2011 Kawasaki Motorcycles.2011 Kawasaki Motorcycles Ninja ZX14:
For more than 40 years, Kawasaki motorcycles have shocked and awed the world with its big-bore streetbikes. This year is no different, as the awe-inspiring Kawasaki Ninja ZX14 continues the tradition begun by its legendary forefathers. The Kawasaki ZX14 's 1,352cc DOHC inline-four is a 16-valve, liquid-cooled engine that’s awesomely powerful and supremely smooth, thanks in part to dual gear-driven engine counterbalancers. Its six-speed transmission shifts smoothly thanks to its hydraulic clutch and puts the power to the ground nicely, building power seamlessly from idle all the way to redline. The Kawasaki ZX14 chassis is every bit the equal of its amazing engine. Using an advanced version of Kawasaki motorcycles unique aluminum monocoque design, the frame is lightweight and very strong. Suspension at both ends – a fully adjustable 43mm inverted fork up front and a similarly adjustable shock in back with ride-height adjustability – offers a compliant, comfortable ride. Of course, stopping all that power is important too. The Kawasaki ZX-14 handles this by way of radial mounted front brake calipers biting on petal-type discs. Combine that with the radial pump master cylinder and you have strong braking power with excellent control. The narrow engine, monocoque frame and fuel tank provide a slim rider interface and a relaxed sport riding position. Its easy-to-reach bar position, low-set footpegs and a low and narrow seat allows even shorter riders to plant both feet on the ground when stopped. Uninterrupted fairing lines give the 2011 Kawasaki ZX14 a smooth, flowing aesthetic image, all of which is made possible by the narrow frame/engine design that’s completely hidden by the cowling. Quadruple projector beam headlights adorn the Kawasaki ZX-14’s fairing immediately beneath its menacing ram air intake duct. Turn signals are cleanly integrated into the fairing and standard rear seat cowl, with a unique “V” design LED tail lamp capping off a sleek, aerodynamic package that reinforces Kawasaki motorcycles heritage. Big power. Sport-tourer comfort. True sportbike handling. And superb styling. It all adds up to the Kawasaki ZX-14 – just another example of Kawasaki motorcycles ability to shock the motorcycling world with a legendary open-class streetbike. Visit your local Kawasaki Motorcycle Dealer to witness the exciting new 2011 Kawasaki Motorcycles, and see how easy Kawasaki has made it to ride away with a new bike through Kawasaki Financial Services. Authentic Kawasaki Accessories are available through Kawasaki dealers.
Problem is, reality rarely lives up to the hype. But Kawasaki motorcycles new-from-the-ground-up 2011 Ninja ZX-10R sportbike has no such credibility gap, going several steps beyond newer, faster, lighter and better by offering the most advanced traction-control system in all of production motorcycling. Yes, in all of production motorcycling. Not only are we talking about a complete redesign of the Kawasaki Ninja ZX 10R engine, frame, suspension, bodywork, instrumentation and wheels, but a highly advanced and customizable electronic system that helps riders harness and capitalize on the new ZX-10R’s amazing blend of power and responsive handling. The system is called Sport-Kawasaki Traction Control, or S-KTRC. It represents a whole new dimension in motorcycle performance, and the ZX-10R is the only production sport bike that can take you there. Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. Riders that can keep a rear tire from spinning excessively or sliding unpredictably are both faster and safer, a tough combination to beat on the racetrack. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus. The MotoGP-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki motorcycle in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the new ZX-10R’s Electronic Control Unit (ECU), the only additional hardware is the lightweight speed sensors located on each wheel. Unlike the KTRC system on Kawasaki motorcycles Concours 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly, but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence –exactly what one needs when piloting a machine of this caliber. The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the newly designed instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes. The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power – and the character of delivery – available from the engine. Besides the standard Full-power mode are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings. And the motorcycle so capably managed by all of this trick electronic wizardry? It’s completely redesigned from 2010 to ’11. It all starts with the Kawasaki Ninja ZX 10R’s all-new inline-four, easily the most advanced engine to ever emerge from Kawasaki motorcycles factory. Like last year’s potent ZX-10R engine, the new powerplant is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. But that’s where the similarity stops, as the new mill boasts a handful of engineering changes designed to optimize power delivery, center of gravity and actual engine placement within the chassis. A primary goal of engineers responsible for Kawasaki motorcycles was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence. Larger intake valves (31mm vs. 30mm), wider– and polished – intake ports, and completely revised exhaust porting all allow better breathing, more controllable power delivery and less engine braking, just the thing to smooth those racetrack corner entries and exits. Higher-lift camshafts