Showing posts sorted by date for query van. Sort by relevance Show all posts
Showing posts sorted by date for query van. Sort by relevance Show all posts

Sunday 15 May 2022

Riding Through an Oil Painting

 After a long day at work I found myself watching the sky change colours and jumped on the Tiger for a ride down the river.  It felt like riding through a Van Gogh...

All photos taken with a Ricoh 360 camera mounted on the windshield, autofiring every 8 seconds.








West Montrose Covered Bridge: one of these times I'm going to ride through and find myself in 1881!






Photos are in reverse chronological order.  Sunset was at 8:30pm - I was on the road from about 8:10 to 8:50pm.

If you want a breakdown of how to get on-bike 360 photos like this, check THIS out!  If you really want to digitally flex, you can create a 360 'tiny planet' stop motion film out of this kind of photography:


Related Links:  How to capture 360-degree photos while riding your motorbike (Adventure Bike Rider Magazine)


Sunday 9 January 2022

Brake System Maintenance on a C14 Kawasaki Concours

 I'm busy in the garage these days with the on-going 50 year old Triumph Bonneville restoration project.  It's a big project that will take some time to sort out, but it's -20°C outside with snow squall warnings of 20cm of snow coming, which means it's also regular maintenance time on the two running bikes in the stable.

Tiger's back in hibernation after last week's sprockets & chain maintenance, waiting for a break in another never-ending winter of COVID for a chance to ride.

Last week the Tiger got new chain and sprockets.  I hadn't done the sprockets on it since getting it over 5 years and 40k ago, so I figured it was time when I noticed the latest chain had stretch in it that made it impossible to set the sag properly.  This week it's all about the Concours.

I got the Connie last spring in the middle of the second lockdown.  My son and I rented a van and drove down to The Beaches in Toronto and picked it up from its second owner who hadn't been riding it for several years.  It's a very low mileage bike (under 30k when I picked it up), but I like to cover all the basic maintenance so I can set a 'zero point' for future work.

As you would expect from Kawasaki Heavy Industries, the brakes on the GTR1400/C14 Concours are superbly engineered Nissin calipers.  I'd picked up the pads last summer but they hung on the wall until now because I was putting miles on the thing.  I did find the brakes were squeaking a bit, suggesting the calipers weren't releasing properly - something that can happen in a bike that sits for several seasons.  Like I said before, I don't like riding a bike where I'm not sure of the maintenance, especially on brakes, so it was due.

Doing the pads on the Concours is remarkably easy.  You don't need to remove any body panels and everything is very accessible.  Undo the pin that holds the pads and spring that holds them in and then everything comes apart in your hands.  The pins were rough and there was some odd gunk stuck in the front right caliper.  I cleaned everything up and lubed it and then slotted the new pads into place with the now lubed pins (I think it's a #5 hex head that does the trick).  All very logical.

If you're looking for torque settings for the
brakes on a Kawasaki GTR1400/Concours
C14, here they are.
The rears are just as easy and a similar design with the same pin and caliper bolt sizes (everything is hex metric).  The back was as mucky as the front and I went to lengths to clean up the pressurized caliper slider and lube the pins and areas where the pads move.  The action immediately felt better afterwards.

Last spring when I got the bike I had to sort out a leak in the hydraulic clutch which resulted in entirely new DOT 4 brake fluid (what the Connie uses in both clutch and brakes).  Changing up your brake fluid removes impurities and moisture that can eventually cause real corrosion headaches in your brake system, so after doing the pads I changed up the brakes fluid on both front and rear systems.  The only fluid change left now on the Concours is the antifreeze.  I'll do that at the end of next season.  When I tested it the fluid it was still bright green, looked new and showed good temperature range.

Getting all the air out of the hydraulic clutch so that it felt tight and had positive action was a real pain in the ass last spring.  The good new is that this air-line powered vacuum system did the trick then (it's not crazy expensive) and takes the headache out of bleeding anything with steady, controllable suction.

