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| Archives - Production Motorcycles |
New Bike Tests: 2010 Kawasaki Concours 14 ABS - From RoadBike January/February 2010
Gaining Traction By Tricia Szulewski, Photos By Kinney Jones and Adam Campbell There’s something to be said for a company that listens to its customers. When Kawasaki finally upgraded its Concours back in 2008, the Concours 14 was welcomed with open arms by scores of faithful owners, who were holding their breaths as their older Connies aged rather ungracefully over the previous two decades. (I’m sure there were plenty who regretfully traded loyalties during the long wait.) In any case, the Concours 14, loosely based on the company’s highly acclaimed Ninja ZX-14 sportbike, was truly exciting and fresh, and brought the “sport” back into sport-touring. Many of us loved the Kawi’s performance qualities immediately, but were a little wary of the model’s lack of touring features. Luckily, new owners don’t have to wait another 20 years for an update.
In the interest in keeping their loyal customers happy, Kawasaki held focus groups and collected information about the Concours 14 straight from the people who bought them. Just two years after its release, Kawasaki has decided to revamp the machine, taking into account some of the most common requests and complaints. Even better, the engineers took a giant leap forward and included some cool new safety technology in the ABS version that will surely send the guys who bought the ’08s and ’09s back to their dealerships for a trade-in. More Touring Comfort The biggest complaint, and the main reason Kawasaki offers a new Concours this year, was the excessive amount of heat that was transferred to the rider. Detachable leg shields were designed to direct engine heat either on or off the rider, but obviously didn’t do the job to the satisfaction of Concours owners. For 2010, new front body panels update the design with aggressively styled lines and larger openings, incorporating a wider flair to dissipate the engine heat away from the rider more effectively.
RoadBike editor Steve Lita’s biggest beef with the ’08 model (RoadBike Oct. ’07) was its short, sport windscreen. While Kawasaki had intended for the screen to enhance the sporty aspect of the bike, Concours owners, interested in a better balance between sport and tour, complained in large numbers about the too-short screen. For 2010, they get a 2-3/4" taller, wider windscreen with a top flair to better direct the air over the rider. It remains electronically adjustable via the left grip thumb switch, but now comes with four preset positions. When the power is turned off the screen goes to its lowest position; back on, it automatically goes to the selected preset. Kawasaki also added air passages under the windscreen and in the dash, which, along with the new shape and height options, work much better at reducing buffeting and redirecting the air. If you happen to like the previous model’s sporty windscreen, it will be available as an accessory option. Oh, and the mirrors were raised slightly in an attempt to include more than your saddlebags in the reflection. I could use them a bit higher, still.
When the temp gauge confirms why your hands are so cold, you’ll enjoy the new heated grips. The variable temperature controller is located in an easy-reach location on the left fairing. The knob is easy to turn with thick gloves on, and the amount of heat generated is pretty remarkable, and quick to warm.
The former tank-top storage compartment was pretty cool, but is even better in its new location: the left fairing. The keyless case is deep enough to fit a chunky wallet or a camera, and then some. It opens with a push of the tab, but stays locked electromagnetically when the bike is turned off or is running over 25 mph. There is a plastic panel where the old storage compartment used to be, with a flattened surface and mount tabs for securing a tankbag, another highly requested option from the owners. A GPS mount is now available as an accessory, and attaches to the handlebar mounts. This fits the GPS right smack in the middle of the two bars, low enough so that it doesn’t interfere with any instrument displays. Other accessories to enhance your tour include a low seat option, a tankbag, larger top case, and engine guards. Finally, Kawasaki attempts to answer the touring owner’s quests for better fuel range by adding what it calls ECO mode. When turned on, it works by remapping the ECU to run leaner when the bike’s running less than 6000 rpm, and while the throttle is less than 30 percent open. A digital logo on the LCD panel displays when you are in optimal fuel efficiency, whether you are in ECO mode or not. Because so many factors determine fuel efficiency, actual fuel savings are difficult to measure, and Kawasaki couldn’t give us a solid MPG number to print here. Techy Touches One thing is for sure: Kawasaki got the Concours 14’s sporty performance right the first time around. Most of the comments heard from the owners (and reviewers alike) were about improving the aforementioned creature comforts. So, for the 2010 models, you get the same strong 1352cc four-cylinder engine, which produces plenty of low-down torque to get you and your load rolling, and the wide powerband creates a strong, smooth roll-on. The bike’s VVT (variable valve timing) system automatically alters camshaft profiles according to rpm, which boosts low- and midrange torque without sacrificing top-end power. Using the engine as a stressed member, the monocoque frame provides plenty of structural strength, and the tetra-lever shaft drive uses a four-link design to offset the annoying lift/squat tendencies of some other shaft-drive setups. In fact, I’ve been an avid chain drive supporter for years, but have now been converted with this setup.
