FSS | |||
(Fuel-Seat-Storage) and Steering lock when the matching key fob is no more than | |||
5.25 feet from the bike. Without the money-clip-sized matching fob very near by, | |||
you simply cannot turn the ignition switch. Part of the beauty of this system is | |||
that you can leave the key in the ignition (though it looks a little big on top, | |||
the key is crafted from a traditional blank). | |||
If your memory is working normally and you have the fob, the next step is to | |||
push the key straight down to get the system to recognize that you want to take | |||
some action. Once you hear a little click and see an icon on the LCD, you can | |||
turn the key to any of the positions listed above. Should you absent-mindedly | |||
leave the fob somewhere (say, the top of the gas pump) you may well get down the | |||
road, but not without an electronic scolding. After you reach 12.5 miles per | |||
hour, the KIPASS ECU (separate from the bike's main ECU) will recognize that the | |||
blessed fob is missing. At that point instead of seeing the normal tire pressure | |||
or mpg display on the LCD what you'll see is a red warning light and a flashing | |||
"NO TRANSPONDER." The bike will operate normally without the fob until you pull | |||
another bonehead move, like turning the bike off. Should you foolishly shut the | |||
bike down under these circumstances you'll have precisely 10 seconds to restart; | |||
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 Liters / 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]] | |||