In the case of the brake system, I set up the vacuum bleeder and then kept adding fluid in the reservoir at the top until it came out clear (the used stuff was darker and cloudier - it looked almost like water once the new stuff made an appearance.

Just a note:  don't keep brake fluid laying around open.  It collects moisture and goes off pretty quickly.  As with all brake fluid changes, I opened the bottle and then immediately used it this time.

The front brakes took less than 10 minutes to completely bleed of old fluid and the rears even less.  If you're doing your own brake/hydraulic fluid maintenance with any kind of regularity, let that hand-pump go and get one of these things (assuming you have an air compressor of course).

With the brakes sorted on the Concours and the sprockets and chain on the Tiger, both are waiting for a break in the weather for a cheeky winter ride to kick off the 2022 season.  As long as I'm not trying to navigate ice on the road, I'm good to go.  An above zero day and some dry pavement is all I need

Now that the regular movers (I was going to call them new but the Tiger is almost 20 years old and the Connie turned ten last year) are sorted out maintenance wise, it's back to the old Bonneville project.  Next up I'm rebuilding the two Amal carbs, then it's rebuilding the ignition system and then (hopefully) hearing the old thing bark for the first time in decades.


Sometimes the Bonneville can feel like it's too big to manage, it needs so much, but with two other working machines I'm never going to be angry with it not being ready, though I would love to have it running in time for The Distinguished Gentleman's Ride on May 22nd.  A '71 Bonneville with some early 70s retro style would be a blast.



Monday 3 January 2022

Love It When They Do This

 

This popped up on my Facebook feed.  I actually contacted the local dealer about this one last year and asked if he'd consider $6500 - he couldn't be bothered to email me back even to barter; love that arrogance.

This is a first gen Concours C14 with almost 60,000 kms on it.  I ended up picking up a second gen C14 that was two years newer with half the kilometers on it for $5500.  I had to put a bit of time in on it sorting out the electric windscreen, a clutch gasket and picking it up and safetying it.  $5500 for the bike, $120 for the rental van to get it, $20 in parts (from Two Wheel!) and $90 to get it safetied with a $715 tax bill still had it all costing me less than $6500 on the road.  Thanks to that price they'll be looking at over $300 more just in taxes for the lucky new owner.

Even with my fancy German windshield and American saddle I'm still coming out ahead.  Prefer the colour on mine too.


Sunday 5 December 2021

Motorcycling For Sport On a Budget

LOGISTICS

The trickiest part about trying to arrange your motorcycling to provide you with a sporting outlet are the logistics.  You can't ride a track/trials/dirt bike to where you're going to ride it in a sporting fashion, so you need transportation options that'll get you and your gear to where you intend to use it.

The obvious choice (if you're looking for a budget choice) is to look at cargo vans - or so I thought.  Thanks to COVID, the market for these (like many other things) has gone bonkers as every unemployed rocket scientist in the world rushes out to grab a used van to deliver for Amazon.

Here are some current online choices:

My favourite is the fuggly Transit Connect that isn't even big enough to hold a single bike and is almost a decade old with over two-hundred thousand kilometres on it for $10,500, $8,500.  Eight and half grand for a heavily used POS.  Both my current on-road bikes, an '03 Triumph Tiger and an '10 Kawasaki Concours together cost me less than that, and they're both a joy to look at and operate, though carrying a dirt bike on them isn't likely.

If I want to get my Guy Martin on, New Transits start at thirty-five grand and can easily option up to over fifty.  The bigger Ram Promasters start at thirty-seven grand and can option to over twice that.  The wee Promaster City starts at thirty-four grand and can be optioned well into the forties.  Vans only really do the cargo thing and make any other usage tedious, and they're expensive!

The used car lot down Highway 6 has a 2015 Jeep Wrangler with 90k kms on it that they're asking $35k for it.  It isn't cheap but it seems in good nick and comes with the tow package.  We rented a Wrangler last year and I was impressed with its ability to carry weight and it's utility - it was also surprisingly fun to drive... and in the summer it'd get the doors and roof off and be able to do the Zoolander thing too.

