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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.
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Concours had been running around for a real long time with no change.