Motorcycle-Intelligence.com

It’s been about a year since the completely new Kawasaki Concours14 (4 cylinder, 1400cc) was released to the public for the first time — if it seems to you it’s been longer than that, it’s because it was “announced” in 2006.

So how has this Concours14 been received in its first year?

To be concise: quite well.

Rider magazine (July 2008) awarded the Kawasaki C14 as “Best Sport-Touring Bike” for 2008 and then went on to knight it as “Motorcycle of the Year,” which makes it their top choice for all the categories of bikes they awarded. Here’s what Rider mag wrote: “This stylish sport-tourer…has an impressive list of standard features that are both fun and useful, including KIPASS key fob security, a tire pressure monitoring system, electric windscreen, remote rear spring preload adjuster and large, functional, locking side cases.”

Cycle World (July 2008) bestowed the C14 as the “Best Sport-Tourer” of the year. Here’s what Cycle World wrote about the Concours14: “It moves with an athletic confidence and over-powerful ease like nothing else on the road.”

I have ridden three of the 2008 Concours14’s, and in brief, I like ‘em and agree with Cycle World and Rider in their assessments. The C14 is a technical tour de force in the sport-touring world. Oddly enough, as I much as I like the bike, I’m not head over heels over it. Don’t get me wrong, the C14 is by all reckoning a great bike. I’ll probably get one at some point in the future. The thing is, although I appreciate all the different categories of motorbikes, since I’m primarily a sport-touring rider (and perhaps an old-fashioned one at that), you’d think I’d just gush all over this machine.

Alas, I cannot.

There is soooooo much to like about this bike, but I am of the opinion that this bike was manufactured with a greater emphasis on technical and marketing panache than downright sport-touring practicality.

It’s pretty sexy to say that this is the fastest, most powerful, and arguably the most advanced sport-touring bike on the market as of this writing. From a technical perspective, the C14 represents the culmination of the best in what our world’s motorcycle makers can envision for this category of sport-touring motorcycles.

On the other hand, it’s also the heaviest (dry weight = 615 lbs. with ABS) of all the purpose-built sport-touring bikes, and most importantly, it has the smallest gas tank (5.8 gal) — which is a rather basic feature for a “true” sport-touring rider. For a died-in-the-wool, long-time, sport-touring enthusiast, such as myself, that last point lends this bike more towards the “sport” category than the “tourer” world. That’s fine as a Kawasaki business choice, but for a rider, why not just get a sport bike? Heck, the C14 is based on the ZX14, which is one of the two fastest, mass produced sport bikes in the world. (The Suzuki Hayabusa being the other reigning sport-bike champion).

Stated differently, when I want to get away for a weekend, a week, a month, or longer, I am as interested in lacing through scenic twisties as getting across a continent in relative comfort — and I want as big a gas tank as I can get to reduce those fuel stops!

Although I understand I represent the typical demographic for a sport-touring enthusiast (I may be categorized as a “mature” middle-aged rider), I cannot speak for all such riders. But in simple terms, my personal inclinations tend towards function over pizzazz.

In short, the Kawasaki Concours14 is a fantastic motorcycle and quite an inspiring ride. However, it is more performance weighted than cross-country lighted, in comparison to the current BMW K1200GT, BMW R1200RT, Honda ST1300, or Yamaha FJR 1300. I would categorize the C14 more as a “Luxury Sport Bike” with long-distance livery, than the most practical sport-touring bike for a true long hauling motorbike rider.

Motorcycle camping is not for everyone. However, it does offer a very unique enjoyment to motorcyclists who are not only passionate about riding, but also love the great outdoors. And of course for any who ride to “get away from it all,” motorcycle camping is an even greater extension of that. Check out this 5 minute video for a little more insight….

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There are lots of motorcycles in Death Valley National Park. Including every type of bike. And for good reason: There are all kinds of great motorcycle roads for whatever your riding pleasure may be. Sport-Tourers, Cruisers, Sport Bikes and any other street legal machines will enjoy slaloming up and down mountains, easing through some long sweepers, and will also need to beware of Runaway Throttle Syndrome on some stretches of straight roads between mountain ranges.

California State Route 190 is arguably the most pleasant stretch of pavement; at least it’s in the best condition. In fact, the part within the park, known as the Death Valley Scenic Byway, is a National Scenic Byway.

Route 178, within the park, is less traveled than 190, and is in need of repaving, but is very much worth traversing. Dual-Sport and Adventure-Tourers will particularly revel over the numerous dirt and gravel roads.

Of course all this is best ridden when the temperatures are reasonable, which is fall, winter and spring. You probably already know that Death Valley gets warm. Indeed, it’s one of the hottest places on earth. Back in 1913, it attained the second-highest temperature ever recorded on our little earth: 134 degrees F. Moreover, there aren’t too many trees to find some shade. So, as any rider knows, you get to soak up them solar rays.