A trailer goes for about a grand, this one comes with a ramp and he's asking $1300.  With a bit of bartering I could sort out a tow capable Wrangler with a useful trailer for under forty grand.  The Jeep isn't new, but it's only 6 years old and with a big v6 in it, 90k isn't too much of a stressful life - it actually works out to only fifteen thousand kilometres a year.

What's galling is that you're thirty-five grand into a years old almost 100k kms vehicle but the new ones run fifty-three grand - I guess you've got to have a lot of cash on hand to buy anything these days.

What'd be really nice is a state-ot-the-art Wrangler 4xe.  They tow, use very little gasoline and when things get sorted out with in-car fusion generators, I'd be able to take the gas engine out and go fully electric with it.  In the meantime, it'd carry all my bike clobber, would be a bulletproof winter vehicle and when the sun arrives I can pop the doors and roof off and enjoy it in an entirely different way; they really are Swiss Army knives!


SPORTS RIDING OPTIONS: Trials


Once I've got the moto-logistics worked out I could then focus on some sporting motorbiking.  This ain't cheap either, but some sport motorcycling is cheaper than others.  Trials riding is probably at the cheaper end of things with used bikes starting at about two grand and new, high-end performance models going up to about nine grand, though you can get a new, modern, Chinese made machine for under five grand.

I'm partial to older machines as I don't have to deal with dealer servicing and can do the work myself.  This mid-80s Yamaha TY350 comes with lots of spares and is in ready-to-go shape for about $2600.  Since I'm not looking to take on Dougie Lampkin, this'd more than get me started in trials.


The Amateur Trials Riding Association of Ontario offers regular weekend events throughout the summer and fall and would make for a great target to aim for.  I'd be a rookie, but I'm not in it to win it, I'm in it to improve my moto-craft and trials offer a unique focus on balance and control in that regard.

I'm disinclined to exercise for the sake of it, though I've never had trouble exercising in order to compete in sports, it's just hard to find any when you're a fifty-two year old guy in Southwestern Ontario.  Having trials events to prepare for would be just the thing to get me into motion.

There is also the Southwestern Ontario Classic Trials group, who also offer a number of events and categories and seem very newbie friendly.  That old Yamaha would fit right in with classic trials and would let me do my own spannering.

Our backyard has everything you'd need to practice trials, though tire tracks all over the lawn might not endear me to my better half.  Even with all that in mind, trials riding would be the cheapest moto-sport to get going in.


SPORT RIDING OPTIONS:  enduro/off-road riding


What's nice about the dirt-bike thing is that I could do it with my son, Max.  He got handy with dirt biking last summer at SMART Adventures so if we got into trail riding we could do it together.

Used dirt-bikes start at about $2500 and creep up quickly.  Most seem quite abused but appear to hold their value regardless.  For about six grand I could get us into two 21st Century machines that should be pretty dependable on the trails, the problem is there aren't any around here.  We'd have to drive for hours to get to the few that are left in Central Ontario.

The Ontario Federation of Trail Riders would be a good place to start in terms of working out trails and connecting with others interested in the sport.  Off Road Ontario offers access to enduro and motocross racing, but I'm not really into the yee-haw MX thing, though long distance enduro gets my attention (every January I'm glued to the Dakar Rally).  I also watch a lot of British television and I've seen a number of endurance off-road events on there that are appealing, so I wouldn't wave off enduro without looking into it a bit more.

SPORT RIDING OPTIONS:  track racing


There are motorcycle track days around Ontario from May to October.  The Vintage Road Racing Association seems like the best way in for someone not interested in becoming the next Marc Marquez but who is looking for some time on a bike working at the extreme ends of two-wheeled dynamics without having to worry about traffic.  The VRRA also offers a racing school to get people up to speed (so to speak).  I can't say that having a racing licence wouldn't be a cool thing to have.

The challenge with racing on pavement is that everything gets more expensive, from membership and training fees to the cost of equipment and bikes, and of course what it costs to fix them when you chuck them down the road.  Road racing offers a degree of speed and has obvious connections to road riding that are appealing, it's only the costs that make it seem like a step too far.

