Road test of KawasakiVERSYS 1100 SE 2025 The urge to leave

Some count the miles, others the hours... I'm at the stage where I count the myriad plip-plip-plips, those thousands of raindrops that have been falling on my helmet for 600 miles now. Here's my only regret of the day: a windshield that's not high enough to provide top protection during this road trip on a Kawasaki Versys 1100 SE (with the Grand Tourer package). Because otherwise, there's no denying that this big road bike does the job very well.

It all started with a crazy idea, sprinkled with a touch of provocation from Rémi. Basically, we decided to go and say hello to a friend in La Rochette, took a wrong turn and ended up in La Rochelle. Two letters wrong and 847 km apart. A problem? Not for the Kawa, which seems ready to take on the challenge with a smile. Pack the bags, put in a spare helmet in case we come across a female hitchhiker (just one; two won't fit in the top box), put on the jacket and calibrate the GPS.

The first drawback is not on the dashboard. Although the Rideology app has improved and connects much better than when it first launched, it does not have a browser or turn-by-turn navigation system. This is a challenge for a touring bike, especially since its cousins, the Z 900 and 1100, do have these features. Just a quick note about the TFT screen: the Z models are equipped with the latest 6.5-inch version, which has more features. The Versys has to make do with the same system as the 1000. In short, you'll need to use an additional system or launch Waze (or another app).

All this is just a minor detail when you want to ride. The important thing is to feel comfortable on board. The Kawa takes care of that. From the moment you start riding, the ergonomics and controls put you at ease: the riding position is very natural, the seat is softly firm, the clutch is delightfully smooth (you could disengage it with your little finger) and the balance at low speed is intuitive. Of course, it's a bike of a certain size that you don't ride with the carefree attitude of a 125. But once you get that idea out of your head, you can just let yourself be guided by your desires.

Very quickly, you get a taste for it... you revel in this engine. Although the era favors two- and three-cylinder engines, this four-cylinder block is far from obsolete. It starts off with enviable flexibility. A touch of gas makes it take off, pick up speed or sing. So much so that it can stay in sixth gear at idle speed. Its presence is also manifested by a deep, powerful voice; a rumble that is at once vibrant, growling and well-mannered, like a gruff old man who has become increasingly polite without losing the strength of his throat.

And it certainly has power. The increase in displacement suits it very well. Its muscle allows you to feel a good thrust before mid-range. In Touring mode, the tachometer needle spends its time between 4,000 and 6,000 rpm, a range where its consistency allows it to respond to all demands. The power is there, always available, so much so that you don't even need to use the gearbox. Which is excellent, but we'll come back to that later.

But this engine is no slouch, with power limited to mid-range speeds. Its strength is present right up to the red zone, without ever faltering. When you feel like enjoying a less road-oriented and more energetic pace, the engine delivers its high wattage with lively delight. Beautiful, powerful torque propels the 1100 Versys forward with gusto. It pushes, pushes, and pushes some more! Very progressively, but without any real madness or dizziness. It's like a huge rubber band, very smooth, full-bodied, and making you feel every horsepower added to the others with the speed of a Valkyrie. Speed, not voracity. Between Euro5+ and the engineers' work to make this engine clean and efficient, its character has been watered down.
Yes, even Rocky and Terminator have learned good manners—without giving up any of their power.
While this character seems somewhat placid, too smooth in the Ninja 1100 SX and Z 1100, with their more dynamic leitmotifs, it suits the Versys perfectly. Without a doubt, one of the best combinations of trail, touring, and a 4-cylinder engine.

The booming niche market today is automatic and/or robotized transmissions. DCT, ASA, E-Clutch, Y-AMT, etc. Enjoyment is enhanced by technology. Kawasaki does not (yet) offer this, but the Versys does not need it. Its shifter is a real treat, both when shifting up and down. It is active from 1500 rpm, but that's not where it's most comfortable, with a slightly jerky feel. But in normal operating ranges, the efficiency of the gearbox and the excellent shifter/injection calibration work superbly. Better still, with smooth acceleration from the rider, it is possible to have completely "transparent" gear changes (no jolts). And when you feel like getting sporty, it's always a treat to shift gears without any loss of power, accompanied by the ever-exhilarating Brrooppp, Brrrooppp, Brrooooooooppppp
The result is that you sometimes forget to use the clutch lever. You look like an idiot when you pull up at a stop sign or red light.

Night has fallen, the rain has stopped, the cold hasn't set in, and I'm not even thinking about calling the physical therapist. The 1100 Versys imposes its style, its presence, its face, and its size; then the trip allows me to realize that my clothes are barely wet. Protection is top notch, just slightly less than that of a true GT. The hand guards are truly effective and not just decorative, as on many crossovers. With the heated grips, your hands stay warm down to 7°/8°. Below that, and since I'm a guy who feels the cold, I opted for arm warmers. Ugly but so comforting.

