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The absence of a large GT would be inconceivable among certain manufacturers; others do very well. Palliatives exist, and are not necessarily second knives. It must be said that we can find something to travel differently in Kawa, TGV style with the ZZR 1400, pressurized in H2 SX, and maxi-trail with the Versys….. or even trail-grand-tourisme when the suffix SE is added to it. The argument goes a big notch above in order to seduce a clientele fond, or incited, of on-board technology. Over-equipped, the Versys 1000 SE should not be called Special Edition but Special Voyage.
The big Versys has changed its face this year. A little more haughty, the profile more beefy, the crossover deviance perfectly assumed, it directly endorses the backpack more than the trekking. It is intended to be road in its standard version, fully long-haul in SE. It must be said that the manufacturer has put almost everything he had in stock in this machine, except the luggage which remains optional..
Who says big trip says protection. There are the first differences, with the adoption of a higher and wider bubble, equipped with a vent to reduce the pressure and the turbulence. Generous hand guards will be the first defense against the cold, complemented by heated grips.Cruise control? Already present on the standard Versys. In the center of the cockpit, on the other hand, the control post is on the upper level. The large tachometer is paired with a beautiful color TFT window full of information. A not unknown block, borrowed unceremoniously from the new H2 and its cousin H2 SX SE (and SE +). It must be said that a number of functions must be displayed … and configured. Let’s start by pairing the smartphone in order to view a series of information on the motorcycle (maintenance, trips, fuel, angles taken, average speed, etc.), to personalize the display of the dashboard, the possibility of managing its calls, texts and music, and adjust all driving aids.
And comfort. Ready to go? First, let the engine warm up a bit while you choose a drive mode. There are four of them, the first three with their characters defined in the factory and the fourth can be personalized for personal tweaking..
Sport: the KTRC traction control is set to 1, the least intrusive, the Power Mode is in full to deliver all the power and the KECS is tared in Hard.
Road: with road tendency, it increases the KTRC to 2, leaves all the power and softens the KECS in Normal.
Rain: much more docile with the KTRC on the cleat (3), the power lowered, and the KECS in Soft.
Rider: allows the pilot to set the KTRC to 1/2/3 / off, the Power Mode to Full or Low, and the KECS to Hard / Normal / Soft with an additional appreciation of + 5 and – 5 notches on the compression and the relaxation of the suspensions.
The suspicions! One of the most tactical elements of the Versys 1000 SE. The ZX-10R SE could only benefit from one year of KECS exclusivity before its semi-active elements landed on the sport-GT H2 SX SE + and our big trail. Thanks to the information transmitted by the sensors mounted on the Showa fork and shock absorber, by the IMU and by the engine management unit, the Kawasaki Electronic Control Suspension adapts the damping in real time. The tuning solenoid valves react to the millisecond and then adjust the suspension to the road while taking into account the type of “reaction” desired by the rider. The road feel via the KECS can be firm, normal or soft. The load on board can also be adjusted, according to three possibilities: pilot / pilot with luggage / pilot with passenger and luggage.
If there is an IMU on board, that means that we can upgrade the ABS to a cornering version. Bingo. THE KIBS, the intelligent anti-lock braking system which knows how to modulate the brake pressure according to the dynamics of the motorcycle, receives the reinforcement of the adaptive system in curves. On the Versys, the braking management works in concert with the controlled damping.
It works hard in algorithms. What to transform the road more than to control it. And it’s not over. The Greens still have a few treats for his generous tonnage trail. The IMU also allows the installation of a curved lighting device. Here too, you might as well use the H2 SX SE directly and take advantage of its imposing side headlights to be embedded in the fairing. 3 sections are present in each optical unit, lighting up one by one as the angle is taken.
Kawa still gives you a little more on your plate? Yes, this SE must really be a demonstration to go and tease the references of the sector. It therefore embeds an Up & Down shifter as well as the new “self-repairing” paint on the tank, the internal sides of the fairing and the trim under the saddle..
Like the Versys 1000 std, there are few changes on the frame and engine side. Some trifles with the 120 horsepower 4-cylinder, the Z 1000 frame still on call, now radial brake calipers – I’ll let you discover everything here.
Let’s not forget the 12V socket as standard, the redesigned exhaust silencer, all the LED lighting and …. oh yes, the weight. Does the SE weigh heavily? 257 kilos. It is 4 more than the classic model.
The definition SE at Kawasaki becomes the answer to the competitors armored electronics, always more abundant each year. Auctioned to the maximum of the manufacturer’s capabilities, the big Versys clearly wants to put its crutch in the corner of the Europeans. The price has also taken a step forward, much less democratic than the trail philosophy. However, it knows how to stay below the average for Ducati, Triumph and BMW equipped with an equivalent level of equipment. On the other hand, it will be hard to compete with the KTM Super Adventure, much more powerful, lighter, more distinctive too.
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Model marketed in
2019
2020
Performances
-
Max speed:
about 220 km / h
The technical aspect
Kawasaki VERSYS 1000 SE 2019
- Frame
- Frame: Double aluminum beam
- Tank: 21 liters
- Seat height: 840 mm
- Length: 2270 mm
- Width: 895 mm
- Height: 1490 mm
- Wheelbase: 1,520 mm
- Operating weight: 257 kg
- Train before
- KECS Ø 43 mm inverted tele-hydraulic fork, deb: 150 mm
- 2 discs Ø 310 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- KECS monoshock, deb: 152 mm
- 1 disc Ø 250 mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: by water
- Injection Ø 38 mm
- 2 ACT
- 4 valves per cylinder
-
1,043 cc
(77 x 56 mm) -
120
ch
at 9000 rpm -
10.40 mkg
at 7,500 rpm - Compression: 10.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 BMW R 1250 GS
2019 Yamaha XTZE 1200 Super Tenere
Suzuki DL 1000 V-STROM 2019
Ducati 950 Multistrada S 2019
Gallery
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