built from lighter-yet-stronger chromoly steel (instead of cast iron) and featuring revised overlap further contribute to optimized engine braking and more controllable power delivery. Newly designed lightweight pistons feature shorter skirts and mount to lighter and stronger connecting rods, each of which spin a revised crankshaft made of a harder material and featuring stronger pins and journal fillets. Compression moves to a full 13.0:1. There’s more, including a totally revamped crankshaft/transmission shaft layout that contributes to a higher center of mass – and improved handling via better mass centralization – by locating the crankshaft approximately 10 degrees higher relative to the output shaft. There’s even a secondary engine balancer assembly this year, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and dramatically lighter battery helps drop even more weight, as does a lighter ECU and fuel pump. A race-style cassette transmission allows simple trackside ratio changes and offers a host of improvements for 2011. These include closer spacing for 4th, 5th and 6th gears and the fine-tuning of the primary and final reduction ratios for less squat/lift during acceleration and deceleration, which allows more precise suspension tuning in back. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and an even higher level of corner-entry calmness. Cramming all that fuel and air into this amazing new engine is a ram air-assisted fuel injection system featuring larger throttle bodies (47 vs. 43mm) and sub-throttle valves, a larger-capacity airbox (9 vs. 8 liters), secondary injectors that improve top-end power characteristics, and a large, redesigned ram-air intake that’s positioned closer to the front of the bike for more efficient airbox filling and increased power. The final piece of the Kawasaki motorcycles ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly. With the engine producing a massive quantity of usable and controllable power, Kawasaki motorcycles engineers looked to the chassis to help refine handling and overall road/track competency even further. An all-new aluminum twin-spar frame was designed, an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight than last year’s cage. Fewer pieces mean fewer welds, which contributes to a cleaner, more aesthetically pleasing look. Like the frame, the new alloy swingarm is an all-cast assembly, with idealized rigidity matching that of the frame itself. Chassis geometry was juggled to offer the best possible stability and handling quickness. Rake, at 25 degrees, is a half-degree steeper than on the 2010 machine, while trail has been reduced from 110 to 107mm. This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely by the new engine’s more controllable power, engine placement and the CG differences it generated, and the frame and swingarm’s newfound flex characteristics. Highly advanced suspension at both ends helped as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF) found on last year’s comparo-dominating Kawasaki Ninja ZX-6R. Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smoother action, less stiction, lighter overall weight and enhanced damping performance on the compression and rebound circuits. This added compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad. There’s big suspension news in back, too. Replacing the vertical Uni-Trak system of the 2010 Kawasaki ZX-10R is a Horizontal Back-Link suspension design that positions the shock and linkage above the swingarm. Benefits include better mass centralization, improved road holding, compliance and stability, smoother action in the mid-stroke (even with firmer settings), better overall feedback and cooler running. The design also frees space previously taken by the linkage assembly below the swingarm, space now used for the exhaust pre-chamber, which allows a shorter muffler and, again, better mass centralization. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping. All-new gravity-cast three-spoke wheels are significantly lighter than the hoops fitted to the 2010 bike. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful, responsive braking plenty of rider feedback. Finally, Kawasaki engineers wrapped all this new technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. Shapes are more curved than edged this year, and the contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies and convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker. Instrumentation is totally new as well, the unit highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen. The new Kawasaki ZX-10R’s ergonomics have been fine tuned for optimum comfort and control, with a slightly lower saddle, adjustable footpegs positioned slightly lower and more forward relative to last year, and clip-ons with a bit less downward angle. This is a hard-core sportbike you can actually take on an extended sport ride – and still be reasonably comfortable doing so. And because it’s 22 pounds lighter than last year’s bike, the new ZX-10R Kawasaki motorcycles will be quicker and more nimble in any environment you choose to ride it in. The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2011 Kawasaki Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before. Newer. Faster. Lighter. And better. Reality really does match the hype. Visit your local Kawasaki Motorcycle Dealer to witness the exciting new 2011 Kawasaki Motorcycles, and see how easy Kawasaki has made it to ride away with a new bike through Kawasaki Financial Services. Authentic Kawasaki Accessories are available through Kawasaki dealers.
