Kawasaki’s
hard-hitting Ninja ZX-14 has a well-deserved reputation for outputting
prodigious amounts of power. Capable of swallowing miles quickly and easily, it
snarls derisively when confronted with the possibility of a long-distance ride.
However, true sport touring actually requires more than a fearsomely capable
motor. Kawasaki clearly agrees, and has produced a touring-specific version and
leaves the vaunted muscle-bike to the dragstrip heroes and salt lake
junkies.
With a powerful silhouette and low screen angle, it is only the
hard luggage that gives away the Concours’ intentions. The almost upright riding
position, shaft drive, and roomy proportions confirm the touring objective,
while the adjustable damping male slider forks, radial caliper brakes and
generally aggressive stance paradoxically suggest somewhat harder-core sporting
intentions.
The already awesome four-cylinder engine is an enhanced version
of the ZX-14. Displacing the same 1,352cc, it is now equipped with Variable
Valve Timing that improves flexibility by altering the camshaft profiles through
different rpm ranges. Although a big fan of its sibling, I prefer this
friendlier version with its enhanced midrange wallop. The compact motor has
gear-driven secondary balancers to further quieten vibration, and ram-air ducts
help maximize engine output. Powering out of tight corners in first and second
gear produces huge, but useable, torque (a maximum of 100 ft/lbs at 6,250 rpm)
and the Digital Fuel Injection gives a highly intuitive throttle connection,
especially noticeable at small throttle openings and when transitioning back on
to the throttle.
 RIDING STYLE
Helmet: Shoei RF-1000 Diabolic 3 TC-5
Jacket: Spidi R-Course
Gloves: Spidi Race Vent
Pants: Spidi Unit Leather
Boots: Sidi Strada Evo Te-Por. (Click image to enlarge)
Riding the roads around Petaluma in northern California threw
just about every road type and condition at the bike. The initial freeway slog
confirmed the Concours’ stability and decent aerodynamics, and the electrically
adjustable screen works nicely. Unlike some barn door-like windshields, this one
works with minimal buffeting in the cockpit.
The twin analog gauges of tachometer and speedometer are split
by a large LCD readout where one can cycle through the usual clock, mileage,
trip, fuel range, and mpg information, as well as tire pressures, which is a
useful addition. I would prefer to see the speedometer become a digital
indicator in the LCD screen; it is easier to read at a glance and would leave
room for an onboard GPS unit.
 Once on twisty roads, I upped the pace. Despite the touring
heft, handling is wonderfully neutral, with no flop into slow corners and
minimal understeer when hard on the throttle on exit. The frame is a hollow,
aluminum monocoque that arches over the engine—it is narrow, rigid, and very
light, and uses the engine as a stressed frame member. The complex-looking
tetra-lever rear swingarm negates the torque effects of the shaft drive so well
that I could have sworn I was riding a chain-drive motorcycle; this makes the
Concours confidence inspiring when coming on to the power in corners. (Click image to enlarge)
Some of the roads were tight, twisty and bumpy. A bike like
this surely has no business tackling this sort of terrain, but the Concours 14
was well up to the challenge. I tightened the preload on the rear shock by two
full turns (easily accomplished from the saddle), calming the rear down nicely;
the front fork has no hint of any problems in the stock setting. Both the
calipers and pump of the brakes are radial action; they work flawlessly with
plenty of progressive feel at the lever. Bringing 600-plus pounds of motorcycle
down from speed on relatively tight roads was accomplished without drama.
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