Comparison Kawasaki Versys 1000, Kawasaki Z 1000 SX, Kaswasaki Z 1000

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Comparison Kawasaki Versys 1000, Kawasaki Z 1000 SX, Kaswasaki Z 1000
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Comparison test: Kawasaki Versys 1000, Kawasaki Z 1000 SX, Kawasaki Z 1000

The 1000s interpretations of Kawasaki

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Take the famous four-cylinder Kraftmeier from Kawasaki and put it in three different models. A character study.


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Kawasaki Z 1000 SX, Kawasaki Versys 1000 and Kaswasaki Z 1000.

In addition to the completely redesigned naked street fighter Z 1000, called Zett by fans for short, the fully disguised sports tourer Z 1000 SX based on it and added in 2011, the recently introduced Versys 1000 is the third model to feature the powerful 1043 cm³ engine may wear. This Versys begins to shake up the ranking in the field of travel-ready, large-volume fun motorcycles without any off-road ambitions such as a KTM 990 SMT, Ducati Multistrada or Triumph Tiger 1050. 
 
But first it is important to find out what Kawasaki has done with the four-cylinder. While the engine on the Z 1000 and the SX is identical except for the different secondary gear ratio (the Zett has two more teeth on the chainring than the SX), it had to endure a few modifications for use in the Versys. For more bang in the lower speed range, the former peak power of 139 horses was cut by 20 HP, this can be reduced by a further 25 HP if necessary using a second mapping. In this low-power mapping, the also quite rough, evenly and linearly high-revving quad mutates into a subjectively toothless horse on the one hand, and 95 hp for really slippery ground is still a lot of power. Then, however, the three-stage traction control, which can be conveniently operated from the handlebars and can be switched off if necessary, is used, which gently and sensitively regulates the excess power.

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Comparison Kawasaki Versys 1000, Kawasaki Z 1000 SX, Kaswasaki Z 1000

Comparison test: Kawasaki Versys 1000, Kawasaki Z 1000 SX, Kawasaki Z 1000
The 1000s interpretations of Kawasaki

Identical to Kawasaki, the four of the Zett is even more biting on the gas than that of the equally greedy SX and subjectively feels stronger. From 7000 rpm, both switch to kick-ass mode and then don’t save with vibrations. Due to its greedy character, which always encourages heating, and the lack of fairing, bad aerodynamics, the Zett needs the most with 8.5 liters, the SX is just ahead of it with 8.1 liters, and the Versys is 7.6 with 7.6 Liters are not a miracle of savings.


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The Kawasaki Versys 1000 has a three-stage traction control that can be switched off if necessary.

Compared to the Zett and SX, the gear ratios of the Versys have been adapted to the travel concept. Gears one and two were a little shorter, levels three to six, however, longer, the sixth gear almost acts as an overdrive. That is also the reason why the Versys does not look so good compared to its sisters in real terms, despite the significantly fuller torque curve on paper. When accelerating from zero to 200 km / h (Versys 12.4 sec, Z 9.9 sec, SX 9.6 sec), the lower power and the large frontal area strike, when pulling from 50 to 150 km / h (Versys 9.9 sec, Z 8.1 sec, SX 8.2 sec) the long sixth gear triggers her.



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Low price thanks to simple components: conventionally attached brake calipers.

In practice, this means that you have to switch significantly more frequently on the Versys than on the two siblings. It is annoying that, of all places, the deflection shows a lot of play and operates with quite long switching paths. Unnecessary speed is reduced in all three with ABS support. It is noticeable that the brakes of the Versys are much less snappy and that higher hand forces are required. In addition, the two 300 mm discs are gripped by conventional calipers, which in turn respond to commands from a conventional brake pump. In the case of the Zett and SX, these components are each representative of the radial type. Regardless of this, the effect on any bike does not give cause for complaint, in the normal range the systems act sensitively on the edge of what is feasible, sometimes with the rear wheel slightly raised. Despite a number of attempts, there was never the slightest risk of rollover. 

