Kawasaki Ninja ZX-14

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2007 Kawasaki Ninja® ZX-14 Specifications:

Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
Displacement: 1352 cc
Bore & Stroke 84.0 x 61.0 mm
Maximum Torque: 113.5 lb-ft / 7,500 rpm



Compression Ratio: 12.7:1
Fuel Injection: DFI with Mikuni 44mm Throttle Bodies (4)
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: X-Ring Chain
Rake/Trail: 23 degrees / 94 mm.
Front Tire Size: 120/70 ZR17
Rear Tire Size: 190/50 ZR17
Wheelbase: 57.5 in.
Front Suspension/Wheel Travel:: 43mm inverted cartridge fork with adjustable preload, stepless rebound and compression damping adjustments / 4.6 in.
Preload, Stepless Rebound and Compression Damping
Rear Suspension/Wheel Travel:: Uni-Trak® with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Rebound and Compression Damping, Ride Height
Front Brake Type: Dual Floating Petal Discs with 4-Piston Calipers
Rear Brake Type: Single Petal Disc
Fuel Tank Capacity: N/A
Seat Height: N/A
Dry Weight: N/A
Color: Diablo Black, Candy Plasma Blue, Special Edition: Pearl Crystal White

2008 Kawasaki 250R

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2008 Kawasaki 250R

The 2008 Kawasaki 250R has been redesigned and it looks good. The 250R makes a great entry level ride and it doesn’t lack for performance either, plus it’s the only 250cc sportbike for sale over here in the states. You get a 249cc DOHC parallel twin with a six speed transmission, great handling, high mileage

Kawasaki 250R | Racing Mode

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Compact size, exceptional personality and a low price tag highlight Kawasaki's new Ninja® 250R quarter-liter performer. Considering how much fun it is to ride and the fact that it's the only 250cc sportbike sold in the U.S., it's no wonder the Ninja 250R has been a strong seller for over a decade. Its successful blend of a rider-friendly engine, easy-to-operate chassis and supersport styling worthy of its Ninja moniker, this model was developed to offer real world performance to riders of all skill levels and goes to show that good things do come in small packages.

Kawasaki 250R look a like

Z 1000 actually

The 250R's new fairing and windscreen not only look great, they deliver improved wind protection for a wide range of riding situations. This lightweight sportbike is loaded with even more rider-friendly features such as an easy-to-read instrument panel and positive neutral finder.

A natural riding position and comfortable ergonomics combined with its lightweight handling, easy controllability and improved throttle response make the 250R a pleasure to ride on city streets. Also new for 2008 are larger 17-inch wheels that offer great handling and improved stability. A larger 290mm front brake rotor is gripped by a powerful 2-piston caliper to provide a healthy dose of stopping power with a responsive feel at the lever. Like Kawasaki's other sport models, the Ninja 250R is fitted with petal discs for efficient heat dissipation.

The simple formula of providing easy-handling agility, lightweight responsiveness, and low ownership costs make the Ninja 250R a force to be reckoned with in the entry-level sportbike category.

Kawasaki Versys 2008

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Kawasaki has introduced a brand new multi purpose motorcycle designed for all sorts of different riding styles and needs, the 2008 Versys. It’s a 649cc 8 valve parallel twin that looks pretty good.

Kawasaki press release follows:

The new 2008 Kawasaki Versys is a machine which occupies a hard to define sweet spot in the motorcycling universe. Is it a practical commuter? Long-legged urban assault vehicle? Sportbike? Light Tourer?

The answer on all counts is a resounding Yes! This isn’t a niche specialist but rather a jack-of-all-trades with user-friendly versatility as one of its many charms.

The 649cc parallel twin and the neutral handling and light steering chassis of the Ninja 650R sportbike made the perfect starting point for this comfortable gridlock commando. A swoopy gull-wing swingarm, long-travel inverted 41mm fork, six-spoke superbike-inspired wheels, adjustable-height windscreen and a comfortable cockpit were combined to create a motorcycle that just begs to be ridden wherever the pavement might lead.

The compact liquid-cooled, fuel-injected, DOHC, 8-valve, 649cc parallel twin engine was modified for the Versys motorcycle so it delivers smooth power that’s well-suited for off-the-line acceleration and flexible torque in the cut-n-thrust of a rider’s morning commute. This engine’s overall characteristics are entertaining for even the most advanced riders, yet predictable enough to inspire confidence in less-experienced motorcyclists.