Designed to achieve maximum braking potential while maintaining stability, K-ACT works well in combination with the ABS and Kawi’s new traction control system. The all-new KTRC (Kawasaki traction control) works by sensing differences in wheel spin. The front and rear rotation sensors send data to the ABS system unit, and then to the engine ECU. If there is a difference detected, the engine ECU sends signals to control the air flow, ignition timing, and fuel delivery. By controlling engine output, rear tire grip is regained. Kawasaki was kind enough to allow users to turn the system off via another bold orange button on the left control switch. An indicator on the dash illuminates when the KTRC is disabled (I call this wheelie mode). When the system is activated, you’ll know by the light flashing and an LCD indicating that it’s working. The Ride The folks at Kawasaki invited some of the press out to Palm Springs to test the new Concours 14. I’d racked up plenty of miles on the previous generation of the sport-tourer last summer, and remembered how much fun this bike was, both on the highway and on curvy back roads. The new model offers you the same sporty fun through quick switchbacks as the previous version, with just a touch more confidence from a new set of shoes, Bridgestone BT021Us. Kawasaki also added a touch more fork oil to the front legs, further adding to the better handling through the twisties. Touring comfort is the big upgrade this year, and all the aforementioned changes were duly noted. The taller windshield did its job of directing the air up and over my head, and, even at its highest setting at excessive speeds, there was little buffeting behind the screen. We encountered some pretty chilly weather up in the mountains, and the heated grips were a welcome addition. The controller knob was a little too easy to turn, but worked really well, and I was surprised at how hot the grips got, even at half-turn.
In addition to about 130 miles of various temperature and pavement exploration, the Kawi guys set up a makeshift skid pad, composed of large plastic panels that were continuously sprayed with a hose to maintain a wet surface. We all took turns on the Concours outrigger, first by gunning the throttle with KTRC turned off. In this controlled situation, it was a riot to cheer each other on as we spun to and fro with no control, until the rig reached the pavement. (Check out my slide show and videos at www.RoadBikeMag.com.) While we were congratulating those with the best spins, in a real-life situation we’d be picking up parts — not so funny. The second time through the pad, we were instructed to ride the same way, but with the KTRC enabled. This time, gunning the throttle produced nothing more than the flashing light on the dash and a smooth ride through the soaked skid pad. It was truly an eye-opener to experience how effective the system is firsthand. The third time through the course, we kept the KTRC on and were told to make a panic stop, enabling the ABS. Once again, all parts worked as designed to provide the rider with maximum braking and control. I know there are plenty of motorcycle ABS skeptics out there, and for those guys, there will still be a non-ABS Concours 14 available in 2010. But you won’t get the KTRC without the K-ACT, and for a savings of a mere $700, I would call you crazy for not choosing the ABS version. Yes, the Concours 14 ABS costs an extra grand this year over the 2009 model. But this is the type of technology that will keep more of us riding safely for years to come, which is well worth the bigger price tag. RB
Tech Sheet 2010 Kawasaki Concours 14/Abs |
Answering yet another quibble of Steve’s, the LCD readout functions now include an air temperature reading, in addition to its already vast array of information. Toggling through the readouts is easier than ever by using the mode selector located on the left handlebar switch box. Of course, if you want to take your hands off the grips, you can still reach up to the dash to use the two push buttons. You’ll need to for a few functions, like switching from the odometer to the tripmeters. But toggling through the tire pressure readings, air temp, fuel range, average mpg, current mpg, and battery voltage is now as easy as a touch of the finger, something else Steve requested in his previous review. Other info, like the clock, fuel level, and gear indicator, are always displayed. 
The 2010 Concours continues to use the KIPASS, Kawasaki’s keyless starting system, but instead of getting two key fobs, you get one with the 5' 3" range (which still includes a hidden metal key), and one secondary fob in a card-like minicase with only a 10cm range. The reason for this change? If you want to carry a spare key on your bike, the minicard won’t activate the system unless you hold it close to the dash sensor. Apparently, a lot of owners were leaving a spare fob in a hidden location (saddlebag perhaps), which is as good as leaving the key in the ignition.
Braking is achieved using the same radial design with separate brake pads for each caliper piston. This increases cooling efficiency and provides a consistent brake feel under most braking situations. But for 2010, Kawasaki offers a linked antilock braking system for the ABS-equipped models, dubbed K-ACT ABS (Kawasaki advanced coactive-braking technology). Revised as the second generation of the K-ACT that was introduced on the 2010 Voyager, this evolution is 25 percent smaller, 30 percent lighter, and spec’d for sportier riding. With two levels available (selected by depressing the bright orange button on the left control switch), the rider chooses between a high (touring) or low (sport) mode. Both modes offer the same linked braking effect when you use the front brake. But the amount of front braking applied when depressing the rear brake pedal changes depending on the selected setting. In the low mode, the braking feels more traditional when you apply the rear brake pedal — only a small amount of front brake is applied. This is optimal for when you want to drag the rear brake in a curve. But switch into high mode (you have to be stopped to switch modes), and when you press the rear brake pedal, it activates a greater portion of front-end braking. The amount of braking depends on the amount of pressure applied, allowing for the perfect proportion for any given situation. 
