Top test Kawasaki Versys ABS

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Top test Kawasaki Versys ABS


Top test Kawasaki Versys ABS

Top test Kawasaki Versys ABS
Quo Versys

No tourer, no enduro, neither fun nor naked bike. Somehow the Versys is supposed to be a little bit of everything. Is that enough? And if so, for what?

Rolf Henniges


It is still dark this morning in October. The timepiece in the illuminated, almost cyclopean display of the Kawasaki Versys shows 6.23 a.m., the thermometer in front of the garage door hangs on one degree Celsius. The 210 kilo motorcycle can be casually tilted from the side stand and juggled around cheekily parked bicycles with ease. Even when pushing it, you can feel that the Versys technicians have given the Versys a fabulous balance.
At the push of a button, the 649 cubic twin is torn from its sleep and immediately bubbles evenly on 1800 tours. Put on gloves, swing your leg over the 850 millimeter high bench and take a seat. It sits comfortably. Arms and legs are relaxed, and the most valuable person feels both the shape and the upholstery of the bench
as pleasant. Kawasaki advertises its creation as an ideal vehicle for “street surfing”. Whatever with it
That may mean, the Versys should definitely match features such as relaxed touring and sporty gasping-
merge with each other and at the same time
be the best possible everyday companion. We will see.
With a short jerk, the claws of the first gear click into place. The clutch is operated conventionally by a cable pull. It works smoothly. The pressure point does not work very precisely, but the clutch does not lose its grip even with severe abuse. The gears also slide smoothly and lock exactly. Even in the first few meters, the machine is incredibly handy? No wonder: short wheelbase of 1415 millimeters, steep steering head with 65 degrees, weight distribution 50 percent front and rear, wide tubular steel handlebars. This looks filigree and is over a huge riser, which is similar to that of a Harley
V-Rod models, connected to the upper triple clamp. This gives the impression of turning in at noon and moving the bike in the evening. In reality, the Versys convinces with precise light-footedness, nothing zaps for me, nothing for you in inner-city pole positions, dashes around parked sheet metal bodies like a hare on the run.
The place-name sign has barely disappeared in the wide, only minimally vibrating mirrors; sixth gear is already there: 70 km / h at 3000 rpm. It doesn’t exist at all, it shoots through your head. The Popometer sorts this kind of powerful forward thrust into the drawer with much more powerful bikes. The two-cylinder in-line, which also drives the sister models ER-6n and ER-6f, looks as if it has been given a bunch of horses to take with it.
The opposite is the case with the Versys. The engineers have the engine ?? a counter-runner with a 180 degree crank offset ?? retuned. In favor of a higher torque yield in the lower and middle speed range, some top performance was foregone. Modified camshafts provide higher torque, the map and the injection have been reprogrammed, an interference pipe connects the two manifolds.
Result: Instead of the nominal 72 hp at 8500 rpm and 66 Nm at 7000 rpm in the ER models, the drive in the Versys produces 64 hp at 8000 rpm and 61 Nm
at 6800 tours. At least that’s what the manufacturer says. The MOTORRAD test bench revealed that the two test machines were closer together: 68 hp for the ER-6f versus 66 for the Versys. Still: how can less be more? Is the perception irritating the popometer? So call your colleague quickly and challenge them to a duel with the ER-6f.
30 minutes later: long straight, calm, sun at an angle to the left. ER colleague on the right. On your marks, get set, go! When sprinting up to 150 km / h, both machines are almost on par. Then the ER-6f slowly settles. Top speed? at
the long-legged Versys is, according to Kawasaki, at 185 km / h. The certainly more streamlined ER-6f reaches 210. But top speed is not everything.
Often elasticity counts more than pure top performance. In pulling through from 60 to 140 km / h, the Versys only takes a few tenths off its sister model. Above 140 km / h, the old woman mercilessly shows where the Bartel gets the must and makes the passage from 140 to 180 km / h 2.8 seconds faster. So it’s just a feeling that is deceptive?
No. In everyday life ?? and the measured values ​​represent only conditionally ?? sits down
the Versys always come before the nominally stronger ER-6f. Firstly, life is not a long straight on which the sixth is accelerated, and secondly, the Versys Twin’s response is absolutely flawless. The unit immediately converts every spontaneous turn of the throttle into powerful thrust. The load change reactions in the drive train are minimal. The motor
is extremely powerful, the torque
is always between 2000 and 7000 rpm
above what the two-cylinder achieves in the ER set-up. In addition, this test copy shines with very excellent running smoothness. Vibrations only express themselves
minimally as tingling in the footrests. The technicians have done a very good job and perfectly matched the Twin to the new application. In fact, it is just as good for relaxed touring as it is for sporty country road hunting. And as for the fun bike factor…