Full press release and more photos below:

Its suspension offers the next level in sophistication: an advanced Showa rear shock featuring a free piston and two-stage damping valves for progressive compression damping which firms significantly as the shock moves through its stroke. This allows a longer wheel travel with a feel that is initially soft like a dual sport, but firms to near sportbike levels as suspension loads escalate. Of course, this advanced shock is fully-adjustable and connected to a beautiful aluminum gull-wing swingarm that is longer than average, thanks to a short/compact engine and chassis.

Up front, the Versys suspension continues the high-tech approach with a fully-adjustable 41mm tapered-tube inverted fork that combines the best of off-road and sportbike suspension action for a stiffness balance that is a perfect compliment to the chassis settings. In addition to a more-comfortable ride, the long-travel suspension’s soft-stroke allows easy control of the chassis’ running angle by shifting the rider’s weight.

Complimenting the able suspension is the carefully designed cockpit that features a two-piece seat constructed to provide optimum comfort to both the rider and passenger. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and get their eyes back on the road. Capping off the comfort list is an adjustable windscreen that can be raised or lowered to three positions in 20mm increments.

Engine

649cc parallel twin-cylinder, DOHC engine is the most compact in its category.

The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle

Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response ideal for negotiating city traffic

Triangular crank and transmission shaft layout makes it short front to back, a semi-dry sump oil system reduces overall engine height, and the narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width

Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization

180-degree crankshaft plus balancer shaft for extremely smooth engine operation

Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling

Liquid Cooling

Fewer external hoses because the coolant is routed through the engine cases

Digital Fuel Injection (DFI)

Utilizes 38mm Keihin throttle bodies with ECU controlled sub throttle valves for optimum performance and rideability

The sub throttles, located behind the main throttle valves, permit the DFI system a more precise throttle response, similar to a constant velocity carburetor

Automatic fast idle system makes starting and warm-up easy

Digital Capacitor Discharge Ignition (CDI) System

Microprocessor controlled timing never requires adjustment and is ultra responsive to engine needs

Spark plug mounted “stick” ignition coils are compact and help reduce weight

Six-Speed Transmission

Cassette style transmission means the shafts and shift drum are in a compact layout that is easily removed as a single unit from the case for easier maintenance

Trellis Frame

High tensile steel trellis frame is small and light

Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling

Narrow at the knees and feet for increased rider comfort and control

Single shock Rear Suspension

Aluminum gull-wing swingarm and offset, laydown single rear shock complement the frame design to create an integrated line flowing from the steering head to the rear hub

Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling

Showa shock has adjustable preload and rebound damping and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes much firmer near the end of the stroke for a more planted feel

Long-Travel Fork

41mm Inverted fork with stiff springs combines the best of off-road and sportbike-type suspension for excellent performance over a wide range of conditions

Tapered, relatively short outer tubes help provide the ideal stiffness balance to compliment chassis settings

Fork height, preload and rebound damping can all be adjusted to fine-tune the suspension to specific conditions or riding style

Triple Petal Design Brake Discs

Petal design rotors offer improved cooling and warp resistance

Same rotor design as found on the Ninja ZX-6R and ZX-10R supersport machines

Six-spoke wheels

Also found on the Ninja ZX-6R and ZX-10R; the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced

Comfortable Cockpit

Each part of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger

Passenger seat and grab bars were designed to provide a natural seating position for added comfort

Easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night

Adjustable Windscreen

Three different settings, each 20mm apart, allows riders to adjust windscreen height to suit their preferences

Specifications:

Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin

Displacement: 649cc

Bore x stroke: 83.0 x 60.0mm

Compression ratio: 10.6:1


Maximum torque: 44.9 lb/ft @6,800 rpm

Cooling: Liquid

Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies

Ignition: Digital CDI

Transmission: Six-speed

Final drive: O-Ring chain

Frame: Semi-double cradle, high-tensile steel

Rake / trail: 25 degrees / 4.3 in.

Wheelbase: 55.7 in.


Front suspension / wheel travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.

Rear suspension / wheel travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.

Front tire: 120/70×17

Rear tire: 160/60×17

Front brake: Dual 300mm petal discs with two-piston caliper

Rear brake: Single 220mm petal disc with single-piston caliper

Overall length: 83.7 in.


Overall width: 33.1 in.

Overall height: 51.8 in.

Seat height: 33.1 in.

Dry weight: 399 lbs.

Fuel capacity: 5.0 gal.

