There's A New Sheriff In Town

THERE'S A NEW SHERIFF IN TOWN

CW COMPARISON

BMW K1600GT vs. Kawasaki Concours 14 ABS

DON CANET

THERE IS A REASON MOTOR COPS LIKE sport-touring bikes. If any rider knows the benefits of speed, power, comfort, agility and ample, easy-access luggage space, it is the police. More than most of us, they need to have clipboards, pepper spray, shotguns and other bulky items at the ready no matter where the crazy road of (working) life takes them.

We civilians have similar, if somewhat less weapons-centric, needs. But we have needs, nonetheless, and for the type of bike that does the most things exceptionally well while carrying your stuff, a sport-tourer is clearly the answer.

We’ve dubbed the Kawasaki Concours 14 (also available in a police model, “Badge of Honor,” July) “bullet-train fast and luxury-car smooth.” Since its debut in 2008, the C-14 has been the finest example of such versatility, earning Best Sport-Touring Bike honors in the Cycle World Jen Best voting every year. Refinements last year further strengthened the Kawi’s command of the category: a taller electrically adjustable windscreen; heated grips; relocation of the storage compartment from atop the gas tank to the left fairing panel; positioning the mirrors higher for improved rearward view and wind protection for the hands; and changes to the fairing that route engine heat away from the rider. Perhaps of greatest significance has been the safety benefits of Kawasaki’s second-generation K-ACT linked anti-lock brake system and the addition of KTRC, Kawasaki Traction Control.

The dohc, 16-valve 1352cc inlineFour remains a model of smooth response and broad torque production (thanks in part to its variable-valvetiming system), while the bike’s stiff, monocoque frame, stout inverted fork and four-link Tetra-Lever shaft-drive rear end provide an impressive level of corner-carving composure that defies the platform’s 691-pound fully fueled wet weight.

But the time the C-14 has had to throw its weight around basking in the glow of its most recent title defense (“High Speed, Low Altitude,” February) has been short thanks to a new contender from BMW: the 2012 K1600GT, a sport-touring version of the German maker’s all-new flagship K1600GTL touring rig (see “Domestic Bliss vs. Mid-Life Crisis,” p. 52). Pitting the GT (eerily cop-bike-like, thanks to its paint scheme) head-to-head with the C-14 was a necessary prerequisite to naming this year’s Best Sport-Touring Bike. Despite being a ’ 12 model, the BMW made the cut by being widely available time.

ih economic times, there ^ repancy between the 2011 $15,599 Concours 14 ABS and $20,900 base-model K1600GT.

Kawasaki Concours 14 ABS

^Ups A Winner for the value-minded sport-touring rider A Genuine cop motor, cop suspension A Remains an awesome way to travel ^)owns ▼ Cornering sparks can start forest fires ▼ Optional shotgun rack and siren not offered to civilians ▼ Downshift from overdrive to fifth required to hang with your Beemer buddies

And don’t put your wallet away just yet, Beemer buyers, because BMW offers two options packages for the GT. Our testbike came with the top-of-the-line $3640 Premium package, which includes preparation for in-dash GPS (but not the $800 unit itself), ESA II (Electronic Suspension Adjustment), Adaptive Headlight, Dynamic Traction Control, Tire Pressure Monitor, audio system with iPod integration and a one-year subscription to Sirius satellite radio, power central locking (for bags and fairing storage) and an anti-theft alarm.

While that is a lot of extra scratch added to a bike that is already more costly than its competition, we found the feature set very useful and complementary of a bike that comes standard with heated grips and seat, cruise control, integral ABS and a power-adjustable windshield. If push came to shove, $1500 could be saved by selecting a package that omits the audio, powerlock and alarm systems.

All of these electronic features are at your fingertips (thumbtip?) with the innovative Multi-Controller thumbwheel on the left handgrip that makes navigating the multifunction dash display quite intuitive. Toggling through the C-14’s trip-computer functions is also easy with the left switchpod trigger.

Shared DNA with the GTL means it’s no surprise that the GT leans toward the touring side of the sport-touring spectrum. That said, this luxo sport-touring bike provides excellent handling and its inline-Six is one of the smoothest, most-powerful, torquiest engines to ever grace a motorcycle. Both the C-14 and GT produced comparable peak horsepower on the CW dyno, but the BMW’s 114.5-foot-pound torque output is simply astounding, with a steady 30-ft.-lb. advantage over the Kawi below 5500 rpm. This helped the GT crush the C-14 in top-gear roll-ons, despite the Beemer’s additional 61 pounds of mass. Kicking the Kaw down a gear (out of its overdrive sixth) allowed it to nip at the BMW’s heels in the 40-80-mph run. The Kawasaki’s weight advantage and nearequal top-end power accounted for its edge in quarter-mile acceleration.