Sport motorcycling is tricky to get into.  You need the equipment to transport yourself and your bike and gear to where you're competing and then you also need the specialist motorbike itself, but there are options that can make it possible on not to extreme of a budget.  I'm hoping to find a way into this over the next few years.

Sunday 4 July 2021

Overlanding While Treading Lightly

 I came across Overland Journal in Indigo that other day and the combination of reasonable price ($12CAD) and very high quality (it compared favourably with magazine-book combos asking $25+) had me picking it up.  It isn't motorcycle specific but does include off road and adventure bikes along with pretty much any vehicle you might go off the beaten path with.

I usually do that kind of off-roading with completely inappropriate vehicles.  In the early noughties my wife and I beat a rented Toyota Camry to within an inch of its life on the the logging roads in the interior of Vancouver Island.  Another time we were in a rented Citroen mini-van in Iceland watching arctic foxes run across the empty landscape.  In both cases we got deep into the wilderness in rental two-wheel drive vehicles, but then we got a Jeep Wrangler as a rental car last year and it started giving me ideas.

I put myself through university working as a service manager for Quaker State's Q-Lube and whenever a Jeep came in you needed an umbrella when you walked under it for all the fluids leaking down on you.  That negative experience put me off the brand for years but last year we got a Wrangler as an insurance rental after and accident and it changed my perception.

It was a 2019 Jeep Wrangler four dour with about 20k kilometres on the clock and it was tight!  Everything worked and felt quality and it did something that no car has done for me in the past decade; it felt like an event driving it.

Since bikes set in I've fallen out of love with cars (trucks, whatever), but the Jeep made driving feel special again.  Performance cars seem kind of pointless when I have two bikes in the garage that are faster than anything but apex million-dollar plus super-cars, but the Jeep came at it from another angle.  The big tires made it a challenge to manage on pavement and the big V6 in this one was a stark contrast to the sub-two-litre mileage focused appliances I've been driving, but maybe that's what made it feel special.

There was a point where we could have taken the other car (a Mazda2) down to Toronto but took the Jeep instead and it made the whole experience less like a long, difficult winter drive and more like an adventure.  Being higher up off the road meant I wasn't looking through other people's road spray all the time and if I wasn't heavy on the gas the thing was getting mid-high-twenties miles-per-gallon.

Another time we were out in it and my brother-in-law (a former Jeep owner) and our sons went out for a ride and I shifted it into 4wd and drove right over the snow mound in the Canadian Tire parking lot, much to everyone's amazement.  This was a ten-foot plus high mound of snow and the Jeep went right over it - with road tires on!  Deeply impressed with the vehicle's capabilities and character is where I was when we handed it back.

I also used it to take a thousand plus pound of ewaste to recycling from work and the heavy duty suspension and utility of the thing made this an easy job when the little hatchback would have been blowing shocks and wallowing under the weight.  Having a vehicle that takes on larger utility tasks makes sense when you have a lot of them to do.  It also makes sense if you want to go deep into the wilderness while being self-sufficient.

I'm getting to the age now where things seem strangely expensive.  My first car cost me $400 and took me a hundred thousand kilometres.  A Honda Civic hatchback I had in the early noughties took me over a quarter of a million kilometres for less than seven grand.  The only new car I've ever purchased (that Mazda2 that has been flawless for over 120k over ten years of ownership) cost me $17k new, all in.  My wife's Buick cost an eye-watering forty-grand back in 2016 new and I'm not interested in double car payments so won't be looking until we finally pay that one off (which seems like it's taking forever  with our strange new world of 7-9 year finance schemes).  When that debt finally gets cleared I'll be looking at a Jeep Wrangler, but not just any old Wrangler, I want the one from the future.

From an 'overlander' point of view a dependable long distance vehicle capable of going off the beaten path means my wife and I can do what we've always done, but more so.  In the pre-covid times we drove from Ontario to the West Coast in 2018:


In 2019 we took the same tiny Buick to the East Coast of Canada, but the vehicle we drove limited our ability to go off the beaten path (or even off pavement).  What a Jeep would do is enable us to do the things we defer to (in rental cars) in something designed for that kind of nonsense.

