2014 ES
- Thread starter Travex
- Start date
I want to put the skid plate and the Givi crash bars from my 2012 on my ES when I get it. Does the ES look like the 12 for those parts?
Brick
Brick
Travex
Lost is my destination.
Can't see any of that giving you a problem.Brick said:
Thanks Travex! I want it now!
Brick
Brick
Travex
Lost is my destination.
You must be in one of them there fancy places that got no snow or salt. 
Travex I live in the foothills of the Blue Ridge Mtns. It's been a cold winter, for us, but very little snow. I can see snow on the Mtns. They don't do much salt here but the higher you go on the Mtn the more crap there is.
Brick
Brick
Travex
Lost is my destination.
That sounds absolutely beautiful Brick, good for you. Largely a flatlander here and have to ride a couple hours to get into the scenery and riding I prefer. The S10 serves very well for that.
NickBrewer3
New Member
I currently have a 2013 Matte Grey, I have a Blue 2014 Standard on order and I have been trying to decide whether I am going to take my Hepco Becker side case racks and move them over, or purchase a new set of side case rack for the 2014. As I was researching different options I noticed that on the TouratechUSA site they say this about their side case racks "Does NOT fit 2014 and newer models".
Any ideas on what has changed on the 2014 that would cause them to state that? Haven't seen a 2014 yet, but from the pictures I don't really see anything different from my 2013.
Any ideas on what has changed on the 2014 that would cause them to state that? Haven't seen a 2014 yet, but from the pictures I don't really see anything different from my 2013.
Scoobynut
Member
I'm going from a 2012 to a 2014 standard and was wondering the same thing (I have the OEM panniers, though). The OEM side case mounts for the 2014 have the same part # as the 2012 mounts, so I'm not sure why Touratech says the HB case rack won't work. I'm keeping my OEM panniers either way, but I have little doubt they'll transfer over to the new bike.NickBrewer3 said:
Travex
Lost is my destination.
Earlier I said I couldn't see a problem. That was based on cursory glances and the fact that this years' model is not a remake in total. That said, I measured between the two upper mounting bolt centers and they were identical at just about 10-5/8". Still wondering if something changed down low, I took a pannier from the 12 and put it on the 14 and the fit was as usual. I'm unfamiliar with H&B's mounting system and they may know something I haven't accounted for, so perhaps an inquiry into them about the particulars may tell all.NickBrewer3 said:
Travex
Lost is my destination.
Between weather, salt, and schedule it should be getting it's first ride S,M,T, or W. Will post impressions, but don't look forward to much as they'll be sedate break-in miles. Talk to me after 10k miles as that's where my love affair with the S10 really sprouted. This motor matures more good naturedly than any I've had. It just keeps getting better. I said of the 12 that it'd be the last bike I'd ever own again. That turned out to be a full half truth. Honestly, I'm so enamored with it (them) that I feel as though they were custom made for me. I hope the lot of you feel that too.
Travex
Lost is my destination.
Pulled the right side panels to survey for a Fuzeblock install and found the usual home for it occupied by two new additional fuses.
The alternate location above it is a possibility...
But so is relocating those new fuses or kicking the tools out of their shed and using that space.
The alternate location above it is a possibility...
But so is relocating those new fuses or kicking the tools out of their shed and using that space.
Travex
Lost is my destination.
Dear Diary,
With the fuses relocated and stuffed snuggly below the left bolt, the rib needed to be removed as well as the mounting tab for the fuse holder.
With the fuses relocated and stuffed snuggly below the left bolt, the rib needed to be removed as well as the mounting tab for the fuse holder.
Travex
Lost is my destination.
After a challenging ten day RTG (round-the-garage) adventure, I was finally able to get the new ES out for a ride today.
I set the clutch and brake levers to where I had them on the ’12 and it felt like home. Engine start was typical, a positive yet relaxed rollover. Nothing new there. I like the integrated kill/start switch. Idle is smooth with little wavering. Gave it ample time to warm as it was 42°. I took advantage of that time to refamiliarize myself with the display and menus and decided to go with the canned suspension settings as a starting point and tweak those later on.
Riding posture is improved and should eliminate the need for bar risers for many. Although I only put 100 miles on it, I felt quite comfortable with no noticeable strain.
The throttle play is set correctly, but the grip itself has slop in it that makes it feel cheap and not tactile. It’ll go to the shop for that.
Beginning with it in “T” mode I found that to be similar, but just a bit more lively than it’s equivalent on the ’12. Subdued and purposefully muted says it best for me. It’s a good mode for keeping your pillion’s helmet off yours in addition to it’s obvious utility for those who prefer a less snatchy throttle for whatever purpose. That said, as with my ’12 it immediately went into “S” mode where it’s attributes were instantly apparent. The differences in S & T modes are as evident on the ’14 as they are on the ’12. For me, I’ll continue to reserve T mode for slick, rainy days. S mode is absolutely more spirited, allowing for greater growl with less actuation. I never really had a complaint with throttle response so this is just icing.
There are some with the Gen1 that didn’t care for the bike’s vibration, I never experienced that nor do I now. The bike shifts, rides, and handles like butter.
The windscreen is very effective. and the display is growing on me already. It’s highly legible and non-distracting. I particularly appreciate the estimated remaining range both to reserve and empty… Very practical and useful.
The stub for the directionals seems a mm or two short for my Alpinestars Techroad gloves. Warmer weather riding will not reveal this.
Bearing in mind that I strictly adhere to every manufacturer’s breakin regimen you may find yourselves bored with anything I’ve got to say about the motor at this point. 3900 R’s for the first 600mi, 4700 until 1000. With this restriction all I can offer is that the engine sounds and feels new. Other than the obvious down low throttle response likely due to re-mapping (which anyone with a GEN1 and re-flash would be aware of), there is little to say other than the fact that breaking in a motorcycle is the most hellish and patience defying task ever performed on two wheels.