Between braking and accelerating, there are either red lights, slower road users or, ideally, curves of all kinds. This is where the biker’s heart beats – higher, highest – purely spatially – on the Versys: Seat height 840 millimeters (Zett and SX each 820 mm). But not just because of that. Thanks to an upright, albeit somewhat passive, seating position and wide handlebars, it can be easily thrown from one side to the other, makes bends neutrally and almost without any tendency to stand up when braking. No wonder, thinks the driver, with the narrow tires. Far from it: Instead of the presumed 160 mm rubber, a tight 180 mm Pirelli Scorpion Trail skin (rear in “K” specification) was stretched onto the rim. Although the comfortably tuned chassis lacks feedback, well-being and driving pleasure, this hardly detracts from it. It’s just a shame that the rubber footpegs, which are located far below for a comfortable knee angle, touch down so early. With the PS setup, this tendency is reduced, but not eliminated. 


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The design of the Kawasaki Z 1000 is aggressive.

The Zett could hardly be more different: The narrow, butted and strangely cranked handlebar, which caused the author to sleep in the heels of his hands after a short time, stretch the driver into a front-wheel-oriented seating position, with his feet far back and up. Molto aggressivo! All signs point to a storm, the view sweeps over the difficult to read and not very informative cockpit and focuses on the next braking and turning point.



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Naked and wild: the brake caliper of the Kawasaki Z 1000 with aluminum-colored applications and a separate fork base.

The Zett can be angled much more deeply than the Versys, but turns in comparatively nervously, requires occasional course corrections and is even annoying with a significant pitching moment when braking in an inclined position. Possibly the mounted Pirelli Diablo Rosso (front in “R” -, back in “K” specification) are not entirely innocent of this, because the SX, soled with Bridgestone BT 016 (each “BB”) drives much more fully and confidently around corners.


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The Kawasaki Z 1000 SX is the bike for the relaxed racer.

The adjective of the SX is sovereign anyway: it doesn’t matter whether it’s the seating position, driving behavior or engine characteristics. The SX rests in itself, it doesn’t force you to do anything, but it does everything. Do you want to cruise a lap, also for two? No problem. Long distances on the motorway? Thanks to the large tank and adjustable window, even if it is very loud in the high position, no problem either. Show that annoying point that hangs in the rearview mirror like the terrier on the postman’s pants, where the hammer hangs? Not a problem. Even if all adjustment screws on the chassis have to be turned in the direction of taut for a forced ride. The SX is the bike for the relaxed racer. High-quality add-on parts such as the cast holders for the handlebars and solid workmanship are also fun when standing.



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The fine spirit is happy: beautiful swing arm with eccentric adjustment for chain tensioning, radially hinged brake caliper on artfully cast fork base.

The Versys can’t keep up with that. In a direct comparison, the high, wide and skinny handlebars look like spruce versus oak, and the plastic surround of the cockpit looks quite cheap. The height of the disc can also be adjusted in a flash using two knurled screws, but this primarily changes the noise level. And the matt black exhaust is likely to be replaced very quickly by a more handsome one for most customers. It just so happens that there are some nice original accessories from Kawasaki.

The Zett is currently undergoing an optical maturation process: On the one hand, the plump snakeskin imitation of the first-year seat bench disappeared, on the other hand, it could shine very nicely with polished rim horns and stainless steel mufflers. In 2012, this is only possible to a limited extent with mainly matt black attachments.

In everyday operation, the non-existent main stand – keyword chain maintenance – is noticeable in all three. Its place is occupied by the voluminous main silencer, which enables relatively small and light mufflers. With the Versys, the ignition lock, which is hidden in front of the steering head and deep in the fairing, ensures extensive fiddling, especially in the dark. The Zett carries its key in a narrow recess in the tank; only on the SX does the ignition lock sit where it belongs: easily accessible on the upper fork bridge. Now what does the skatler say about this trio? The Zett has just lost their game on points, but is clearly off the hook, the Versys wins on points, but still lacks a few trumps to march through, while the SX has the ace of trumps in addition to its advantages and her colleagues play naked.

CONCLUSION
1. The SX wins the race because of its balance. Burning or strolling, both suits her. In addition, there is the confident driving behavior, the relaxed, rapid ergonomics and the sporty ABS.