This has me encouraging my lovely wife to join us at SMART Adventures this year to learn some off road driving in a side-by-side while we dirt bike.  Which brings the overlanding vehicle back to bikes again.  You can go deep in a Jeep but you can get places on a dirt bike that you can't in any other way.  Jeep's new 4xe hybrid Wrangler would be a fantastic platform for all manner of biking shenanigans from a tread lightly/minimal emissions angle.  Overland Journal had an editorial about not abusing the remote places they feature.  A good place to start with that would be to minimize the amount of emissions you're putting out while enjoying nature.

If a Wrangler'll carry a full on dirt bike, it'll
handle a Freeride (or 2 without batteries in 'em).
Whether it's taking a dirt bike to a trail or a trials bike to an event, the Jeep 4xe would be capable of doing it efficiently and effectively.  With some canny rear mounted racks it wouldn't even require a trailer.

The next-level green expedition option would be to pick up a KTM Freeride and put it on the Wrangler 4xe and then work out how to charge the bike from the hybrid Jeep's electrical system.

Overland Journal has a lot of advertisers who specialize in making vehicles long distance ready, including many that specialize in prepping Jeeps for the long haul.  A Wrangler 4xe would make an efficient, green platform from which to launch wilderness riding on KTM's Freeride that barely leaves a trace.
KTM's Freeride electric off roader gives you 90 minutes of charge, weighs less than 250lbs and (with the battery pack removed) would be barely noticeable on the back of the Jeep.  With some canny wiring the bike could charge while on the hybrid Jeep.

The Jeep Wrangler 4xe is the most powerful Wrangler yet, has astonishing mileage and would also offer some interesting electrical generation options when off the beaten track.

The electric bike and the hybrid Wrangler would cost less than a base model BMW mid-sized SUV, so it isn't even crazy expensive (well it is, but that's just because I'm old - everything's expensive!).  This zero emissions expeditions thing is something KTM and Jeep should join forces on.  Two legendary off-road brands working together to produce an environmentally responsible off-roading experience?  Betcha it wouldn't take too much to have the Jeep's hybrid system juice up the Freeride while off piste either.


I'm glad I stumbled across Overland Journal.  I'm enjoying it so much I think I'm going to pick up a subscription.  Then it's time to start thinking about the Jeep/KTM green/dream team combination.

Sunday 18 April 2021

Concours14 Farkles & Mapping the Most Complex Bike I've Yet Owned


As the proud new owner of a C14 Kawasaki Concours, here's my attempt at getting my information and data in order so I can work on it:









1400GTR C14 Datasheet:

https://drive.google.com/file/d/1YKkFc5Hy8Ltze3bAQw16NszdoNsS7UkC/view?usp=sharing 







Owner's Manual:

https://drive.google.com/file/d/13P9lxVAX_ksfnklncqZVbd7Hk6JMBPGo/view?usp=sharing (2013)

https://drive.google.com/file/d/17e1cmQ2Xr8qLOjYUo3p3jYbzIhxY433T/view?usp=sharing (2010)




Concours C14 Parts Diagrams (I find these handy for disassembly as it shows part blowouts):

https://www.bikebandit.com/oem-parts/2010-kawasaki-concours-14-abs-zg1400c/o/m148769

Concours Owner's Group (COG) C14 Resources & Information:

http://forum.concours.org/index.php?topic=77289.0

•Using the center stand on asphalt during very hot days is not recommended as it may sink causing a tipover.  Don't let this happen to you!  http://forum.concours.org/index.php?topic=75073.0

•KIPASS and no starting issues http://forum.concours.org/index.php?topic=77015.0

•Shifting into first gear from neutral whilst stopped can illicit a 'clunk'.  This is normal, but check your idle speed.  It may have been set too high from the factory.  Mine was set to 1800rpm.

