2010 Kawasaki Concours 14 Comparison — Motorcycle USA

24 Май 2015 | Author: | Комментарии к записи 2010 Kawasaki Concours 14 Comparison — Motorcycle USA отключены
Kawasaki Concours

2010 Kawasaki Concours 14

Watch the 2010 Kawasaki 14 Video to see the strengths and weaknesses of flagship touring platform.

since the 2008 model Kawasaki’s Concours 14 has been an sport-touring candidate. For 2010 Green ups its game with an more refined version of the which showcases the Japanese first-ever production traction as well as updated ABS and a mix of touring

The 2010 model sources the ZX-14-derrived mill that on the original. If it ain’t broke, fix it. And it’d be hard to imagine the 1352cc Inline Four, continues to impress with its performance.

Peak power are 134 horsepower and 88 lb-ft of torque, the hp second only to the high-revving while the torque figures top honors in our testing cadre. And to the Kawi’s variable valve which alters cam-lobe dependent on rpm, the torque is robust at pretty much any rev Not that many riders need all of that power on

Always impressive on the dyno, the Concours 14 delivered the highest torque at 87.9 lb-ft. in the

“How much damn do you need? The Kaw not only has plenty of it, it to have plenty no matter rpm range I happened to be in,” Donald. “I sure have to worry much what gear I had dialed in as I corners (within reason of as there was plenty on tap to power And if I was headed into a straight I could hang on and just let her winding up!”

Acceleration and peak power but the Concours powerplant’s sheer is perhaps most notable. test rider commented on the deceptive speed, with at the speedo often registering However fast you think going on the Concours, add 20% to it.

There no legitimate cause to whine the Concours mill, except it’s almost too refined. It feel particularly brutish or Where the Honda V-Four has a and the Sprint GT a distinctive Triple (though not as sweet-sounding as before), both feel different.

And is good.

It’s a remarkable that the Kawasaki doles so power to the ground without an herky-jerky feel at the throttle. Yet the C14 a solid job massaging the power from the right wrist.

safeguarding hamfisted riders is KTRC traction control. wheelspin with the existing ABS the KTRC modulates engine via ignition timing, fuel and air intake, the latter through valves. The system reigns in the motor on loose surfaces gravel shoulders or wet roadways.

It also cuts out any one-wheeled though the system can be switched on the fly by pressing the input button on the handlebar. The KTRC is a definite bonus and much appreciated on a mount like the Concours.

The in action during the 2010 14 press launch. The traction

detects wheelspin and cuts power via ignition timing,

delivery and air intake. The safety is a definite bonus on the C14.

The Tetra-lever final shaft transmits the copious torque to the rear wheel without harshness. And the six-speed gearbox to be both precise and silky. for the clutch engagement as well.

transmission was smooth and easy to notes Donald. “I did some drive train but not too bad at all.”

The C14 gearing makes for touring applications. A short gear crawls along scant clutch or throttle required, assisting with maneuvering (where the heavy Kaw can use all the it can get). Meanwhile the sixth-gear helps stretch out the fuel with the Concours observing a improvement in fuel efficiency year. The fuel-sipping engine a new-for-2010 feature dubbed ECO extended range well 200 miles at 40 mpg.

Taken off the and our eager throttle hands cut the mpg down to the 35 mpg range.

The 2010 Kawasaki Concours 14 is much improved over the model year. It is surprisingly for a 700-pound motorcycle.

The latest of K-ACT ABS (Kawasaki Advanced Technology) tackles a challenging bringing a near 700-pound monster to a safe halt. The package features four-piston calipers biting on a pair of rotors. The rear pedal a two-setting linkage rear-to-front, Mode 1 offering a lighter effect, and Mode 2 a more stopping power.

As a whole the system does an admirable though not quite on par with the stoppers found on the VFR.

The 690 pounds (tank full) their full effect in the lot, where its hefty are a chore to manhandle. Kawasaki be commended, however, with the benefits of the KTRC system low-speed jaunts through traction zones a trouble-free

Squeeze out the go juice and the C14 distinguishes well. Gone is our handling of the previous model, which had maintaining stable leans. A new spec seems to have the issue. The Concours still its weight and takes longer to in tight terrain, yet it’s a handler for its size.

Sort of an athletic tight end in football, who well, but not so well that be returning kicks.

While its dimensions and curb make it seem lumbering to the slim VFR and lightweight Sprint, the trades turn-in speed for The same holds true on the where the heavy Kawi is steady, and the plush suspension up the bumps.

The suspension on the Kawasaki convenient tool-less preload and adjustment at both the fork and

The suspension components offer the adjustment in our test, with and rebound adjustment at both the fork and rear shock. The fork is also the easiest to with, featuring tool-less clickers at the top of the fork caps. The shock, like the rest of the in our test, makes use of a remote for preload adjustment.

First and the Concours is a touring mount, and dove in head first its 2010 model. As mentioned the ECO mode boosts real-world to exceed 200 miles. And heated are standard features now, to go the adjustable screen, 12V plug and easy-to-use integrated saddlebags.

The bike in our test to feature an windscreen, along with the it delivered by far the most protection in of surface area. Yet the screen some buffeting or turbulence in all the settings. The other bikes, the Honda, felt more

Where they cut through the air minimal resistance, the Kawasaki like its barreling against the air by of brute strength alone, and to be susceptible to strong crosswinds.

The Kawasaki offers the most comforts, with its wide

and tall windscreen, as well as heated grips.

Ergonomics are the touring friendly of the bunch, comfy seat and ample from the elements, courtesy of its fairing. Riding position the pilot in an upright stance, a difference from the slight pitch of the Triumph and Honda. If the winner were solely a of comfort on long-haul roosts, no question what machine out on top.

“If I want to tour I take the Concours,” Tom. “Let’s face it: windscreen, heated grips, relaxed riding position, the big wins hands down. anybody want to ride to the country? I’ll ride the

Aiding rider comfort, a new panel seals a fairing that blasted hot air on the rider’s side. Engine heat was a complaint from 2008-2009 owners, so the fix was one of a number of alterations to the design based on direct feedback. Another example is the of the side mirrors so that show more than the of the saddlebags.

The new mirror placement the situation, but does not resolve it

Another 2010 request is an trigger switch at the left giving the rider easy to a host of up to the minute information the ride including mpg, fuel range, tire outside air temperature as well as the ECO mode and a variety of other data. The LCD display is easy to and offered pertinent information, a gear position indicator.

Fit and on the Kawasaki is excellent. However, the is unchanged from 2008, can be considered either a positive or depending on rider opinion. The consensus seemed to find the an attractive ride, though than the trim Sprint or the looks of the Honda.

Selling for the C14 delivers a lot of touring value in trim. As a pure-touring platform sporting capabilities, the Concours is to beat.

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