Technological tour de force. That’s the only way to describe the original Kawasaki Ninja 600 sportbike of 1985. Packing a liquid-cooled 16-valve inline-four (the first ever in a middleweight streetbike), wraparound twin-spar frame, anti-dive fork and aesthetics snatched right from the Grand Prix circuit, the original ZX600-A1 was a dominant, bigger-than-life middleweight. Apparently, some things never change. The 2011 Kawasaki Ninja ZX-6R carries that tradition of middleweight dominance to a staggering level (one that would’ve blown minds in 1985). And in today’s ultra-competitive 600 supersport market, where technology, racetrack success and streetbike acumen can change dramatically year by year, that’s saying a lot. Don’t believe us? Then ask the many top-level magazines and web sites that picked the current-spec Kawasaki Ninja ZX-6R as Best Middleweight. It was an absolutely dominating 600 shootout performance – and one sure to be replicated in 2011 due to the ZX-6R’s track-honed DNA and seamless all-around capability. That DNA begins with a 16-valve, DOHC inline-four engine that’s everything a top-shelf middleweight powerplant should be: supremely powerful, smooth, and blessed with hammer-like reliability. Critics everywhere agree the ZX-6R runs and performs like a larger-displacement motorcycle, and one that packs a rolling chassis that out-handles and out-suspends all others. It’s a perfect combination for street riders, track day junkies and racers alike, a flexibility that helps explain its many 600 comparo victories. It all starts with the Kawasaki ZX-6R’s jewel-like engine, a 599cc assemblage of everything Kawasaki knows about powerplant building, and the result of untold hours of testing and refinement garnered from dyno room to racetrack and back again. Squeezing big power from small displacement has been a Kawasaki forte for many years, from the 350cc A7 Avenger to the 500cc H1, and from that first Ninja 600 to this latest ZX-6R, class leading power is a Kawasaki sportbike birthright. And there’s more than peaky top-end power, too. The engine’s dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce the sort of smooth low-end and mid-range power that make dealing with traffic, surface streets and everyday riding a much more agreeable affair. Add to that superb throttle response and liquid-smooth control feel and you have a supersport motorcycle with commuting manners that easily match its phenomenal racetrack prowess. Much of this smooth, rheostat-like power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels directly to reduce buffeting and improve cylinder filling. Advanced cylinder head porting slams the air/fuel charge into and out of the combustion chamber post-haste, while high-current secondaries in the ignition coils provide hot, consistent spark at all rpm for maximum combustion impact. The engine’s mid-range performance also benefits from double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for the highest degree of cam-chain stabilization. This ultra-strong midrange power not only provides arm-stretching drive out of corners. It also offers unparalleled controllability and the sort of precise throttle control that pays big dividends when making mid-corner power adjustments while stringing a set of corners together on a snaky backroad or while negotiating that tricky set of turns at your favorite racetrack. In keeping with Kawasaki motorcycles racing heritage, the Kawasaki ZX-6R employs a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A high-tech slipper clutch – hardware usually found only on high-end racebikes – allows quick, effortless downshifts when diving into slower corners from big speed without upsetting the chassis. Chassis control, of course, is the other half of the 600 supersport equation, and the Kawasaki Ninja ZX-6R once again dominates the field with its class-exclusive Big Piston Front fork, fully adjustable shock, ideal engine placement, optimum frame rigidity and the very latest in mass centralization. The Kawasaki Ninja ZX-6R’s lean physique is fundamental to its superior handling, with every component carefully scrutinized for minimal weight. For instance, the intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged – to optimize intake volume – ram air duct, both of which contribute to weight savings and improved rigidity. Camshafts are made of lightweight chrome-moly steel, while magnesium engine covers also help shed pounds. Internal engine parts such as transmission, oil pump and starter gears are carefully engineered for maximum strength and minimal weight. If less weight is great, top-shelf suspension technology to control it is even better, and the ZX-6R packs plenty. A perfect example is the ZX-6R’s revolutionary Showa-built BPF (Big Piston Front fork) front suspension, which is one large technological step beyond the cartridge-type fork used on other 600s. The magic behind the Big Piston fork is its larger-diameter internal piston, which allows a reduction in damping pressure for smoother action and better front end feedback – especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight. The result is more control and better feedback, just what you need while ripping through your favorite right-hander during a track day, or tip-toeing along that rain-slicked backroad on your way home from work. Suspension out back is just as advanced, and includes a gas-charged shock with dual-range (high- and low-speed) stepless compression damping, 25-way adjustable rebound damping and fully adjustable spring preload mated to a bottom-link Uni-Trak system. Kawasaki motorcycles acclaimed triple petal disc brake package – with radial-mount calipers up front – is as refined and powerful as ever. Highly rigid four-piston calipers and 300mm petal-type rotors provide awesome power and excellent feel at the front wheel. The 220mm rear petal-type disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum pedal feedback. Its master cylinder reservoir mounts forward of the swingarm, freeing space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows supersport racers to enter corners harder – and everyday riders to slow things down comfortably and controllably. To better capitalize on this advanced level of light weight and precise control response, the 6R’s ergonomics have been fine tuned to enhance feedback from bike to rider and vice versa. The seat-peg-bar relationship places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback – similar to the new ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement. A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with superb wind protection for the rider and minimal crosswind buffeting. An inner rear fender mounted above the swingarm also reduces turbulence and helps keep the back of the motorcycle aerodynamically clean. The ZX-6R’s instrument panel provides plenty of at-a-glance information, while a race-spec adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package. It’s all here: power, handling, light weight, advanced technology and typical Kawasaki reliability – exactly what you need to tame the racetrack, the mean streets – or both. Visit your local Kawasaki Motorcycle Dealer to witness the exciting new 2011 Kawasaki Motorcycles, and see how easy Kawasaki has made it to ride away with a new bike through Kawasaki Financial Services. Authentic Kawasaki Accessories are available through Kawasaki dealers.
