Kawasaki Versys 1000 – The four-cylinder tourer

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Kawasaki Versys 1000 - The four-cylinder tourer
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Test: Kawasaki Versys 1000

The four-cylinder tourer from Kawasaki

Cover long distances in a relaxed manner with a pillion passenger and a lot of luggage, wagging quickly over winding streets and not stopping at well-trodden paths with lousy asphalt – and in the evenings, relax. Thanks to the Kawasaki Versys, this is now also possible with a four-cylinder.

What is allowed is allowed. And evidently the audience likes – to paraphrase Goethe – the skillful mix of touring and fun bikes. Best seasoned with long suspension travel for the necessary pinch of adventure. If a gravel road crosses the route on your vacation trip.

So far, the enterprising clientele could choose between two- and three-cylinder. Only a four-in-line, the design that the Japanese manufacturers have cultivated to perfection, has been missing so far.

Kawasaki has now filled this niche with the Versys 1000. Why not an inline four-cylinder too? Long-distance travelers will appreciate the smoothness and the wide speed range anyway. And a suitable unit was practically on the shelf – the formidable Z 1000 engine.

This, of course, first had to be trimmed for its new purpose. It is located in a newly designed chassis, the long suspension travel of 150 millimeters each, however, not intended for off-road use, but primarily for comfortably negotiating all kinds of paved paths.

S.after all, the Versys rolls on 17-inch wheels. And they are made for common street skins. Even if the mounted Pirelli Scorpion Trail is a bit rough – that’s hardly enough for more than gravel roads. But the purpose of the Versys is also the brisk, relaxed touring. For this she got a lush half-shell cladding in the style of the smaller Versys strapped around the steering head, which makes the 1000s look quite massive at first.

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Kawasaki Versys 1000 - The four-cylinder tourer

Test: Kawasaki Versys 1000
The four-cylinder tourer from Kawasaki


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The sensitive Bosch ABS enables very short braking distances in an emergency.

Without grumbling, the engine, which got 1.34 kg more flywheel mass, started working even in the upper gears at around 1000 rpm. Thanks to the torque cure and the lower gear ratio, the Versys pushes forward powerfully and evenly from the lower speed range. From 6000 rpm, she adds a shovel and spirals up into the air. Then, however, quiet tingling vibrations creep into the stops and handlebar ends. The thrust slowly subsides at 9000 rpm. There are an impressive 120 hp, more than enough to always be in control of the situation. The extra horsepower of the Z 1000 is certainly not missed in this performance in everyday life.

But as imposing as the stronger torque curve suggests, the Versys cannot stand out against a Z 1000. 241 kilograms (Z 1000: 222 kg) and the longer overall ratio slow down the forward thrust a little.

When it comes to load changes, the Versys could use a little tutoring. The first opening of the throttle valve occurs with an unnecessarily hard jolt, especially after rolling phases. But then the four-cylinder hangs gently and softly on the gas. Sports fans may wish for more direct reactions to gas commands. But dynamic natures get their money’s worth when the road winds like an eel and follows curve after curve.

This is where one of the Versys’ strongest assets stands out: its handiness. It swings through curves with amazing ease, steers, guided by a light hand, and circles accurately through the radii. A little pressure on the handlebar is only necessary for deeper lean angles.

Despite the long suspension travel, even rapid changes in lean angle do not allow the Kawasaki to sway from curve to curve thanks to the tightly tuned, albeit insensitive fork. The shock absorber, however, could use a bit of damping reserves. The Versys deserves a little more attention when it comes to tuning the spring elements. Otherwise the handling of the chassis is impeccable, the Versys parries waves or edges even in an inclined position and hardly stands up when braking.

Whereby the brakes appear dull at first when the pads are gently applied and should grip more spontaneously.

Only a strong pull on the lever elicits a decent delay, which costs points in terms of controllability. But if, as in the test on the northern Spanish country roads, a flock of sheep suddenly interrupts the enjoyable cornering behind a bend and if the brakes are fully used, then the stoppers show what they’re made of.

With fine control intervals close to the grip limit, the Bosch ABS ensures excellent deceleration and ensures that the sheep and driver survive the moment of shock undamaged.


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The Versys is an easy-going and agile companion for every day.

Incidentally, the three-stage traction control also acts as confidently as the ABS when braking. Like the system of the super sports car ZX-10R, it works without lean angle sensors. The system calculates the slip from the wheel speeds and various parameters such as speed, gear, throttle valve position and intervenes in the ignition, fuel and air supply. That works great. On the mountain roads of the Pyrenees, where sun-drenched curves alternated with wonderfully grippy asphalt and shady passages with frost on the roadway, the sensitive level three proved to be an excellent and practical choice.

So you could surf the streets all day long or tour the country, even with a pillion passenger. Because the passenger will also find a very spacious and well-padded place with comfortably placed stops. And the sturdy steel frame rear may be heavy, but also allows a fat 212 kilogram payload.