Color: Passion Red

MSRP: $6,899

Warranty: 12 months

Kawasaki KLR 650 | 2008

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The new KLR650 is well suited to life on the highways, deserts, mountains or even the challenging terrain of today’s urban jungle. For 21 years, the Kawasaki KLR650 has been the smart choice for riders seeking reliable on and off-road performance. Now, the 2008 KLR650 features thorough updates aimed at making it a better tour-ready dual-purpose bike than ever before.





Featuring new suspension and brakes, the KLR650 is a fun, functional commuter during the week and an adept dirt road blaster on weekends. The new 41mm front forks now have less static sag for a taut, smooth ride on pavement. Front suspension travel is reduced from 9.1 in. to 7.9 in. A redesigned UNI-TRAK linkage reduces sag and compliments the new front suspension by reducing rear wheel travel from 8.1 in. to 7.3 in. The 2008 KLR650 features enhanced stopping power, thanks to a new 280mm petal-style front brake rotor that’s similar to ones used on Kawasaki’s Ninja sportbikes. Rear braking performance is also improved, thanks to a new rear brake calliper. These new suspension and brake upgrades boost the KLR650’s on-road performance, without diminishing its versatile off-road capabilities.

Several new refinements help make the KLR650 an even more worthy touring companion. There’s a larger rear luggage rack that’s 3.5 in. longer and 5.1 in. wider than the old rack, and a new, narrower tail section which makes it easier to mount saddlebags. Wind protection is also improved with all-new bodywork featuring a taller windscreen and large shrouds. A large 6.1-gallon fuel tank and miserly fuel economy mean the new KLR650 retains its legendary range between fill-ups.



Riders will be able to take full advantage of the KLR’s range, thanks to a revised seat design and new urethane foam for greater long-distance comfort. A high-capacity 36W alternator powers a new higher-output headlight and offers extra capacity to power the add-on electronic gadgets touring riders can’t live without.

The KLR650 motor, already renowned for being rugged, reliable and powerful, is now even better. There’s improved throttle response from revised ignition mapping, and revised cam timing contributes to improved high-rpm performance. A redesigned cylinder head boasts new intake porting for greater low-end torque and quicker throttle response in city traffic, as well as improved top-end power for high-speed cruising on the open road.

More on-road competence doesn’t mean less off-road fun. The KLR650 has a U.S. Forest Service-approved spark arrestor for access to any road open to licensed vehicles, and a tough engine guard protects the engine from loose rocks and gravel. With an optional Kawasaki tank bag and soft luggage on the larger standard rear rack, KLR650 owners can tote enough gear for an extended trip to any remote location.

All these improvements mean that more than ever, the new KLR650 is the ideal go-farther, multi-surface motorcycle for riders craving on and off-road adventure.

2008 Kawasaki KLX450R

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With this week's introduction of the new KLX450R off-road bike, kawasaki motorcycle officially closes the door on the 450cc, off-road ready, high-performance four stroke class. And we couldn't be happier. We love new motorcycles as much as you, but to finally have all the major manufactures competing for this class really put us in a happy place. Here's Dirt Rider's official first impression of kawasaki motorcycle's newest trail weapon.

The KLX450R introduction was held just southeast of Wickenburg Arizona and, going with the desert-themed press event, featured a camping atmosphere complete with the bright stars you'd expect while away from the city life. Like, for instance, the highest concentration of AMA championships, ISDE medals and Baja victories since our annual Dirt Rider 24 hour. kawasaki motorcycle-backed riders Destry Abbot, Nathan Woods, Ricky Dietrich, Jeff Fredette and Larry Roeseler were all on hand to help introduce us to the new bike and to ensure our riding egos stayed in check.


Even with the celebrities on hand, it was hard to keep my mind and eyes off the new green bike. So, I learned as much as I could while throwing my gear on and this is what I came away with. The KLX450R is really close to its KXF450(R?) brother. And it's really different. The biggest visual differences between the new off-road bike and the current motocrosser are a bigger tank (2.1 gallons), a headlight, a taillight, different side panels, a quick-access air box door, a very quiet muffler (yes!), a long, drop-style header pipe, a new ignition-side cover and clutch cable routing and a big beautiful electric motor attached to a magical little button which makes the bike go "vroom" without a single kick. Oh, and it has an 18" wheel and a side stand. That's about it. And it has a simple computer too. That, I swear, is everything.