The BMW’s ride-by-wire throttle operation offers three selectable drive modes-Dynamic, Road or Rain-that vary the degree of throttle response along with reducing peak power output in Rain mode. Dynamic’s snappy response is entertaining, unleashing a rush of midrange torque and even producing amazing low-gear power wheelies. But our preference for the majority of riding that we did was the less-edgy Road setting. It helps temper the quick-revving engine when feathering the light-pull clutch for smoother departures from stops, as well as making for cleaner upshifts. The BMW’s six-speed gearbox is a positive shifter yet feels and sounds quite clunky, particularly when compared with the C-14’s smooth-shifting transmission.

Both machines reflect their size and weight when wheeled around the garage, but once moving faster than parking-lot speed, the BMW magically feels like it sheds a couple hundred pounds. The Kawasaki, meanwhile, retains more of its heavyweight character. At road speeds, the BMW’s steering is light beyond belief, while the chassis delivers a level of composure and stability worthy of boots with toe sliders. ESA II is worth its weight in gold, allowing onthe-fly suspension adjustments ranging from the plush, solo-rider Comfort setting to a notably firmer Sport selection. A submenu provides additional springpreload options when carrying a passenger or loaded luggage. We found these firmer settings useful for solo sport riding as well, as they further extended the GT’s cornering-clearance advantage. If there’s a chink in the BMW’s armor, it’s the lack of steering feel transmitted by its Duolever suspension. After a period of acclimation, though, you learn to trust the front end.

When the road turns twisty, the Concours 14 provides a higher level of feedback and a feeling of familiarity. The telescopic fork communicates what the front tire is doing notably better than the BMW’s front end, which, in turn, gave us confidence to push a bit harder. Ultimately, the Kawi runs short of cornering clearance and drags hard parts at a pace that sees daylight remaining beneath the Beemer. Cranking up the Cone’s shock spring preload helps, but having to do so at the side of the road seems old-school to us, having been spoiled by the BMW’s push-button ESA II. It’s easy to picture most Kawi riders ultimately living with a suspension compromise rather than pulling over and manually dialing the settings from soft to firm or vice-versa.

*”Ups A Monster torque with claws A Most-comfortable sport-touring bike ever A Firm ’er up on-the-fly with ESA II ^)owns ▼ Time to flip the ski boat to raise some quick cash ▼ Loud gear change disturbs the peace ▼ Cop-bike appearance can upset traffic flow

Stopping isn’t a problem with either bike. Measured stopping distance on the BMW is phenomenally short, with its quick-cycling AB S encroaching on S1000RR territory. If there’s any complaint about the Beemer’s brakes, it’s that they require a very light touch whether sport riding or just cruising to a stop.

Both bikes are well-suited for touring duty. Easily detachable bags have enough storage space to swallow fullface helmets and more. Riding positions are relaxed and accommodating, but at the end of a long, near-700mile day, both riders were vying for the BMW. The K1600GT has the most comfortable seating position, with a sporty but livable bend at the knees and an excellent windscreen that offers good protection and visibility thanks in part to its V-shaped top edge, which is easy to look over when carving twisties. The mid-fairing flip-out wind deflectors that jet lots of air into the cockpit are a really nice feature on hot days.

Ergonomically, the Kawi is similar to the BMW. The seat, which seems very cushy and comfortable at first, ultimately is on the soft side, particularly for sport riding, and after a long day just is not as supportive as the GT’s. The windscreen doesn’t provide as much protection as the BMW’s, but its electronic adjustability allows the rider to find a quiet and buffet-free setting. Add it up, though, and the BMW clearly wins the ergonomic war.

What you have with the Kawi is an awesome, performance-oriented sporttourer that takes no prisoners on a twisty road. Perhaps this is why the Concours 14 aims to serve and protect on police forces around the country. But if you are looking for unmatched comfort, convenience and a motor that defies the laws of convention, the GT is without peer. Just be aware, the black-and-white appearance of our Light Grey Metallic test unit drew a great deal of attention from other motorists, even causing some to slow as we closed from the rear. Serve notice, there’s a new sheriff in town. U

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SPECIFICATIONS

BMW K1600GT

$24,540

KAWASAKI CONCOURS 14 ABS

$15,599

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