The adjustable windshield also does a good job. Protection extends effectively from the chest to the helmet. It's just 5 cm short of being perfect, as the airflow reaches just the top of the helmet (without causing any movement). Special mention for the central vent, which prevents the effect of pressure on the back.
Another "challenge" is that you have to stop to adjust the height. The competition does better with one-handed systems. In the end, only my arms were exposed to the kisses (not the bite) of the cold.
My fans know that my back is half wrecked, but it didn't complain once we reached the Atlantic coast. My buttocks were more sensitive, but only showed signs of stiffness after 500 kilometers.

The night has passed. In the misty early morning, I examine the Versys while warming my fingers with hot coffee and a croissant. Over the years, I still can't understand the presence of its enormous side lights to provide illumination in corners—all other machines equipped with this lighting feature are more compact, even undetectable. Beyond that, the Kawa only has minor flaws: a few connectors that are too visible at the bottom of the cockpit, a dated design, a USB port integrated by Carglouch, some controls that aren't necessarily intuitive (initial hassle to reset the trip meters), the lack of storage space for loose change, and heated grips with multiple settings that I never figured out how to change.

It makes up for this with little things that can prove to be greatly appreciated in certain conditions, such as the exceptionally easy center stand, the muffled noise so as not to disturb (annoy) the tranquility of villages, the discreet notifications from Rideology in case of calls or messages, and simply the constant feeling that life on board will always be pleasant.

How can driving modes be combined with the generosity of this engine? The answer was thoroughly considered during the 600 km of rain between Lyon and Limoges. The "Rain" mode was our constant companion. With it, the engine is deeply anemic. Much less powerful, revving with the vigor of a diesel without a turbo, it is unlikely to surprise you or cause the traction control to go haywire. The suspension is calibrated to be as supple as possible, with very smooth reactions and enhanced comfort. In short, you cruise along and wait for the rain to stop... which never happens.

It was only as we approached Brittany that the weather showed mercy and the Kawa showed its Road mode. That's it, we can finally enjoy the road, satisfy our appetite, and have some fun. It is certainly in this configuration that the Versys 1100 shows its best side. Very smooth, powerful, and responsive, the engine revels in every demand. The suspension stiffens while maintaining a clear dose of comfort. Whatever the pace, the machine handles agility with transparency and perfectly calibrated neutrality. It never doubts its trajectory or its road holding.

In Sport mode, the same emotions are there, just a little more pronounced, a little more direct, but without any really obvious difference. Above all, it reveals the playful, almost sporty capabilities of this faux trail bike, which is much more seasoned than it looks. This is an opportunity to put the brakes to the test more seriously.

It also knows how to please the rider. In action, the lever attack allows you to bite the discs securely and smoothly before quickly getting very good power under your fingers. No violence, just strength, exactly like the bike itself. At that moment, I realize that it's a real advantage that Kawa's 1100 SE models are equipped with Brembo calipers. Who would have thought I was wrong when the pads were heating up!?!
Except that, while the Z 1100 SE and Ninja 1100 SX SE are equipped with Italian M4.32 brakes, the Versys calms things down with Tokico brakes. Just goes to show...

The rear disc has grown by 10 mm on this new generation. Your right foot will ignore this figure, acting instead on sensation. The result does not disappoint, with responsive braking and a palpable, controllable, and pleasant consistency. It allows you to use the pedal without hesitation to correct a curve or really support the front brakes. This use could also stabilize the bike, but there's no need since the electronic suspension already takes care of that.

The signs for Mâcon are already far behind us as the sun scorches the white cheeks of the mountains. The white needle would like to burn up the numbers on the tachometer. Let's be daring and slip into a moment of madness on the open roads of certain parts of Germany. They allow us to simply speed along and see that the Versys runs smoothly at around 150 km/h, its natural cruising speed. A generous right hand allows us to leave this comfort zone. And to speed off, get carried away, and throw ourselves even harder into a big spoonful of verve and speed. Although... Let's not forget that the Versys has to contend with some sizeable luggage compartments. For now, it doesn't care. It's only when approaching 210 km/h that it starts to wobble. Many loaded touring bikes would have scared you long before that.

Oops, time to refuel. Again. Is the Versys 1100 so greedy that it needs to refuel every 250 km? Not exactly. The frequent stops on this road trip often left me wishing for a larger tank than its 21 liters. However, with normal driving and not the pace I imposed on it, it wouldn't consume 6.7 liters per 100 km, but a good liter less. A return trip at more leisurely speeds allowed for a range of over 300 km. Its touring potential is therefore not compromised.

The 1100 Versys SE is well suited to this. Very consistent, easy to handle, and equipped with an engine that seems tailor-made for it, it has everything you need for a highly satisfying trail-touring experience.
Want to talk about the price? Okay. With the luggage and accessories from the Grand Tourer pack, this SE version of the Versys 1100 costs €20,000. That may seem expensive, but it's worth the price. Efficiency, comfort, and riding pleasure are all there!
There's no need to buy accessories given everything it comes with. In short, you write the check, pick up your gear, and you can ride as far as you like and then head back.