Just suppose your secret wish has always been to be able to ride the rear wheel? the Versys
is downright predestined for it. There is hardly any other bike that makes wheelies so easy. Regardless of whether first or second gear: open the gas, release the clutch, and bang, the front wheel strives towards the sky. The upright sitting, the ideal wheel load distribution as well as the spontaneous and powerfully appealing
Motor make dancing on a bike a breeze. Through the linear
Increase in performance and almost the same-
This dance can easily be continued even for the inexperienced with the remaining torque. However, the thump from below is bought at the price of a little restrained revving: from 8000 tours the engine is tough, at 10400 rpm the speed sets-
limit the hustle and bustle.
Break. Colleague »ER« sneaks around the Versys, which is a bit higher quality than the two well-known models. In particular, the upside-down fork and the banana swing arm made of brushed aluminum add value to the machine in comparison. In addition, it is more noticeable. The now 60-year-old Shunji Tanaka was responsible for the design of the Versys. A visionary who, in addition to many striking creations, also designed the legendary Mazda MX-5 roadster.
While the ER is looking for the distance, the Versys is sent into the thicket of curves on the top test track. As with the ER-6f and 6n, Kawasaki relies on the Dunlop D 221 ?? with the Versys in the special specification »G« ??, in the front in 120/70 size, in the back in easy-to-use 160/60 size. The tires are handy and go perfectly with the
Machine. And the machine is excellent for cornering. As light as a feather and neutrally, the Versys falls in an inclined position and precisely follows the steering commands. Tight changeover curves? Keep clean, fold in? damned! Misjudged. No problem. A little pull on the handlebars is all it takes to make course corrections in an inclined position. The Versys does not shy away from even the smallest of radii, does not squirm, does not tip in unplanned, but always remains completely under control. The Versys, short for versatile (versatile) system, has obviously earned its name. In very tight bends it can be pushed like a supermoto or enduro machine, it takes wide sweeping curves precisely in old style ?? when the machine and driver lean at the same angle to the road.
After 200 kilometers of gourmet asphalt, the Versys reaches the last sector
the MOTORRAD top test track, on which the chassis has to show what it can do. 150 millimeters of travel are available at the front and 145 millimeters at the rear. The springs are on constantly changing road surfaces and pronounced bumps-
elements required. In the upside-down fork, the spring preload is variable, and in addition, the tension in a spar-
step. Both can also be adjusted with the directly hinged shock absorber.
The landing gear is tight enough to
Providing heaters with precise feedback, and yet so comfortable that the touring faction cannot complain. Bumps are largely absorbed. The Showa shock absorber in particular does its job well. With a few simple steps it is
adjusted for luggage or pillion passenger and gives a good feeling even when driving on the very last groove. The fork, on the other hand, only convinces up to the penultimate groove. When the ultra-handy Versys is chased through curves as if there were
no more tomorrow, the front wheel begins-
guidance on bumps in an inclined position
to stumble, the wheel jumps easily. But assuming that 99 percent of all drivers do not glow over the tar under the motto “Run for your life”, the chassis set-up can be described as successful in all situations.
The same applies to the Bosch ABS, which, unlike the ER-6f, does not water down the pressure point on the lever. Adaptation braking is easy to dose, the system regulates late, but a little roughly. During the brake measurement on the top test course, the Versys stopped after 43.4 meters from 100 km / h. The resulting mean braking deceleration corresponds to 8.9 m / s2 ?? an acceptable one, though
no peak value. The rollover detection works better than with the ER-6f, so well that stoppies are already beginning to fall-
be bound.
The Versys achieves top values ​​at the petrol pump. The twin only consumes 4.1 liters of normal gasoline on normal country roads and thus enables a range of touring-friendly 463 kilometers. At a constant 130 km / h, the injection nozzles atomize 4.3 liters. If you are in a hurry and are constantly on the move between 160 and 180 km / h, you have to
expect around five liters per 100 kilometers ?? that is consumer-friendly in the truest sense of the word.
Just like the price. For a budget-friendly 6695 euros, the Versys will be available from dealers at the beginning of December. The ABS costs 600 euros. For touring riders stops
Kawasaki has a case system with top case (up to 97 liters of storage space) and a high pane ready. This would achieve the triad: sport, tour, fun. Certainly an athlete will always be sportier. A real, heavy tourer can better satisfy tourist demands and a supermoto might be a bit more manageable. But: who already has
the change and space in the garage to hoard three motorcycles?
The Versys is a real marketplace-
enrichment and alternative for beginners and old hands. So: Quo vadis? Probably among the top ten best-selling bikes in 2007.

