2009 Kawasaki Concours 14 Comparison — Motorcycle USA

30 Мар 2015 | Author: | Комментарии к записи 2009 Kawasaki Concours 14 Comparison — Motorcycle USA отключены
Kawasaki Concours

2009 Kawasaki Concours 14

2009 Kawasaki Concours 14 ABS

$14,299 ($13,499 non-ABS)

133.9 hp @ 9100 rpm

Torque: lb-ft @ 7400 rpm

Weight: 689 Range: 202 miles

Kawasaki business when it crammed hypersport engine into a chassis and completely re-invented its tourer. Billed as a Supersport-tourer, the features a raucous motor and brakes. They both for a thrilling ride, but not the most touring package. ( We sampled the Concours only two weeks our ST comparo ended, and have comments on relevant changes to the new – ED )

First, the motor. What’s not to about 1352cc of pure Four power churning out 134 and 88.6 lb-ft torque at the wheel? Though the revitalized BMW bested the mighty C14 in peak hp, still masters the class in production, as well as test opinion of engine performance.

The unleashes hoards of power all the way the rev range. The Concours’ variable timing (VVT), which camshaft profiles at various delivers a wide sweet in the powerband… like pretty the whole powerband! The dyno confirms the feel, with the

Though it lost ground in the Kawasaki Concours still in torque production — out 88.6 lb-ft on our Medford HQ

Kawasaki’s torque curve not peaking highest but bettering its almost the entire way from rpm. And 8000 rpm on the Concours triple-digit speeds pronto, the Kawasaki acceleration rivaled by save the BMW.

Remarkable for a potent engine, the throttle isn’t choppy, with fueling and a linear power Of course, the linear is more the up and down variety than a incline. Yet, while and addictive, not all testers rated the motor best.

“The is smooth and goes hard, the the revs the better,” says adding. “The Kawasaki is riding a stick of dynamite, but a little over the top for me.”

The Concours 14 features a fantastic along with potent

The Kawasaki’s six-speed transmission and drive rated highest of the The slipper clutch eliminates any ill from sloppy downshifts, a radial pump master and hydraulic clutch provide engagement throughout the silky Whines about an occasional neutral are all that mar the transmission, no clunks and zero drive complaints regarding the tetra-lever final drive.

Brakes for all the four-cylinder bikes powerful performance. The Concours did feel more traditional, as the BMW or Yamaha they are not linked. makes for a more dramatic sensation, particularly up front the beefy radial-mount four-piston calipers delivered the snappiest on dual 310mm rotors. the lever or pedal too hard, we did when a roadside deer us at about 85 mph, and the ABS functions well – though it pulsed the noticeably of the four bikes ( Concours features linked and newer version of its ABS system, as as production traction control ).

a good thing the brakes so well, as they are tasked bringing the heaviest bike in our to a halt. At 689 lbs tank full, the not only looks big and bulky on it feels big and bulky on the road. As before, at low speeds and in parking the Concours is a wooly mammoth.

It also suffers on the sportier of asphalt.

In spite of a 26-degree and the second-shortest wheelbase at 59.8 the Kawasaki turns slowest. it can still hustle around the at a respectable clip, on top of its weight it the widest bike too. The C14 the most input turning in hinky sensation while the Concours down in a corner its place as worst handler in the

Low handling ratings proved to be the downfall.

The only bike to a 190 rear, the seeming consensus opinion cites tire as the most likely cause of the flaws. This suspicion was in our 2010 test ride on new with a thicker rubber in the front (see sidebar). even with improved there’s no getting around the C14 is 20 lbs and without question carries its worse than its rivals.

Kawasaki Concours

The units, however, do offer adjustment with twisting on the 43mm fork allowing and rebound settings. The rear offers rebound adjustment, a remote easily accessible for preload.

As a touring mount the Concours some things well, but behind in key aspects. Let’s get the out of the way. First, the range at 202 observed from the worst mpg efficiency and 5.8-gallon tank, it the sad sack that was always gas. A mere 200-mile for any “touring” mount doesn’t ( For 2010 Kawasaki, instead of more fuel capacity – an 6 lbs for every gallon – features an ECO fuel map.

How effective it be is unproven to us at this point .) the windscreen delivers adequate but not the best of the group. Also, the fairing shields the rider, but heat exiting out the bottom quite warm on a rider’s leg – at idle. One final, familiar gripe, the from the low-placed mirrors delivers a dose of saddlebag in the lower All these complaints have addressed in the 2010 redesign as .)

The C14’s windscreen delivers protection, but not total coverage.

feature we’ve yet to appreciate is the system, which uses a key fob immobilizes the motorcycle outside a 5-6 range. Riders can leave the key in the ignition, as it locks in place immobilized. None of our test thought enough of it to rate it a rather than a minus, and the “you got that fob thing?” was repeatedly on our testing jaunt.

On a positive note, the C14 runs the most intuitive luggage of the comparison, easy to open and The bags also blend into the styling and the Concours … without them. of styling, excepting the large can, there were no at all about Kawasaki’s oft-complemented

As far as ergonomics go, the Kawasaki’s upright and easy reach to the bars a comfortable ride. The seat is a combination of plush yet firm, the widest perch. Some appreciate this aspect, may find the width makes the to the street feel higher actual 32.1 inches.

It may be best by our measure this around, but the Kawasaki is still an machine and the most affordable of the Four offerings.

The Kawasaki the distinction of being the least of the Inline Fours, ringing in a for the ABS unit we sampled. The non-ABS costs $13,499, though the and claimed nine-lb weight are well worth the safety – in particular for a big bike like the which is bound to encounter ABS moments in its touring lifetime.

In the end, the Connie dropped one to third in its second shootout Where the Triumph compromises comfort, the Kawasaki yields too ground in performance handling. And it has this thrilling monster of a the entire bike seems to compensate.

The result is a big, bike that feels, big and heavy.

Still, there’s no its competitive pricing, beefy and adrenaline gland-squeezing motor it a tempting purchase.

Kawasaki Concours
Kawasaki Concours


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