That sounds good if it were true, but the facts are a zx14 make more low end torque than the c14. A more efficient intake and Exhaust profile camshaft will yield higher hp with less boost. Boost is not necessarily an increase in hp. Camshaft profile can dictate boost. In other words a camshaft change may indicate a decrease in boost yet an increase of hp. My question is do a zx14 and a Concours use the same head and valve sizes.
...Not the same head exactly, but uses the same valves & springs. The camshafts are different profiles, but you could put any exhaust cam that you want in there as there is no VVT set-up on it. With that said, though, I'm beginning to think that you can bolt the VVT doo-dad on to a standard ZX-14 cam... I've had a good look at how it's set-up and I'm pretty sure it's possible. If you want to run more cam, though, you need to run more compression. If you want to run more cam on the turbo bike, you're going to make it more peaky and raise the boost threshold if you don't raise the static compression. In plain english, you're making the bike un-streetable in that case. Forged pistons are a must going either route. But the big thing is the chassis: It can barely cope with the amount of power the turbo C14 makes on stock cams. The trade-offs you make in drive-ability/reliability/cost for cams are mostly unrealized because you really can't explore the extra power on the C14 platform... not as a daily driver anyway. Call me crazy(er), but I'd rather have 220hp I can use at will (mostly), than an expensive and finicky 270 that I can only use when the conditions are just perfect.
PS: If the Connie had the full point and a half of extra compression that the ZX14 has and that extra valve lift, I'm pretty certain it would clobber it all over the torque curve. The bigger TB's would help a bit too.