•Do not overtighten the oil filter.  You'll regret it when you try to remove it.  Hand tight is fine.

•The 08-10 US models do NOT have oxygen sensors.

•When it's warm outside, bike on the side stand, tank nearly full or full, expansion may force gas/oily mixture out near the stand. Nothing to be concerned with.

•Check your battery installation.  Some have been installed incorrectly.  The + terminal should be on the outside.

•California bike information http://forum.concours.org/index.php?topic=77512.0

•Periodically check the tightness of the battery terminals.  They have a tendency to work loose.

•Headlight aim may be maladjusted.  Mine were pointed straight down.

•The right hand mirror assembly may not be correctly mounted on the fairing.  The mirror mounts within a recess in the right fairing.  There have been reports of the mirror assembly being tightened down while not correctly seated causing cracks in the fairing (dealer issue if so).

•Flash to Pass (FTP) switch will cause the highbeams to come on during rain events.  Dielectric grease slathered on the switch solder blobs will prevent this from happening.

•Check your exhaust header to manifold nuts.  They have a tendency to loosen up over time.  They may require tightening a few times before they stay tight. 13ft/lbs torque

•Check all your fasteners for tightness.  Unless you have an exceptional dealer, this is typically overlooked.

•Check your oil level before accepting the bike from the dealer.  The oil is checked with a sight gauge on the right side.  If there isn't any oil showing in the glass with the bike level it needs to be topped off.  Check your tire air pressures as well (42/42)

•Do not over-tighten the rear drive oil plug drain bolt. It strips out easily.  It doesn't take a lot of force.  Do not over tighten the fill plug either.  You'll regret it.

•Steering stem fairing brace can work loose.  Two bolts hold it.  Several occurrences of these coming loose.  http://forum.concours.org/index.php?topic=66729.0

•Steering stem top center bolt (the one covered by the black plastic cap) can work loose http://forum.concours.org/index.php?topic=84261.0

•If you disconnect the battery, tire pressure indicator on screen will be blank until you ride it again

•If you are lucky enough to get your second FOB in a plastic baggy, you need to either write down the number on it or keep the baggy somewhere safe for reference purposes in case you lose it.  Applies to the 08-09 models.  Not sure if it applies to the '10s.

•Check for rust on the gas tank under the seat.

•Suspension settings document. http://forum.concours.org/index.php?topic=68962.0

•There are bungee hooks within the side cases http://forum.concours.org/index.php?topic=71049.0

•Front and rear accessory leads.  http://forum.concours.org/index.php?topic=69830.0

•Bike on center stand and rotating rear wheel.  If you hear clicking, get it to the dealer to check it.  We've been finding several issues:  front spline dry; missing cir-clip on a joint: loose caps.  http://forum.concours.org/index.php?topic=71444.0

•2010 Glove box fix/modification - http://forum.concours.org/index.php?topic=70804.0  http://forum.concours.org/index.php?topic=75933.0

•Good discussion on replacing stem bearings with tapered bearings. http://forum.concours.org/index.php?topic=76699.0 and this one http://forum.concours.org/index.php?topic=71221.60

•Gas tank removal 2010 but should work for the others as well http://forum.concours.org/index.php?topic=73537.0


Kawasaki web site for checking VIN number (warranty status, recalls)

http://kawasaki.com/DefaultFrame.aspx?strContentURL=/SITE/VIVEHICLEINFORMATION/VICHOOSEVEHICLE.ASP

Kawasaki customer service number (949)-770-0400 then 1, then 5


2011 C14 Product Specs - http://forum.concours.org/MGalleryItem.php?id=20

2010 C14: Product Specs ABS http://www.kawasaki.com/Products/Product-Specifications.aspx?scid=25&id=442

Kawasaki Canada 2010 ABS Information (Good stuff) http://www.kawasaki.ca/model/concours-14-abs/technology:1191

