2019 Versys 1000 test: (r) evolutions for the Kawasaki GT Maxitrail
The Versys 1000 undergoes a new stylistic evolution in 2019. Launched in 2012 and remodeled in 2015, the trail – very – road Kawasaki is also making its digital revolution, in particular with its new SE version with electronic suspensions. MNC tested it equipped with its Grand Tourer pack. Full test.
2019 Versys 1000 test page 2: Polite and pleasant…
The position on the Versys 1000 is very comfortable, much more than on the "real" road currently cataloged by Kawasaki: Z1000SX, ZZR1400 and Ninja H2SX (the 1400GTR did not resist Euro4). The legs are a little apart by the tank (21.5 liters) but are not folded.
The rider’s buttocks are welcomed by the wide saddle and their arms don’t need to extend far to reach the handlebars, not too wide and slightly arched. The bust is perfectly straight, so that the driver has a good overview: a good point on the road as in town.
The saddle is still at the reasonable height of 840 mm, but it is no longer adjustable! The pilots measuring less than 1.70 m will therefore have to turn to their dealer to order the low seat allowing to gain 20 millimeters, precious during maneuvers with the engine off..
Indeed, handling a Versys SE Grand Tourer requires strength and / or experience. According to Kawasaki, the full weight of the SE already reaches 257 kg: it is 4 kg more than the standard 2019 model, 7 kg more than the 2015-2018 model … and 18 kg more than the 2012-2014 model !
With its large, high-placed 4-cylinder, weighed down by the top-case and half-loaded suitcases, "our" Versys requires a certain concentration to be moved. Fortunately, it does not require too much force to be placed on its central.
Site underlines in passing that the presence of series of the central stand (on the standard and the SE) and its ease of use is not a small detail: devoid of cardan transmission, the Versys 1000 requires frequent and careful maintenance. chain !
Before setting off, Le Journal moto du Net takes care to adjust the spacing of its two levers and notices that the Versys 1000 seems to be aimed at bikers with medium hands (minimum adjustment) to very large (maximum adjustment) ).
By turning the ignition key, the color TFT screen of our SE lights up (black and white LCD on the standard). It offers two types of displays: the first is as sober as it is complete, the second is the same as on the Ninja H2 … with the difference that the gauge next to the throttle opening is not that of the compressor ( !) but that of the pressure in the front brake.
Thanks to the IMU, the table can directly indicate the force of acceleration or deceleration, as well as the degree of inclination. Not easy – and not careful! – observe these futile data while driving, but we appreciate that the maximum angle values are kept in memory (43 ° left and 44 ° right for MNC, without rubbing the footrests).
Switching from a light background to a dark background only requires a flick of the single right button. By keeping the latter pressed, you enter the menus and sub-menus. The navigation is then done via the buttons on the left, but the validation of the choices is done on the right. MNC would have preferred that the controls be grouped together: a little time must be allowed to integrate the operating mode.
The engine, on the contrary, is confusing in its ease of use in "gloves"! Its extreme flexibility allows you to start with a thin stream of gas and to roam at low speed in almost any gear: you can drive at 35 km / h in sixth without jolting.
We must congratulate the Kawasaki engine manufacturers for their excellent work: the transplant of the – entirely – electronic accelerator is entirely successful! The 4-cylinder responds precisely and delicately to the rotations of the right handle, whether weak, medium or angry.
The Z1000 engine retains its character … or rather "its" sacred characters: in town it is civilized in low revs, and on the road it remains docile but becomes voluntary between 4000 and 7000, then very convincing until the Red zone. The 120 horsepower isn’t as demonic as some rival cavalry, but it’s more than enough for a loaded duo (or to lift the front wheel in a light solo) !
In Road driving mode, the Versys 1000’s acceleration is even slightly restrained when exiting a curve: traction control refuses to open wide the – double throttle butterflies – when the bike is still on the angle. It then makes the engine cough until the inertial unit sends it a more reasonable angle value..
If the grip of the Bridgestone T31 (excellent in the dry) and that of the bitumen (more uncertain) allow it, the pilot can engage the Sport mode which reduces the interventions of the KTRC. Conversely, the driver can allow himself several additional safety margins by selecting the less powerful Rain mode (approximately 90 hp), less responsive and more limited by electronics..
Electronics keep an eye on … madness
As beautiful as they are dry, the roads of Lanzarote and Fuerteventura (Canary Islands) make this rain mode completely unnecessary. Le Journal moto du Net remains connected to the sportiest mode in order to probe the limits of its motorcycle, which take some time to appear despite the Touring program to which the Versys must respond as a priority..
The new front calipers, for example, very gradually and forcefully pinch the two 310mm discs. The big rollers will find their account in terms of pleasure and the big "trappers" will be satisfied by the generated power. Braking is as fun as accelerating on this bike, Site word !
As for those who ride in duo and want to spare their passenger, they will find in their rear brake an ally not to be underestimated: a little hard, the pedal nevertheless allows to slow down precisely and effectively the motorcycle and its load..
The fork sinks more or less depending on the driving modes, but never too much. Riders who ride quietly in Road mode – and therefore brake gently – will not be offended to feel the nose of the Versys 1000 dip slightly. Drivers who delay their braking further will be able to count on a stronger front axle in Sport mode.
Whatever the mode, the course of the motorcycle is not likely to be disturbed, even on emergency braking: the rear wheel is not likely to rise because the KIBS assisted by the inertial unit ensures that the tire is always in contact with the ground, even if it means releasing a little pressure on the front brake.
When entering and in the middle of curves, the Versys 1000 (with or without SE) also regulates the pressure in the braking circuit in order to limit the risk of losing the front end. By suddenly grabbing the right lever, the pilot can feel his control wobble! The intervention is therefore not transparent, but reassuring.
To trigger the ABS of his Kawasaki in corners, however, MNC had to exaggerate the line: barring an incident, 2019 Versys 1000 owners will probably never flirt with these limits. They will rather note that the front axle of this trail – very – road is very stable in the curves. It inspires particularly confidence by absorbing without flinching a few small strokes of the brake in the turns which close in treacherous.
In a straight line, a big brake stroke associated with a rapid left / right of the handlebars – in order to avoid a kitten, for example – reminds the pilot that his mount is not a small roadster: under stress, the motorcycle gives the impression of twisting slightly but does not fall apart.
We also feel the weight of the beast in the very winding portions: the Versys is not strictly physical (the front end remains neutral in all circumstances) or clumsy (for its size!), But it is preferable in these conditions. to select Sport mode, which is more rigorous.
Remember that the specifications for this type of motorcycle are particularly full, similar to that of a road rally machine: it must be easy in town, formidable on "specials" and comfortable in conjunction. In this, electronic suspensions are a great asset.
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