The Versys has a luggage rack so that it can be used. In addition, Kawasaki offers a case system with two 35-liter cases (796 euros) and a top case (47 liters, 251 euros). The “Grand Tourer” version (12,999 euros), which will be available soon, has all of this as standard and also offers hand guards (120 euros) from the range of accessories. Anyone looking for an engine guard, a small storage compartment in the cladding or a height-adjustable bench or pegs will be disappointed. A space is reserved for an on-board socket next to the cockpit via a blind plug, but it has to be paid for separately (107 euros). And there is no main stand for money or good words. The front silencer takes up its space under the engine.

Even in the Spanish winter, the days are short, the sun is sinking, now back quickly. The last stage is on an expressway. The disc is locked in the highest position in a few simple steps. So it offers a little more wind protection without it getting unduly loud behind it. On the other hand, the headlights do not set any highlights. Instead, the face brightens up again when you finally stop at the gas station.

With 5.2 liters per 100 kilometers, the Kawasaki does not sip too hard on the fuel, and the large 21-liter tank enables a good 400 kilometers in a row, after which the driver is far from fed up.

MOTORRAD points evaluation / conclusion


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Kawasaki Versys 1000.

engine
Thanks to the torque cure, the Versys unit looks lively, at least in the lower gears, but loses its acceleration due to the long gear ratio in the upper gears. The response and load change behavior still needs some fine-tuning. Clutching and changing gears are easy, and like all Kawas, the Versys has a transmission mechanism that ensures that you can only shift from first gear to neutral when stationary.

landing gear
The great strength of the Versys chassis is its handiness that one does not initially expect from a 241 kilo chunk. The spring elements are not very carefully coordinated – the rebound adjustment range of the fork could be larger – but the chassis safely parries even rough asphalt distortions in an inclined position and remains largely neutral, as is the steering precision and feedback. 

everyday life
The Versys scores well in this chapter. This starts with the good comfort for driver and passenger, continues with the generous payload and also includes the long range. The processing is routine, but nothing more. The equipment could be even more travel-friendly. Not even the in-house range of accessories offers a main stand. After all, a luggage rack is included as standard. A little lean: the light output of the double headlights.

security
Good effect, mediocre dosing: the brake can be reduced to this denominator, which also looks a bit blunt when you put it on for the first time and requires firm grip for strong deceleration. The ABS regulates excellently for this, the tendency for the handlebars to flap is not pronounced, the righting moment is low.

costs
Low consumption, but relatively high inspection costs due to the short 6000 maintenance intervals. The Kawasaki only offers the usual two-year guarantee.

Price-performance
A price that is still within reasonable limits, plus a decent number of points, that ultimately results in a good price-performance score.

 Max points  Kawasaki Versys 1000 engine  250  172
landing gear  250  160
everyday life  250  172
security  150  104
costs  100  51 Overall rating  1000  659 Price-performance note  1.0  2.0


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The spring base can be changed at the rear using the handwheel.

Conclusion
Manoeuvrable, economical, comfortable – also for the pillion passenger. This is how Kawasaki’s successful entry into the fun tourer scene presents itself. And in this respect, the Kawasaki has also met the expectations placed on it. What is still missing is the consistent implementation of the concept in terms of equipment. As a nimble kilometer eater, however, it is already looking good.

Technical specifications


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Grippy, easy-to-use handwheels for height adjustment.

engine
Water-cooled four-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 38 mm, regulated catalytic converter with secondary air system, alternator 336 W, battery 12 V / 8 Ah, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 43:15.
Bore x stroke 77.0 x 56.0 mm
Cubic capacity 1043 cm³
Compression ratio 10.3: 1
rated capacity 86.8 kW (118 hp) at 9000 rpm
Max. Torque 102 Nm at 7700 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 250 mm, Single piston floating caliper, traction control, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Scorpion Trail, rear “K”

Dimensions + weights
Wheelbase 1520 mm, steering head angle 63.0 degrees, caster 107 mm, spring travel f / r 150/150 mm, permissible total weight 459 kg, tank capacity 21.0 l.

Service data
Service intervals 6000 km
Oil and filter change every 12,000 km / 3.8 l
Engine oil SAE 10W40
Front fork oil Kayaba KHL 15-10
Spark plugs NGK CR9EIA-9
Idle speed 1100 ± 50 / min
Tire pressure solo (with pillion passenger) front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
Colors brown, white
price 11,995 euros
Additional costs around 180 euros


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Unfortunately, the footrests are not adjustable.

Noticed

plus

  • In addition to the excellent space available, the pillion passenger will also find stable grab handles with the arms of the luggage rack, and the mirrors offer an excellent view back.
  • The cockpit is clear and easy to read and offers a lot of information, even if the gear and water temperature displays are missing. The effective traction control can also be easily operated from the handlebars.

minus

  • Although the footrests are mounted in rubber, they are not adjustable.
  • The service intervals are unusually short at 6000 kilometers, which drives up maintenance costs.

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