2. The Versys doesn’t have lawns in its blood, the cushioning is too soft, the seating position too passive and the lean angle too little. But it is super handy, extremely comfortable and yet not slow.

3. It’s actually a shame: the pure Zett is the most aggressive and poisonous of the three. But without disguise and traction control, you just lose a lot of points. A Geil-o-Mat for purists.

Technical specifications


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Kawasaki Versys 1000.

Technical specifications

Kawasaki Versys 1000
Drive: Four-cylinder in-line engine, four valves / cylinder, 87 kW (118 PS) at 9000 / min *, 102 Nm at 7700 / min *, 1043 cm³, bore / stroke: 77.0 / 56.0 mm, compression ratio: 10.3 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.
Landing gear: Light alloy bridge frame, steering head angle: 63.0 degrees, caster: 107 mm, wheelbase: 1520 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base and rebound. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 150/150 mm.
Wheels and brakes:  Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Scorpion Trail, rear “K”, 300 mm double disc brakes with four-piston fixed calipers at the front , 250 mm single disc with single-piston floating caliper at the rear, traction control, ABS.
Measurements and weight: Length / width / height: 2235/900/1405 – 1430 mm *, seat / handlebar height: 840/855 mm, handlebar width: 800 mm, 241 kg fully fueled, v./h .: 48.5 / 51.5%.
Rear wheel power in last gear: 81 kW (110 PS) at 214 km / h
Consumption: Fuel type: Super unleaded. Average test consumption: 7.6 liters / 100 km, tank capacity 21 liters, range: 270 km. 
Base price: 11,995 euros (plus additional costs, around 180 euros).


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Kawasaki Z 1000 SX.

Kawasaki Z 1000 SX
Drive: Four-cylinder in-line engine, four valves / cylinder, 101.5 kW (138 HP) at 9600 rpm *, 110 Nm at 7800 rpm *, 1043 cm³, bore / stroke: 77.0 / 56.0 mm, compression ratio: 11 , 8: 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.
Landing gear :Light metal backbone frame, steering head angle: 65.5 degrees, caster: 102 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/138 mm.
Wheels and brakes: Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, test tires: Bridgestone BT 016 “BB”, 300 mm double disc brakes with radially screwed four-piston fixed calipers at the front , 250 mm single disc with single-piston floating caliper at the rear.
Measurements and weight: Length / width / height: 2105/790/1230 mm, seat / handlebar height: 820/1020 mm, handlebar width: 700 mm, 231 kg fully fueled, v./h .: 50.8 / 49.2%.
Rear wheel power in last gear: 91 kW (124 PS) at 219 km / h consumption.
Fuel type: Super unleaded. Average test consumption: 8.1 liters / 100 km, tank capacity 19.0 liters, range: 230 km.
Base price: 12,595 euros (plus additional costs, around 180 euros).


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Kawasaki Z 1000.

Kawasaki Z 1000
Drive: Four-cylinder in-line engine, four valves / cylinder, 101.5 kW (138 hp) at 9600 rpm *, 110 Nm at 7800 rpm *, 1043 cm3, bore / stroke 77.0 / 56.0 mm, compression ratio 11.8 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.
Landing gear:Light alloy backbone frame, steering head angle: 65.5 degrees, caster: 103 mm, wheelbase: 1440 mm. Upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/138 mm.
Wheels and brakes: Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17. First tires: Pirelli Diablo Rosso “K”. 300 mm double disc brake with radially screwed four-piston fixed calipers and radial brake pump at the front, 250 mm single disc with single-piston floating caliper at the rear.
Measurements and weight: Length / width / height 2100/865/1245 mm, seat / handlebar height 815/1025 mm, handlebar width 715 mm, 222 kg fully fueled, f / r 50.0 / 50.0%.
Rear wheel power in last gear: 94 kW (128 PS) at 215 km / h.
consumption – Fuel type: Super unleaded. Average test consumption: 8.5 liters / 100 km, tank capacity / of which reserve: 15 / k. A. liters, range: 170 km.
Base price: 11695 euros (plus additional costs, around 180 euros).

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