2010 Feature Changes - http://forum.concours.org/index.php?topic=78874.0

2010 Brochure - http://forum.concours.org/MGalleryItem.php?id=21

Color - Candy Neptune Blue/Flat Super Black

All bikes: Date of Manufacture - on the left side of the steering neck

On board Diagnostic codes http://forum.concours.org/index.php?topic=81027.0

READ THIS FIRST!!  Interesting facts for the C14 part 2

http://forum.concours.org/index.php?topic=77332.0

Part numbers for the C14  http://forum.concours.org/index.php?topic=67677.0[/list]

WINDSHIELDS:

https://www.aeroflowscreens.com/Kawasaki/Kawasaki_AeroScreen_and_Accessories.htm

https://advrider.com/aeroflow-windscreens/

christine@aeroflowscreens.com for an accurate shipping quote and ordering assistance

http://www.zggtr.org/index.php?topic=18400 suggests the Aeroflow is exceptional, but they don't ship easily to Canada (add $50US to the price) and cost $220US for the average size one.  $331 for a windshield is steep.  It's hinted that you can get small and tall screens but I don't want a sail on the front of the bike, just a smart windshield that doesn't overly stress the mechanism, provides reasonable protection and looks good doing it.  That Aeroflow's webpage isn't secure and looks very amateur isn't convincing me to move in that direction.   No pic because they don't have one on their site.

https://motorcycleinfo.calsci.com/Concoursprod.html


California Scientific seem to have it together.  They give details on how to select the right size screen and their site is both informative and works.  It's also HTTPS secure.  The CalSci screen is nicely shape and comes in regular or super wide.  It also has a back pressure relief hole in it.  They're at $200US per screen.  I'm in between a large and an XL on their chart but I think I'd go with the large as I don't want a sail in front of me, nor do I want it stressing the mechanics.


https://www.amazon.ca/National-Cycle-V-Stream-Windshield-N20102/dp/B001KNYQ9W

The National Cycle V-Stream seems quite common.  FortNine has them too:  https://fortnine.ca/en/national-cycle-vstream-windshield   The details on it seem to suggest it's a quality thing.  From FortNine I avoid all the trying-to-buy-from-a-small-US-business headaches and shipping is included.  At $247CAD and with no customs or shipping surprises, it's also significantly cheaper than the other two.  No venting for back pressure but it's a pretty thing that claims much improved wind protection without being a sail.

If you like watching someone hit things, this'll do it for you:


MRA X-creen:
An MRA screen came with the Tiger and I'm a fan.  They aren't cheap but they work well while keeping a low profile that wouldn't stress the motor.  Good back pressure management too.

Twisted Throttle used to do Canadian orders without and faff, but now they're in USD and I'm worried about surprise costs for shipping and customs.  They're already at $325CAD before any other surprises come into play.

http://www.zggtr.org/index.php?topic=21318.0

Think the German designed MRA is expensive?  The Cooper Dawg is five hundred US ($614CAD)!
http://www.copperdawg.com/c14sportscreen.html  It's pretty, and transforms the look of the bike, but I don't know that it's much good at deflecting wind.



https://ultimatemotorcycling.com/2020/05/24/2020-kawasaki-concours-14-abs-buyers-guide-specs-price/


C-14 Physical measures and capacities

Weight incl. oil, gas, etc: 313.0 kg (690.0 pounds)
Seat height: 815 mm (32.1 inches) If adjustable, lowest setting.
Overall height: 1290 mm (50.8 inches) 4 ft 2.8 inches
Overall length: 2230 mm (87.8 inches) 7ft 3.8 inches
Overall width: 1001 mm (39.4 inches)
Wheelbase: 1519 mm (59.8 inches)
Fuel capacity: 21.95 litres (5.80 gallons)

Uhaul Van Dimensions (https://tkmotorcyclediaries.blogspot.com/2021/04/motorcycle-pick-up-on-budget.html)

Inside Dimensions: 9'6" x 5'7" x 4'8" (LxWxH) (will fit C14 easily)
Back Door Opening: 5'1-1/2" x 4'1-1/2" (WxH) Bike might be a touch too tall (windshield removal?, angle it?)
Deck Height from Ground: 2'5"