Shifting felt very positive with no false neutrals or misses… Same as before. Gear ranges felt identical. The new gear indicator registers a “ - “ between shifts and there’s up to an approx 1/2 sec lag prior to each gear being displayed. I don’t use the thing so that’s of no consequence to me.
Rolling along I tested the cruise control for a short while and found it simply set, well maintained, and easily cancelled. Control is easily accessible. I’ve never gone 38mph in 5th gear with such ease. I found the accel feature particularly effective when leaving a small town as it accelerated quicker than expected. It’ll prove it’s worth to me this summer and will be most welcome.
The electronic suspension is a breeze to operate. The fast and logical interface make it a breeze. Prior to any adjustment I rode it all set as standard, which suited me just fine for pavement. I then went through the canned settings and found the feature to be very convenient. More ride time on varying terrain after breakin will tell more. The convenience of the feature cannot be denied.
Both the ’12 and the ’14 apparently have the same stealth feature as the spring cagers seemed to be oblivious to both. Be careful out there folks.
I set the clutch and brake levers to where I had them on the ’12 and it felt like home. Engine start was typical, a positive yet relaxed rollover. Nothing new there. I like the integrated kill/start switch. Idle is smooth with little wavering. Gave it ample time to warm as it was 42°. I took advantage of that time to refamiliarize myself with the display and menus and decided to go with the canned suspension settings as a starting point and tweak those later on.
Riding posture is improved and should eliminate the need for bar risers for many. Although I only put 100 miles on it, I felt quite comfortable with no noticeable strain.
The throttle play is set correctly, but the grip itself has slop in it that makes it feel cheap and not tactile. It’ll go to the shop for that.
Beginning with it in “T” mode I found that to be similar, but just a bit more lively than it’s equivalent on the ’12. Subdued and purposefully muted says it best for me. It’s a good mode for keeping your pillion’s helmet off yours in addition to it’s obvious utility for those who prefer a less snatchy throttle for whatever purpose. That said, as with my ’12 it immediately went into “S” mode where it’s attributes were instantly apparent. The differences in S & T modes are as evident on the ’14 as they are on the ’12. For me, I’ll continue to reserve T mode for slick, rainy days. S mode is absolutely more spirited, allowing for greater growl with less actuation. I never really had a complaint with throttle response so this is just icing.
There are some with the Gen1 that didn’t care for the bike’s vibration, I never experienced that nor do I now. The bike shifts, rides, and handles like butter.
The windscreen is very effective. and the display is growing on me already. It’s highly legible and non-distracting. I particularly appreciate the estimated remaining range both to reserve and empty… Very practical and useful.
The stub for the directionals seems a mm or two short for my Alpinestars Techroad gloves. Warmer weather riding will not reveal this.
Bearing in mind that I strictly adhere to every manufacturer’s breakin regimen you may find yourselves bored with anything I’ve got to say about the motor at this point. 3900 R’s for the first 600mi, 4700 until 1000. With this restriction all I can offer is that the engine sounds and feels new. Other than the obvious down low throttle response likely due to re-mapping (which anyone with a GEN1 and re-flash would be aware of), there is little to say other than the fact that breaking in a motorcycle is the most hellish and patience defying task ever performed on two wheels.
Shifting felt very positive with no false neutrals or misses… Same as before. Gear ranges felt identical. The new gear indicator registers a “ - “ between shifts and there’s up to an approx 1/2 sec lag prior to each gear being displayed. I don’t use the thing so that’s of no consequence to me.
Rolling along I tested the cruise control for a short while and found it simply set, well maintained, and easily cancelled. Control is easily accessible. I’ve never gone 38mph in 5th gear with such ease. I found the accel feature particularly effective when leaving a small town as it accelerated quicker than expected. It’ll prove it’s worth to me this summer and will be most welcome.
The electronic suspension is a breeze to operate. The fast and logical interface make it a breeze. Prior to any adjustment I rode it all set as standard, which suited me just fine for pavement. I then went through the canned settings and found the feature to be very convenient. More ride time on varying terrain after breakin will tell more. The convenience of the feature cannot be denied.
Both the ’12 and the ’14 apparently have the same stealth feature as the spring cagers seemed to be oblivious to both. Be careful out there folks.
Scoobynut
Member
I appreciate all the comments, Travex. Especially interested to see how the new windshield setup works for me. How tall are you if you don't mind me asking?
The Yamaha owners manual does not say to limit rpm. It only says to "avoid prolonged operation" at certain rpm. No need to lug it around, that's worse for it new or broken in than revving it out from time to time. ::008::Travex said:
Glad to hear the 2014 model sorted the off idle weirdness.
Travex
Lost is my destination.
Yeah, I'm aware of that thanks. R's over recommendation are spiked and not held for long.
I'm wondering if the heat control for the grips is completely handled on the bike, or if there is a control-to-the-controller signal so to speak. In other words, I'm wondering if the OEM grips include a PWM controller that is controlled by the signal from the MFD, or if one could buy aftermarket (Non-symtec type) grips, then bypass their heat control in favor of controlling them with the MFD. Seems like an awful lot of current to have passing through the MFD. Maybe there is already an outboard controller mounted on the bike somewhere?
XtreemLee
BAMF
I just put 80 miles on mine. It certainly handles differently than my 2012 did. Seems to drop into corners a bit quicker. Taking it easy today on 55 north of Boise, can be a dangerous road there is usually o rock wall on one side and a raging river on the other.