Test Kawasaki Versys 1000 Grand Tourer SE - travel Godzilla with ninja look

Test Kawasaki Versys 1000 Grand Tourer SE - travel Godzilla with ninja look

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ergonomics

Ascended, mhm, the saddle of the Kawasaki Versys 1000 is like an armchair: wide, soft, very comfortable. Yep, you can cover many kilometers in one go. The handlebars are wide and pleasantly cranked. The footpegs are exactly where I would have automatically placed my feet. In short: I sit perfectly on the Kawa. Seat height: 840 millimeters. The tank is not too wide, but otherwise it is a powerful device (21 liter tank capacity). Looking at the colored display: pretty. A bit colorful as we know it from the Japanese, but the speedometer offers a lot of information, such as a lean angle indicator, gas position, brake pressure. The brightness of the display can be quickly adjusted at the touch of a button and can also be switched between day and night mode. The Versys offers heated grips that are activated via a small button. The operation is not entirely foolproof. Likewise that of the cruise control. It only works within a certain speed window and is gear dependent. If you haven't read the operating instructions, you won't understand its operating logic. Basically, the entire menu navigation is not self-explanatory. Too bad, it could be better. The Versys offers countless features, but you can hardly find them because they are hidden in submenus. The three-piece suitcase set is basically practical, only the shape of the side cases takes up some storage space and the top case needs strength and technology to pop open. Practical for chain lubrication: the main stand. One of the best features of the Versys is the windshield. Even at significantly higher motorway speeds, there is hardly a breeze blowing around the driver. The secret behind this is a large slot in the middle of the windshield. This should redirect the air flow so cleverly that no turbulences arise behind the windshield. Very casually solved. 

Handling

The Kawasaki Versys 1000 Grand Tourer SE is a powerful beast. At around 260 kilograms it is not a lightweight (without case and extras). The handling is surprisingly light-footed. Once in motion, the heavy weight is well concealed. On my notepad it says: “much more light-footed than expected”. True. I would have imagined the Kawa to be more cumbersome. The Versys only appears a bit wobbly at the front when the angle is very high. When braking hard, noticeable vibrations build up on the front wheel. It wasn't clear to me whether they were coming from the tires or the brakes. But the fact is: you can go into corners pretty quickly with the Versys and drive tight, sharp lines, as long as you trust the front wheel enough. As mentioned, the precision decreases somewhat at a very high inclination. On the other hand, the rear wheel performance and the direct transmission to the driver's butt are strong. Because although there is noticeable movement in the chassis, the Kawa remains balanced and harmonious. The rear works more precisely than the front and conveys a lot of confidence. Thanks to the good seating position, you don't need to move much in the saddle and you can still circle the Versys dynamically around corners. Brings joy.

Engine/transmission 

Hard facts: 1043 cubic centimeters displacement, four cylinders, 120 hp, 102 Newton meters of torque. The Versys is not the strongest tourer, but the engine is characterized by its great drivability. The throttle response is buttery smooth and precise, the R4 hardly vibrates - certainly not annoyingly. There are three driving modes to choose from: Sport, Road, Rain. Switching could be a little easier, so I was almost exclusively in Sport mode. The Versys motor scores with plenty of torque in the middle, rotates freely upwards and then even increases a little. The sound reminds me of a whirlwind. Own, but has something. Fine: The Versys comes with a quickshifter including a blipper function. Means clutchless up and down shifting. Works well, in the test the quickshifter only sometimes got stuck in a lower gear when upshifting and I had to shift up again. But since I tend to try to shift gears very delicately and softly, that could also be the reason. I've noticed this in several test models. The cable clutch can generally be operated precisely, but there was a bit of tugging. And: When you shift down to first gear, it feels as if the gearbox is rubber-mounted. There is no classic, mechanical “clack” but rather a very gentle, noiseless sliding in. Not bad, just unusual. Very nice: The Versys 1000 is a surprisingly good wheelie buck. Traction control off or on level 1 and the Versys can be placed on the rear wheel with the clutch in first gear. Maybe not decisive for the primary target group, but very convincing. 

Undercarriage

The Kawasaki comes with an electronic suspension. And once again it shows: Electronic suspensions are simply great off the race track, on changing surface conditions on country roads. The Versys is generally a bit soft but harmonious on the road. If you give it the spurs, if you force it into a tight line, brake hard and accelerate hard, the chassis absorbs a lot of dynamic load distribution without imparting terrible unrest to the driver. Once you have adjusted to the fact that the Kawasaki moves a little more around the vertical axis than a sporty naked bike, it can swing wonderfully through the curves. I praised Kawasaki for this in many of the last test models and the Versys shows it too: The motorcycles are not designed to be sharp and hard in terms of chassis technology, but rather offer a very fine balance, targeted for normal to slightly sporty country road use. If you want to set best times on your home track, the Versys is not the best choice. But if you can get by with 15 percent less performance, you can drive it at a relaxed pace all day long. It just works solidly and well. 

Brakes

You can feel the weight of the Kawasaki Versys 1000 on the brakes. You have to get into tight corners earlier, otherwise it will be tight at the entrance. It reveals a slight tendency towards brake fading. The second bite on the lever was always the better one. I suspect that a small air bubble has crept into the lines. Not bad but noticeable. Nice: The radial brake pump, which can be finely dosed and offers sporty feedback. 310 mm discs are used at the front and a 250 mm brake disc at the rear. The rear wheel brake is mediocre to control and only shows mediocre performance. Here, too, it may simply be due to the weight of the Versys. In order to feel the ABS control range (including cornering ABS), you have to use very gross motor skills. Even with a sporty driving style, I wouldn't have noticed any negative ABS intervention. Verdict: a rock solid brake, suitable for the motorcycle. A slightly sportier first bite of the front brake would also suit her well.

Noticed

How much features there are in the Versys 1000 saddle. The excellent wind protection, the surprisingly easy handling, the sporty, sharply cut front mask. Ninja accents are noticeable. The high load capacity (220 kg) – an important point for real touring riders. How casually the Versys goes on the rear wheel.

Failed

The menu navigation is not intuitive, the side case shape takes up storage space.

Test result Kawasaki Versys 1000 Grand Tourer SE, by p.bednar

More information about Kawasaki Versys 1000

With kind support from  TOTAL Austria

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