Naked Bike? Super Standard? Modern UJM? Who Cares What It’s Called: The Futuristically Retro and Super-fast Z1000 Is an Absolute Blast to Ride. It’s a rare thing: a new from the ground up motorcycle that feels so right and works so well right out of the crate that it has the press swooning and owners crooning. These well-sorted but rare bikes are often described as “happy motorcycles,” and it’s become crystal clear during the last year that Kawasaki motorcycles Z1000 – completely redesigned in 2010 – is a very happy machine. It’s a realization that comes after just a mile or two in the saddle, and it’s one that confirms the fact that Kawasaki motorcycles design team worked a special bit of magic during development. The Kawasaki Z1000 thrills before you even jump aboard, with some of motorcycling’s most rakishly stunning lines and body shapes. The aesthetic showcase begins with a low-mount front cowl that slopes back radically, highlighting the Z’s prow and, behind it, an adjustable instrument cluster featuring a multifunction LCD display covered by a trick-looking orange lens. The headlight represents Kawasaki motorcycles first-ever use of a line-beam unit, the guts of which are integrated nicely into that angled cowl. Moving rearward, you come to a shapely fuel tank that’s flared on the sides to let you grab it with your knees and that’s trim at the back for a snug fit. The seat is low and narrow at the front to make ground contact easy, and flows beautifully rearward to end in a futuristically retro LED taillight behind a red lens. It’s a thoroughly athletic shape, one sure to garner attention wherever it’s ridden. Totally redesigned just last year, the Z features a wide range of new-think moto technology, including an aluminum frame similar to the Kawasaki ZX-10R’s that curves over the engine, cradling it from above. The design allows a narrow mid-section, which fosters a high degree of rider comfort and feedback in addition to keeping weight low and chassis rigidity high. The engine bolts solidly to the frame in three places, stressed-member-style, and there’s also a rubber mount at the upper rear crankcase area for added vibration damping and torsional rigidity. The main frame and swingarm pivot elements are cast as a single unit, with welds eliminated wherever possible for a more aesthetically pleasing look. And the subframe is a lightweight aluminum die-casting, which is light, smooth and beautiful. Suspension at both ends is thoroughly modern and wickedly functional: a beefy, fully adjustable 41mm inverted fork up front and a spring preload and rebound damping adjustable horizontal back-link shock is mounted above the swingarm to shield it from exhaust heat and foster an added degree of mass centralization. Wheel control is simply superb, and the substantial feedback sent to the rider makes it easy to know exactly what’s going on at the bike’s contact patches. The heart of every naked bike is its engine, so Kawasaki engineers paid special attention here for maximum, arm-straightening impact: Dual cams. Sixteen valves. 1,043cc. Liquid cooling. High compression. A long stroke – 56mm – for instantaneous thrust. Six speeds. And digital fuel injection. It’s all there. The result? This inline-four packs impressive horsepower combined with the sort of flexible, mid-range-heavy power delivery that pastes a silly grin on the face of anyone lucky enough to be aboard. From nearly any rpm, rolling the Z1000’s throttle provides the kind of instant gratification most sportbikes just can’t quite muster, all with silky smooth, highly intoxicating response. There’s more, of course. Check out the Z1000 Kawasaki motorcycles five-spoke wheels, with spokes machined near the rims for a custom look. We carried forward the quad-pipe theme from the last Z1000 (and the first Z-1), but an under-engine pre-chamber lets engineers use shorter mufflers for great looks and better mass centralization. A solid-mount handlebar and aluminum footpegs lifted from the Kawasaki Ninja ZX-10R contribute to the Z1000’s quality, top-shelf feel. Brakes? Totally modern: Radially mounted calipers, Ninja-spec 300mm petal-type rotors and a radial-pump master cylinder all provide the latest in braking feel and feedback. Conventional wisdom says many of today’s motorcycles lack soul, or are all too much alike. The Kawasaki Z1000 proves otherwise – and happily. Visit your local Kawasaki Motorcycle Dealer to witness the exciting new 2011 Kawasaki Motorcycles, and see how easy Kawasaki has made it to ride away with a new bike through Kawasaki Financial Services. Authentic Kawasaki Accessories are available through Kawasaki dealers.