But, on the inside is the difference that really counts to the minds of American off-roaders. Is this just a KXF with off-road attachments? Or, did Kawi build a real off-road bike with a capable motor, tranny and everything in between? Well, they sure didn't leave it in moto trim, that's for sure. For starters, the bike's cylinder head has a revised cam for better bottom end power and torque and 1mm smaller exhaust valves (from 41 to 40mm). Also, the exhaust valves are steel now instead of Titanium to increase durability. The intake still features the Titanium units. In between the head and the transmission, everything is the same as the moto version but the gear ratios on the KLX are drastically different as is the clutch actuation and ignition. First gear on the KLX is a bit lower, then second, third, fourth and fifth get taller and taller all the way through. The ignition sports a beefier setup for running the electronics with double the amount of flywheel mass on the crank. The bike also has softer springs and different suspension settings. Hello off-road!

So, I cranked the beast up and hit the loop. kawasaki motorcycle and its fleet of all-star off roaders set up a couple trail sections for us. One was a quickie and one was about right for us: 24 miles of single track! I hit the long loop right away and while shooting photos I got used to the new type of green 450 power.

The first thing you'll notice is the noise. It's pretty loud but for a chain rolling around it's not too bad. Also, I heard the side stand bounce around after some jump landings but that's about it. I didn't really hear the exhaust note, because it's almost non existent and that's the best thing I've heard all year. Don't let the quiet nature fool you though, the bike still makes gobs of power and it has a direct link to its motocross pal. This, it will remind you if you crack the throttle open.

Riding the bike was a real treat. I didn't know what to expect but I have to say I'm more than surprised.

The transmission is geared to the moon and top speed has to be over 100 mph. I couldn't find a road long enough to hit the rev limiter in fifth. I thought this was going to be a problem in the tight stuff, but, since it makes a million horsepower the bike will hardly stall, even if you try. I cruised in third gear, silently, and could pull out of some deep, soft corners with a little clutch. This is going to be a fun bike to learn about in the next few days.

The suspension wasn't bad either. It has a lighter spring rate with a bit less compression and a bit more rebound dampening than the KXF and it works well at everything up to race pace. If you were going to push it, you'd want to stiffen her up.

My quick trip around the desert (and it's billions of fear-inducing cacti) with the new kawasaki motorcycle KLX450R couldn't have been better. Especially since I got to do it with some of the world's off-road heroes. I even went on a night ride with Nathan Woods and his freshly healed hand. Well, not exactly "with" him. He was a bit in front of me...like a mile or two.

This bike is being thrown into our intense testing fleet right now as Karel Kramer is taking it on a couple hundred miles in Nevada right now!

Stay tuned to the pages of Dirt Rider for one of the coolest first tests we've ever done.

kawasaki ZX10R

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Primed to once again set the performance naked bike class ablaze, the Kawasaki Z1000 2007 receives seriously bulked up performance and styling . The aggressive aesthetics of this machine directly mirrors its ferocious performance. With the engine and chassis characteristics of the Kawasaki Z1000 refocused for serious street riding, the new model more than takes up where its predecessor left off – it redefines what pure naked performance really is all about.

Power
The engine of the Kawasaki Z1000 has been tuned to satisfy the most demanding big-bore power riders, with torque boosted, particularly in the low- to mid rev-range to provide loads of muscle when and where it’s most needed. Even from cruising speeds a twist of the throttle really delivers the goods, and the engine will keep on pulling hard right through the rev range.

Control

For 2007 the new Kawasaki Z1000 received a new engine sub-frame and re-engineered chassis rigidity which provides truly outstanding feedback, enabling the street rider to instantly read and respond to the bike’s behaviour in all speed ranges. Further enhancing rider-machine synergy are improved mass centralisation and revised ergonomics, with handlebars positioned closer to the rider and a slimmer seat resulting in a compact riding position which allows the rider to take full advantage of the Kawasaki Z1000 ’s greater stability and sharp, nimble handling qualities.

Style
With pure aggression emanating from the very core of the Kawasaki Z1000, it is not at all surprising that its performance levels are in turn reflected in this bike’s fierce styling and sheer physical presence. The crouching, muscular appearance of the new Z1000 is direct testimony to the bike’s potency. It’s stance is as that of the body of a conditioned athlete poised to explode from the blocks.

KEY FEATURES

ENGINE TUNED FOR LOW-MID RANGE PERFORMANCE
The ethos of performance naked motorcycles extends from winding roads to the highway to the city. Powerful launches from lights and out of corners, effortlessly passing cars on the road – all are enhanced by a strong low to mid rev range power. To offer hard-core riders the most gratifying riding experience possible, the Kawasaki Z1000’s low-mid range performance gets a serious boost care of numerous engine changes and a revised layout for its iconic quad-style exhaust. The change is accentuated by a new transmission with lower gearing, contributing to the intensified ride sensation. Ultra-fine injectors and oval subthrottles offer crisper throttle response. Thanks to revised engine mounts and changes that reduce friction loss, the new Kawasaki Z1000’s aggressive “power feeling” is transmitted more directly to the rider.

