The Kawasaki Concours 14 needs medication. One minute it is whispering along in its overdrive sixth gear so smoothly and quietly at 80 mph it is almost like the bike isn’t running. The next, it is shredding its way out of a corner, making the front end light, leaving a black line and a shower of footpeg sparks in its wake.
Actually, Dr. Feelgood can keep the meds, because a sport-tourer is all about having a split personality, and the C-14 has a wide swing in character, a fact we discovered at the bike’s recent press introduction in and around Santa Rosa, California.
Sitting in quiet sleekness below the large awning next to the Kawasaki transport tuck, a fleet of silver bullets (Neutron Silver is the only available color in the U.S.) sat waiting for the first crack of the throttle on our journey through the mountains and to the coast north of San Francisco.
The first thing of note before we got on the road was the starting procedure, because of the KIPASS proximity-sensor system. The fob (your electronic key) had been placed in the convenient tank-top glovebox, so all that was necessary was a tap on the main power switch. This made the “key” graphic appear on the dash info screen, and allowed the switch (placed in the normal ignition spot on the triple-clamp) to be turned toward “Run” from the “Off” or “Locked” position. Then you hit the starter, and the bike settles into a smooth idle. The system works fast, and by the end of two days and 500 miles it was as natural to use as can be. (Side note: The mileage-recording feature in case of a dropped fob has been deleted due to patent issues. Dash just says “Fob Out Of Range.” Don’t lose it!)
An extended freeway run was first on the list. After a taste of excellent low-speed tractability leaving town, I got the chance to dip into the ample power provided by the four-cylinder, dual-balance-shaft, 1352cc engine. Holy #$%@! Bottom-end authority is profound, but by the time the engine reaches 7000 rpm, acceleration is wickedly fierce. The variable-valve-timing system goes completely unnoticed. All you sense is an engine of great power, smoothness and tractability. It is really impressive, and in some ways more likeable than the ZX-14’s, in the sense that the electronically controlled secondary throttle action lets the engine feel a bit more “natural” on the C-14 in its lower-gears response.
Our time on the slab was thankfully brief. Sure, the Concours 14 was comfortable (the seat is on the firm side, though) and wind protection good, but sport-touring’s heart is in comfortably and capably ripping up backroads. The Concours 14 satisfies. Steering is light, with a small amount of pressure on the inside bar required to make the bike hold its line. But on-power, off-power, trail-braking, the bike never deviates from your chosen line. Shift action from the six-speed transmission is almost too light, but gear engagement was always sure. It was also surprisingly easy to flick this claimed-616-pound-dry, ABS-equipped machine through full-roll corning transitions. Cornering clearance feels as though it falls between the lesser amount offered by the Yamaha FJR1300 and the greater amount offered by the BMW K1200GT. As for the shaft drive, Tetra Lever works great, with minimal lash and supple, controlled suspension action. Brakes were top quality, one-finger pulls hauling the bike down, with the ABS (plus $900 over the $12,899 base model) providing extra security.
For an in-depth tech analysis of the Concours 14, see the upcoming September issue of Cycle World, and look for full test figures, including dyno numbers and quarter-mile performance, in a forthcoming issue.
Sound Off! Is this your next (first?) sport-tourer?