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Kawasaki Versys ABS (top test)

One heart, three bodies: the one in front
The newly designed and 649 cubic twin, which was presented a year ago, is now in the third
Motorbike variant used. The drive is very compact. The gearbox, for example, is in
Cassette shape arranged ?? The motor does not have to be dismantled for any maintenance work. According to MOTORRAD’s experience, vibrations are more or less strong, depending on the test specimen, despite the balancer shaft. The art-
grabbed the silencer under the
Banning the engine is optimal in terms of the center of gravity, enables a slim rear end even when using suitcases and improves passenger comfort.
In the 2006 registration statistics, the two ER models rank fourth with a total of 2890 units. Since launch, Kawasaki has sold 2798 ER-6n and 1399 ER-6f. A considerable success that is not only based on
the low cost prices of 6795 euros for the bare ABS version and 7195 euros for the faired ABS version can be attributed. All three models are suitable for everyday use and are characterized by excellent handiness and good driving performance, making them ideal for newbies or those returning to the sport. The ER-6f has already unwound more than 20,000 breakdown-free kilometers in the MOTORRAD endurance test.

Kawasaki Versys ABS (top test)

Turn signals very flexibly stored
Good view in the mirrors
Idle screw as easily accessible
Knurled nut executed
Easy oil check
Basic work can be carried out with on-board tools
Miserable chain cover
No wheel cover
Headlight adjustment cumbersome
Topping up with oil is only possible with a funnel
Tire valves not cranked
Suspension settings
Comfortable solo operation
Fork: rebound 3 1/2 turns open,
Spring base preloaded three turns
Shock absorber: rebound three clicks open,
Spring base level three

With luggage / passenger or sporty
Fork: rebound 3/4 turn open,
Spring base preloaded six turns
Shock absorber: rebound five clicks open,
Spring base level five

Kawasaki Versys ABS (top test)

Top speed * 185 km / h

0 100 km / h 4.1 sec
0 ?? 140 km / h 7.9 sec

60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 5.1 sec
140 180 km / h 10.0 sec

Speedometer deviation
Effective (display 50/100) 47/93 km / h

Tachometer deviation
Display red area 11000 rpm
Effective 10400 rpm

Consumption in the test
at 130 km / h 4.3 l / 100 km
Country road 4.1 l / 100 km
Theoretical range 463 km
Fuel type normal

mass and weight
L / W / H 2130/860/1360 mm
Seat height 850 mm
Handlebar height 1130 mm
Turning circle 5320 mm
Weight with a full tank 210 kg
Payload 179 kg
Wheel load distribution v / h 50/50%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 43.4 m
Average deceleration 8.9 m / s2
Comments: If the front brake is pressed hard, it can become coarser
Control processes come. The deceleration during the braking process fluctuates between 11.0 and 6.5 m / s2. Finer ones
Control processes would be desirable.

Handling course I (fast slalom)
Lap time 20.7 sec
vmax at the measuring point 112.0 km / h
Comments: very high speed due to neutral steering behavior over the entire lean angle range and good handiness.

Handling course II (slow slalom)
Lap time 28.2 sec
vmax at the measuring point 54.1 km / h
Comments: powerful engine, especially in the lower and medium speed range-
range, good injection response. The early footpegs cost a few tenths of the lap time.