Features for enhanced low-mid range performance

* New quad-style muffler continues the image of the previous Z1000. Revised muffler arrangement (change from 4-2 -4 to 4-2-1-2) contributes to a large mid-range performance gain. Twin-outlet silencer end-caps help maintain the quad-style image.
* An exhaust device added to the right-side muffler (just upstream of the silencer) helps “tune” back-pressure waves for enhanced response in the low-mid range.
* New cam profiles optimise low-mid range performance.
* Smaller intake and exhaust valves (0.5 mm smaller diameter than 06MY) also contribute to the increased low-mid range performance
* Meatier crank webs increase flywheel mass (about 7% increase from 06MY) for more satisfying mid-range power feeling.
* A revised transmission with lower gearing complements the increased low-mid range torque. The result is great torquey acceleration at all engine speeds – especially noticeable when accelerating from stops in town, and when overtaking.

Changes for increased overall performance and riding sensation

* New fuel injection system is managed by a high-precision ECU.
* Ultra-fine injectors and smaller-bore throttle bodies (down to 36 mm from 38 mm) with oval sub-throttles offer ultra-smooth response across the rev-range.
* Iridium plugs deliver a hotter spark for high combustion efficiency.
* Relocating the engine mounts behind the cylinder greatly reduces engine vibration transmitted to the rider. The new engine mount positions are closer to the engine’s centre of gravity.
* Transmission set lever with ball bearings and a revised selector drum result in superb gearshift feel and smoother gear changes.
* Clutch springs with a lower spring rate result in a lighter clutch feel.
* New cylinder casing with reduced compression loss and a revised oil pump gear ratio contribute to reduced mechanical losses.
* New lightweight radiator offers improved cooling.

REFINED CHASSIS WITH ENHANCED FEEDBACK
Like the engine changes, the new Z1000’s frame modifications were designed to offer more exhilaration in real-world riding situations. By reducing the frame’s overall stiffness, the new chassis offers riders much greater feedback.
Furthermore, the steering head was moved 10 mm forward. The slightly longer wheelbase and more rearward weight balance result in a highly manoeuvrable package – quick steering with a good feeling of stability.
Revised suspension settings contribute to the bike’s nimble handling, and offer confident corning as well as excellent ride quality. Increased feedback, more dynamic handling, and a reassuring feeling of stability – like the engine, the chassis revisions prioritise real-world riding.

Frame

* Newly designed pressed aluminium swingarm, revised swingarm bracket and new engine mounts allow the frame rigidity to be reduced (which also contributes to the reduced engine vibration). Using the semi-rigid mount engine as a stressed member, chassis rigidity balance enables high level riding.
* The overall reduction in chassis rigidity results in a chassis that offers copious amounts of feedback allowing the rider to understand what the bike is doing.

Suspension

* 41 mm inverted front fork delivers brilliant steering performance. Smooth action in the top half of the stroke is complemented by firmer damping in the bottom half. This gives the feeling of a long-stroke suspension initially, followed by a solid planted feel in corners – a combination which makes the bike both easier to ride as well as allowing a sportier riding style.
* At the rear, the Bottom-link Uni-Trak rear suspension features a nitrogen gascharged shock with piggy back reservoir. The rear suspension settings complement those of the front fork. Suspension action is excellent, offering exceptional road holding.

Brakes

* Completely revised brake package includes components that would not be out of place on Kawasaki’s Ninja supersport machines.
* Radial-mount brake calipers and a radial front brake master cylinder (both firsts for this category) offer more precise brake control and superb feel at the lever.
* Triple petal disc brakes contribute to reduced unsprung weight.
* A larger rear disc (increased from 220 mm to 250 mm) offers improved rear brake control. (Front discs are 300 mm as before.)
* For those that desire added braking reassurance (e.g. in wet conditions), ABS models are also available in in the UK in limited numbers..

The result
Massive performance enhancements at their most relevant. All of the modifications applied to produce this very capable machine have been aimed at more comfort, more feedback, more punch, a sportier ride, less vibration............................................................. Awesome.