Nearly 550 square miles of this park lies below sea level, including the lowest point in North America – Badwater - which is 282 feet below sea level (expect this to be the warmest place of your visit). The point is the lower elevations do get toasty. 120 degrees is not that unusual in the summer. Temperatures tend toward the triple-digit end of the thermometer from mid-April until mid-October. Bring lots of water in any season.

In contrast to the Badwater basin area, the stark mountains appear even more tremendous as they thrust up into the heavens. Telescope Peak rises to over 11,000 feet. Bear in mind that this chunk of national park comprises more than 3.3 million acres of ruggedly inspiring desert scenery, multi-colored geology, undisturbed wilderness, and some interesting historical sites which makes any ride all the more relaxing and/or exhilarating, depending upon your pace.

In addition, the night sky is another equally spectacular vision. You’ll find it hard to fathom that there isn’t some kind of life out there somewhere when all those star lights seem as dense as downtown Los Angeles.

Be aware that this is a large chunk of Mother Nature set aside for motorcycles, and most of the 3.3 million acres have nothing but scenery. (It’s the largest national park in the lower 48 states). There are some services available within the park, including gas, but do keep an eye on your tank, as there is enough open space to run that fuel down to empty.

There is lodging in the park. As well, there are nine campgrounds with varying facilities. This weekend I camped in one of the low elevation campgrounds (Emigrant). Several higher elevation campgrounds and camping areas in the mountains remain open year round. However, most of the low elevation camps are closed in the summer in the hopes of keeping us wayward riders from getting cooked.

Ride Death Valley National Park outside of the summer, and you’ll look forward to an enchanted return again and again.

Motorcycle Entrance Fee: $10.00 for 7 Days, $20 with passenger.

Death Valley National Park
P.O. Box 579
Death Valley, California 92328
(760) 786-3200

When contemplating California, if you think only of Hollywood and beaches, be forewarned: Joshua Tree National Park (JT to the locals) is anything but that! The Pacific Ocean and Hollywood are only about 150 miles away, but JT seems like another planet.

JT is a desert enchantment located in southeastern California and seemingly created specifically for motorcyclists. No matter that we need to share this locale with all others who venture here, you’ll know when you arrive that it had to have been created by and for bikers.

At nearly 800,000 acres, most of it is not available to explore by those riders desiring to stay on the pavement. But the views along the roads are uniquely otherworldly and the roads themselves are two-lane, weaving stretches of gently twisting pavement, with hardly anyone on them in the early and late-day hours during the winter times I’ve rode here, including this trip.

Not only is JT a location where two deserts of different elevations meet (Colorado and Mojave deserts), it’s a wild landscape with bizarre trees and outrageous rock formations. You’d think some inter-galactic, child-giant stopped by to play with a bunch of roughly-hewn, mountain marbles and then got called away for lunch before he could complete the construction of his imaginative geological fantasyland.

Below 3,000 feet, the Colorado Desert encompasses the eastern part of the park. The higher, moister, and slightly cooler Mojave Desert (also known as the High Desert) is the habitat of the park’s namesake Joshua Trees.

And all this for the admission price of a $5.00, 7-day pass, for a single motorcyclist. Toss a passenger on the back to enjoy the ride and your entrance fee is only $10.00. There is very little that I consider the government does right, but this is one of them!

I thank all those who had the foresight and persistence to set aside the National Parks in North America for the enjoyment of future motorcycle riders who would be the primary beneficiaries of these geo-jewels. In addition, if you are one of those fortunate enough to ride here during any off-peak season, then all-the-more splendor for your wandering spirit.

The timing for riding through American deserts is ideal in the late winter or early spring, not only because the temperatures are moderate, but also the prospect of having your scenery painted with the multi-colored hues of the local spring wildflowers only adds more inspiration to any motorcycle voyage.

The average temperatures of JT are 43-75 degrees in March and 49-83 in April. This weekend I set up my tent at the Belle campground, under a Joshua Tree and next to a cluster of boulders the size of a 3-story building. I was greeted with overnight lows dipping well into the 30’s, by virtue of some frozen water containers neighbors left outside. Moreover, I don’t believe the mercury managed to make its way all the way to 70, but it probably got close. Although these California bones of mine were at the edge of their overnight comfort zone, I’m ready to do it again!

Note: It doesn’t matter what time of year you ride to the desert, bring water. And drink it before you get thirsty. It’s easy to become enthralled by the bold and rugged landscape of the Southwest America deserts, as well as its immense quietude. However, getting dehydrated is not recommended.