Kawasaki motorcycles have been a force to be reckoned with in the sport touring category for a quarter of a century now. The legendary first-generation Kawasaki Concours debuted in early 1986 to a flabbergasted buying public and press corps, neither of which had experienced performance and long-distance functionality blended so successfully in a single motorcycle. Today, that sort of performance/function alchemy continues in the 2011 Kawasaki Concours 14 ABS, a sport-oriented tourer that can pile on the highway miles with the best world-class touring rigs yet still negotiate the twists and turns of America’s backroads in fine, Kawasaki Ninja - inspired tradition. After debuting in 2008 to high marks from owners and magazine editors alike, the Kawasaki Concours 14 underwent significant improvement last year in the areas of comfort, convenience and safety, a move that solidified its position atop the sport touring heap. New bodywork not only looked better, it increased comfort by routing more heat away from the rider and passenger. Additionally, a taller, electrically adjustable windscreen created a calmer cockpit experience with help from ducts above the instrument panel, which balanced pressure areas outside and inside the screen. Standard handgrip heaters upped the comfort quotient even more. Updated electronics were also part of the recent Kawasaki Concours 14 upgrades. Not only was the Kawasaki motorcycles K-ACT (Kawasaki Advanced Coactive-braking Technology) braking system upgraded to offer two modes of linked, anti-lock braking and higher overall performance, but a high-tech traction control system (KTRC: Kawasaki Traction Control) was added. KTRC not only reduces wheelspin on slick surfaces, offering riders more confidence-inspiring feedback, but it can be easily switched off at the rider’s discretion. The heart of the Kawasaki Motorcycles Concours sport-touring package remains as before – an amazing and thoroughly modern 1,352cc DOHC inline-four sourced from the legendary Kawasaki Ninja ZX-14 sportbike. The Concours 14 engine generates excellent low- and mid-range power, all followed by a top-end rush that would turn most open-class sportbikes green with envy. A big part of its tremendously wide power delivery is due to its variable valve timing (VVT) system, which automatically alters camshaft profiles according to rpm to boost low-end and mid-range power without sacrificing top end. Advanced fuel injection, ram-air induction and decades of experience building the world’s most potent motorcycle engines add up to a simply amazing powerplant, one that makes the Concours 14 ABS forces to be reckoned with in the performance sport-touring segment – just as the original Concours Kawasaki Motorcycles were 25 years ago. The 2011 Kawasaki Concours 14’s chassis is very much up to the challenge of controlling this prodigious powerplant. Its unique monocoque frame provides massive stiffness along with excellent handling characteristics and a high degree of rider feedback. Cradling the engine from the top, the frame’s compact structure keeps the bike narrow where it needs to be and allows optimum packaging of the bike’s vital systems. The Tetra-Lever shaft drive, which routes all that power to the rear wheel, uses a four-link design to offset the lifting and squatting tendencies of lesser shaft drive systems when the throttle is opened and closed, all of which results in true sportbike handling. Plus, the Tetra-Lever system is almost completely maintenance free. No mystery, then, why the Concours 14’s powertrain has earned critical acclaim around the world for its silky smooth power delivery. That amazingly solid foundation is augmented by a carefully sculpted and highly comfortable saddle and all the creature comforts you’d expect from a top-shelf sport-tourer, including a pair of beautifully integrated, capacious and waterproof saddlebags. Concours 14 ABS: A high-speed touring duo with unquestionable supersport DNA. They’ve got everything you need to go far – and have tons of fun doing it. Visit your local Kawasaki Motorcycle Dealer to witness the exciting new 2011 Kawasaki Motorcycles, and see how easy Kawasaki has made it to ride away with a new bike through Kawasaki Financial Services. Authentic Kawasaki Accessories are available through Kawasaki dealers.
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