Kawasaki Concours 14 : 2008

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2008 Kawasaki Concours 14 Specifications:

Engine Type: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four with VVT
Displacement: 1,352 cc
Bore & Stroke: 84.0 x 61.0mm
Maximum Torque: TBD





Compression Ratio: TBD
Fuel Injection: DFI
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: Tetra-Lever shaft drive
Rake/Trail: TBD
Front Tire Size: TBD
Rear Tire Size: TBD
Wheelbase: TBD
Front Suspension: Inverted, telescopic fork / TBD
Rear Suspension: Tetra-Lever / TBD
Front Brake Type: Dual floating petal discs with four-piston calipers
Rear Brake Type: Single petal disc
Fuel Tank Capacity: TBD
Seat Height: TBD
Dry Weight: TBD
Color: Concours 14 ABS: Neutron Silver/Metallic Diablo Black; Concours 14: Neutron
Warranty: 36 months
Good Times Protection Plan: 12, 24, or 36 months
* Price and specifications subject to change

2008 Kawasaki Concours 14 - First Ride
8/3/2007
By Tom Lavine and Bart Madson

Few 2008 models piqued as much interest in the riding public as when photos of the redesigned Concours 14 first appeared last summer. Bathing in the adulation and success of its all-new 2007 Ninja ZX-14, Kawasaki took the new Ninja's 1352cc motor and made it the base for a much-needed facelift to the Concours. Like everyone else, once we saw the photos of the new design we were excited and intrigued. The long-suffering Connie was in desperate need of an overhaul and Kawasaki has aimed big, declaring the Concours 14 represents "an entirely new genre of high-performance motorcycle: the Transcontinental Supersport Tourer."

Well, now that we know what the Kawasaki PR claims, does the new Concours measure up to the hype?

To answer this question, we tapped out our sport-touring expert and regular photographic contributor, Tom Lavine. An accomplished rider and photographer, Tom has tallied countless miles in pursuit of motorcycling nirvana. Having participated in last year's ZX-14 vs. Hayabusa comparo as well as our Super Sport-Touring Faceoff, which featured the BMW K1200GT and FJR1300, testing the new Concours 14 was right up his alley. In fact, as an active retiree with desire for the open road Mr. Lavine is the poster child for the sport-touring market. We knew we had the right man for the job.

Assignment and travel itinerary in hand, our tester packed his camera and helmet and headed south to Santa Rosa, California for the Concours 14 press introduction. In two days he logged 500 miles aboard the C14 through Sonoma County's twisting backroads.

The obvious starting point on the Concours 14 is its 1352cc beast of an engine. Sourced from the mighty ZX-14, the Inline-Four is what makes the new C14 a real kick in the pants. Designed as the most powerful production sport-tourer in the market, Kawasaki pulled out all the stops when it sourced its largest sportbike powerplant for the new Connie.

The motor in the Concours isn't a complete clone of the Ninja's, however, incorporating first-in-its-class variable valve timing to increase engine efficiency by altering camshaft profiles in different rpm ranges. The liquid-cooled DOHC design has also been retuned for its new sport-touring application. Remember, this is an engine that produced a mind-blowing 169.1 rear-wheel horsepower when we dynoed the ZX-14 for a comparo in 2006. Judging by Kawasaki's only claimed spec sheet power numbers, lb-ft of torque, the C14 shows a 10% decrease from the ZX's 113.5 to 102.5. If we apply the same formula to our rear-wheel horsepower figures for the '06 comparo, even accounting for the C14's shaftdrive, the new Connie will be cranking out somewhere in the neighborhood of 140-plus ponies. Still far above the respective 124.2 and 123.8 rear-wheel horsepower numbers we gathered from the BMW K1200GT and Yamaha FJR1300 during last year's ST comparo.

Although massive hp numbers grab headlines, Lavine's road test experience left him pleased as punch not just by the quantity, but the quality of the muscle emanating from the C14's powerplant.

"This engine has loads of torque, especially in the low and mid range," explains Tom. "Most of the time I rode with the RPM's in the three- to five-thousand range, but if you think the bike is fast then, hang on to your hat when you hit the eight-thousand mark. This is simply one hot ride."

With the rip-snorting ZX-14 drag-racing motor as its base, we expected nothing less than jaw-dropping acceleration from the new Connie. A fact confirmed by Tom, who is a retired motorcycle cop.

"This bike was designed to offer sportbike performance. Kawasaki calls it the 'ultimate sport-touring performance.' In terms of acceleration, I would agree! Once I grabbed a handful of throttle, it just came unglued. I can't imagine any sport-tourers being faster than this thing!"