Orbit Ø 46 meters
Lap time 11.0 sec
vmax at the measuring point 49.5 km / h
Comments: The front wheel jumps in when driving over bumps
great inclination. Only a small set-up moment when braking in an inclined position.

Kawasaki Versys ABS (top test)

Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, fork tow-
lever, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, alternator 344 W, battery 12 V / 14 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 83.0 x 60.0 mm

Cubic capacity 649 cm3

Compression ratio 10.6: 1
rated capacity
47.0 kW (64 PS) at 8000 rpm

Max. Torque 61 Nm at 6800 rpm

Pollutant values ​​(homologation) in g / km Euro 3 CO 1.141 / HC 0.073 / NOx 0.077

landing gear
Steel tubular frame, supporting motor, upside-down fork, Ø 41 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, spring strut, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-
piston floating calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 4.50 x 17

Tires 120/70 ZR 17; 160/60 ZR 17

Tires in the test Dunlop D 221 »G«

mass and weight
Wheelbase 1415 mm, steering head angle 65.0 degrees, caster 108 mm, spring travel f / h 150 /
145 mm, permissible total weight 389 kg, tank capacity 19.0 liters.
Service data
Service intervals every 6000 km

Oil and filter change every 12,000 km

Engine oil SAE 10 W 40

Telescopic fork oil SAE 10

Idle speed 1200 ± 100 / min

Tire pressure solo (with pillion passenger)

front / rear 2.25 / 2.5

Warranty two years
Colors orange, black, silver
Price 6695 euros
Price test motorcycle ** 7295 euros
Additional costs 170 euros

Kawasaki Versys ABS (top test)

Good performance: Up to 8000 rpm, the Versys always has a few more muscles than its sister. The plus of eight Nm (around 14 percent) in the medium speed range is responsible for the fact that you prefer to select the next higher gear at 4000 tours. Easy to see: between 8000 rpm and 10400 rpm, the performance drops noticeably, the engine turns slowly. For the top speed of 185 km / h, the overall ratio is much too long.

Kawasaki Versys ABS (top test)

Emergency braking from 100 km / h on a level surface: it gets too much
coarse control processes (1 + 2) in which the deceleration drops by up to 6.5 m / s2 ?? the brakes just open too long

Kawasaki Versys ABS (top test)

Hand out coats to the competition. Because V-Strom, Multistrada and Co. have to dress warmly. Kawasakis Versys is a child’s play to drive all-rounder that convinces in everyday life
and on top of that conveys pure fun.
And the whole thing is still fine-
payable. Acquisition and maintenance costs will convince even Scots and Swabians.

Kawasaki Versys ABS (top test)

The only shortcoming of the engine is
the translation adopted from the ER models. The theoretical top speed of 217 km / h is never reached due to performance. The actual top speed of 185 km / h, on the other hand, is already in fifth gear. A sprocket with two more teeth could work wonders here.

Kawasaki Versys ABS (top test)

Handy, light-footed, with precise steering.
In addition, the chassis can be adjusted to different driving situations in just a few simple steps. Only when driving for two with luggage is the
Fork downhill to its limits.

Kawasaki Versys ABS (top test)

It’s good that Kawasaki offers an ABS for the Versys. However, its rough control intervals are less good. The approach to handlebar flapping is there, but without hesitation. When it came to headlights, the designer obviously had more to say than the technician: the dipped and main beams could not only shine wider, but also wider. The view in the mirrors, on the other hand, is perfect.

Kawasaki Versys ABS (top test)

Hardly any bike takes that much time
until the next meal: 463
Kilometer range. The Versys easy can also be maneuvered. 179 kilograms payload
are just below average.

Kawasaki Versys ABS (top test)

The knee angle is a bit tight for tall people, and there is a tingling sensation in both the driver and passenger pegs. Despite three adjustment options for the windshield, the draft shield is not satisfactory.

Kawasaki Versys ABS (top test)

When Kawasaki is his protege
would increase the warranty from two to three years, it would be almost perfect. Because acquisition and maintenance costs are low, consumption is four to five
Liters per 100 kilometers remains
extremely low. And the Versys is also low in pollutants.

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