The good news gets even better, however, as the digital fuel injection ensures the rapid acceleration is controlled with a throttle response described by our tester as "smooth and predictable." The ECU-controlled fuel injection system also ensures the Connie complies with stricter emissions requirements and maximum fuel economy.

While motoring up to speeds that would have caused his former self to whip out the siren and ticket book, not to mention potential felonious mph figures that would necessitate breaking out the cuffs, our former peace officer was impressed by the wailing Inline-Four's user-friendliness.

"This bike not only hauls," explains Tom, "but vibration is very minimal and once it is underway the bike is smooth as glass."

Gear-driven, dual secondary engine balancers can take credit for the smoothness our tester experienced. While, the new Connie's digital ignition and ECU idle speed control system ensure the C14 motor is ready to deliver at the push of a button.

Speaking of thumbing the starter, an interesting feature on the C14 is the new KI-PASS (Kawasaki's Intelligent Proximity Activation Start System) anti-theft device. The system utilizes a standard ignition key and a small transponder fob. Once the ignition key is inserted, the accompanying fob must be within five feet of the bike in order to start the ignition. If a rider walks out of the magic five-foot barrier, the fob and its corresponding unique signature goes out of range causing the Concours 14 to go into lockdown mode.

At first our rider thought the new design was just a marketing gimmick (you're so cynical Tom!), then upon his return he got all geared up and ready to go on his personal bike, a BMW R1200GS, and realized the key was stashed deep in his pocket. Taking off his glove and digging through his riding pant, Tom's perspective on the new system 180-d as he thought, "now if only I'd had that KI-PASS fob." What it all boils down to is the new Kawasaki system means a rider can leave the conventional key in the ignition and almost forget about it. Of course, if you lose your fob, then you've got a problem.


Okay, so we've used the word smooth a handful of times describing the C14 already, but the Kawasaki engineers must have been indoctrinated at a smoothness re-education camp, because the sensation extends to the six-speed gearbox as well.

"This is one of the nicest motorcycle transmissions I've ever used," said Lavine, which is quite a compliment, as he has been in the saddle for 26 years. "Engaging first gear is quiet, as well as when shifting. There is simply no noise or clunking, operation is smooth."

The Connie's hydraulic clutch utilizes a radial-pump master cylinder and provides superb feel at the lever and during engagement. The C14's clutch is a forgiving back-torque-limiting design, aka a slipper clutch, which eliminates lunging on downshifts. It is a feature Lavine relished, leading him to wonder why the rider-friendly design isn't on more models.

The velvety clutch is teamed well in transmitting the C14's ample power to the rear wheel with the Tetra-Lever Shaft Drive. The final drive unit is a quiet four-link design, which the manufacturer claims "significantly reduces driveline lash." Lavine agrees of the 14's shaftdrive, "There's no lash at all and no raising or lowering on the back end. It feels almost like a belt drive, very uneventful… It just works."

A right-side 4-2-1 exhaust system takes the place of its Ninja cousin's dual cans, and also allows a better view of the new Tetra-Lever design on the left. The exhaust note is somewhat muted though, with the canister size a bit larger than we care for, but, hey, you can't always get what you want.

With its 59.8-inch wheelbase, the C14 doesn't suffer from instability but it isn't the most nimble of handlers either. This doesn't come as a complete shock to us, as we had a similar gripe about the ZX-14 during its comparo versus the Hayabusa last year, when we noted the 14 required more effort to turn in. The Connie sports a 2.3-inch longer wheelbase and lazier 26.1-degree rake compared to the Ninja (23-degree rake), so handling is compromised even more for stability.

"The C14 is a very stable bike and confidence inspiring, but transitioning in the turns sure isn't like riding a 600," explained our 62-year-old tester. "Although it was designed as a long-distance, sporty tourer, not a canyon carver, I thought this bike was very heavy in general and a little top-heavy to boot. This is particularly noticeable at slow parking lot speeds. Make no mistake about it, this is a big motorcycle, which weighs in at over 600 pounds dry."

Like any dry weight claim from the manufacturer, we take the 615-lb (606-lb non-ABS) assertion for what it is until we roll the bike onto our own scales to get tank-full and tank-empty measurements. Then we'll be able to make more definitive judgments about the C14's portliness, especially compared to the lighter claimed weights of two of its main competitors - the BMW K1200GT (549 lbs) and Yamaha FJR1300 (582 lbs). We'll have to wait for that comparison test to pass more authoritative opinions on the C14's handling too, to see how it stands out in relation to its class rivals. (Keep your fingers crossed for another Super Sport-Touring Comparo later this year.)

An inverted 43mm telescopic fork and the rear Tetra-Lever unit provide suspension on the C14. The stock settings on the front fork are a little stiff though. As with any bike, a sportbike in particular, dialing in the proper suspension settings make a world of difference. Even without finding the optimal settings during his test ride, Lavine felt sturdy feedback up front and the two units sucked up the bumps on the road without any trouble. The units also contribute to the C14's base of touring stability.

"The brakes on the C14 are outstanding, powerful and predictable," said Tom of the C14s robust binders, which have to be strong to match the bike's brawny motor and sizable weight. Featuring a top-of-the-line setup, the Concours has a pair of 310mm petal discs up front and a single 270mm petal disc out back. The front's radial-mounted four-piston caliper configuration features a separate pad for each piston to improve feel and performance, as does the radial-pump front brake master cylinder. The end result is a fantastic braking package.

Also contributing to the superb braking performance was the $900-optional ABS system fitted on our test bike. Unlike BMW's ABS system, the Concours package is not linked. As an R1200GS owner, our rider knows a thing or two about ABS and came away impressed that the independent wheel system on the Connie does its thing without any pulsating sensation. Those ABS moments just feel like hard braking on the C14, with the system delivering its safety benefits along with the sensation of stability.


On a true touring machine the engine performance is critical but only part of the overall equation. Rider comfort and ergonomics are vital to ensure owners can stick it out for the long haul. We found the new Concours to be comfortable but the always critical Lavine noted that a true long-distance evaluation wasn't possible due to the short routes employed at the press introduction. Five hundred miles, although quite a sum, wasn't enough for our tester, who's tallied many thousands of miles on his sport-touring adventures. Still, he felt the Concours was an overall comfortable platform, appreciating its touring-oriented accoutrements, like an on-the-fly adjustable windshield and comfortable riding position.

"I think I could ride this bike for a long time. The seat is comfortable, my legs were not cramped and the bars, although a little forward, were fine," said our 6'3" test rider, adding, "The moveable windshield is nice and can be lowered for sport riding but raised when riding the interstates"

Other touring accessories include removable heat deflectors on each side of the fairing near the rider's knees, which Tom appreciated during the cooler mornings but found uncomfortable in the afternoon. The Connie's mirrors were a let down for Lavine, who noted that the view through them was good if you wanted to see the top of the saddlebags. Heated grips were not included on the intro test bikes, although aftermarket units could be plugged into the C14's accessory power outlet located next to the cockpit display.

Other bells and whistles on the C14 include the aforementioned KIPASS system, as well as the helpful control panel, which features an analog speedo and tach hemming in an LCD display screen. Info on the screen includes the standard odometer and dual trip meters, as well as extra information like average gas consumption. Similar to a lot of LCD display info systems, most of it is interesting but non-critical stuff to gawk at, but we do appreciate that the new Connie includes one of our favorite sensors in the form of a gear position indicator. The Concours also includes the very Beemer-like feature of tire pressure monitors.

Of course as long-distance tourer, the Concours 14 also includes baggage, with the stylish hard sidebags included as standard equipment. The hard bags are roomy enough to store a full-face helmet and simple to open and remove. On top of their practical function, the hard bags also tie into the flowing lines of the Concours. And the lines of the new Connie look great, even taking that whole eye-of-the-beholder stuff into mind.

"The lines throughout the bike flow nicely and the bags can be removed for a sportier look, although they are so nicely styled I think the bike looks better with them on," commented Lavine.

Okay, so it looks good and has a dreamy engine, but the new Concours also sports a competitive $13,799 MSRP ($12,899 for non-ABS version), which puts it in a straight-up head-to-head showdown with the ABS-standard $13,799 FJR1300. If you're willing to ditch the ABS, the new Connie is almost a budget super sport-tourer at just under 13 grand. No doubt there will be many loyal Connie owners lined up outside dealerships to sample the new C14 regardless of its sticker price.

Any time there is an all-new model it is easy to get caught up in the hype, readers and journalists alike. We'll reserve our final analysis on the new Concours until we line it up next to the main contenders we've already mentioned, the formidable K12 and FJR, for a knock-down drag-out comparo. That 1352cc motor will attract many a rider like moths to the horsepower flame, but the real question regarding the Concours 14, and one we can't wait to answer, is where the new design stands amongst its Sport-Touring peers later this year. Stay tuned.