Motorcycle specifications KawasakiVERSYS 1000 2012 Via 4 routes

the trail-GT approach is a tricky one for all manufacturers (apart from BMW, which has mastered the subject to perfection), but they've all taken the plunge. Kawasaki also tried the approach in 2004 with the KLV 1000, a recolored V-Strom in fact, without any real success. The return to this segment must therefore be made with a distinctive machine, appealing solutions and sparkle in the cylinders.
And that's exactly what the greenies have in their catalog: a lively, playful, versatile and efficient trail bike with a cool little 6? twin: the Versys - which, alas, hasn't had the success it deserves. So how about taking the concept and adding a few more cc's and a bit more presence to go toe-to-toe with the big boys in the top segment?

trail in appearance, backpacker in fact

akashi's answer is the VERSYS 1000. A handsome beast with solid shoulders, a wide heart and a padded rear end. If some machines like the Tiger 800 XC or the 990 Adventure smell of dust, this one breathes GT from the wheels to the seat. A logical approach, since 90% of users of this type of S.U.V. (as in cars) never put their wheels off the tarmac. But, like its friends in the segment, the Versys benefits from some of the advantages of the trail bike. Larger suspension travels to smooth out road roughness (150 mm front and rear), an upright riding position to ensure comfort all the way to the end of the road; and to fully assume its road-going status, it needs an engine that knows how to respond. That's where the Versys comes into its own, and it won't go unnoticed.

an engine born of furious battles

when the trail was born, and right up to the height of its glory, the single-cylinder monopolized engine architecture. Then the big trail-GT arrived as the 21st century approached, and the twin-cylinder took over this new style of tourer. As we enter the second decade of the millennium, the number of cylinders multiplies: Triumph confirms its master architecture with a big 3-cylinder on its 1200 Explorer; Honda dares the V4 on its Crosstourer; and Kawasaki takes nothing less than an in-line 4-cylinder onto the beaten track. And not just any cylinder: the Z 1000.

This 1043 cm3 block powers one of the most famous streetfighters in production. What a gamble, and what a bold move, to graft such an engine onto this type of motorcycle. It's big, it's wide, but it's very supple, and its linearity is better suited to long stages than the more lively monos or twins.
Kawa has toned down the hot-tempered nature of this little machine to match the pretensions of the Versys. In addition to specific electronic management, there are a number of differences: compression ratio reduced from 11.8 to 10.3:1, less aggressive cam profiles, new valves and adapted springs, and on the gearbox side, the first 2 gears are shortened while the other 4 pull longer. Deflated in power but reinforced in availability at low and mid-rpm, the block delivers 118 hp at 9,000 rpm and over 10 mkg of torque at 7,700 rpm. Enough to get the 239kg fully loaded machine off the ground without a care in the world.
An engine that barks and chips that scratch! As with most sports bikes, a modern motorcycle is supervised by an electronic brain. Objective: safety and control. For the first mission, an ABS is fitted as standard. We look in the range for a nice one that's not too heavy, and off we go, borrowing the ZX-10R's ABS.
For control, we rely on traction control. And there's no question of doing things by halves. Kawa has combined the S-KTRC of the ZX-10R with the KTRC of the ZZR and GTR 1400 to offer 3 modes of traction control.

electronics technology

modes 1 and 2 give priority to acceleration (like the S-KTRC on the 2011 Ninja ZX-10R), while mode 3, comparable to the KTRC system on the 1400 GTR, softens the ride on slippery surfaces. Of course, the system can be deactivated. In modes 1 and 2, the sophisticated software allows a certain degree of slippage.
By means of a complex analysis, the system can then predict the moment when traction conditions are about to become unfavorable. By acting before slippage leaves the optimum traction range, it limits power loss and provides great flexibility. Finally, it checks conditions every 5 milliseconds and manages ignition accordingly, making it extremely responsive.

Mode 3's intervention is more pronounced. As soon as it detects excessive wheel slip, it manages ignition timing, air supply and regulation, and reduces engine power until the rear wheel regains grip. And while the 1400 GTR's KTRC deliberately delays its entry into action to give the driver time to become aware of rear-wheel slip, Mode 3 intervention is almost instantaneous.

The device is also capable of differentiating between torque-driven rear wheels, which are more progressive, and brutal rear wheels. In Modes 1 and 2, the former are tolerated as long as acceleration remains acceptable, but a sharp rear wheel triggers the system's intervention. Mode 3, on the other hand, prevents any such figure.

By default, KTRC is always activated when the engine is started. The driver must therefore voluntarily deactivate the system, using the start/stop button on the left-hand console.

Alongside traction control, the Versys 1000 also offers a choice of two mappings. The weather's fine, you're confident, the road is enticing... you might as well choose Full Power mode (oops, 100 hp in France). But on the way home, after 18 hours on the road, you're exhausted, it's raining, it's cold... Low Power mode then delivers only 75% of power and tempers throttle response.

comfort or stones...

its look, closely modelled on the little Versys 650, but pumped up on steroids, clearly points the way: a lot of versatility, disregarding asperities, cobblestones, holes, roughness, but 17-inch wheels with spokes, even when fitted with of Pirelli Scorpion, 300 kilos minimum with a light rider, and its low trail-esque pretensions won't get it any further in the pebbles than its competitors. But as we said earlier, the majority of users won't put tires on it.
A few little touches will allow the crew to travel with peace of mind. First of all, there's a 30 mm bubble adjustable by 2 knobs, a seat twice as padded as that of a Z 1000, a luggage rack, a rear frame buckle capable of supportinga rear frame buckle capable of supporting 220 kgs (so you can attach the cases and top-case without fear), a multifunction button on the left-hand commodo to control the electronic assistances, a shock absorber preload adjuster located on the side and accessible, a large 21.5-liter fuel tank capable of providing a range, according to the manufacturer, of up to 400 km, and protection from the wind will be the task of the fork head and side panels. Their dimensions should enable them to do their job properly.

And who's in charge of handling? The engine is derived from the Z 1000, so you need the same kind of gear. All around, we're talking serious business, with a double-beam aluminum frame backed up by reinforcing tubes. The fork is an inverted 43 mm in diameter. Braking, under ABS supervision, is assured by a set of 320 mm discs and 4-piston calipers at the front + a 250 mm disc at the rear. Identifying itself with the little Versys, but with genetic inheritance straight from the big Z, this machine seems more interested in sport than farm roads.

challenge or attempt?

without really standing out from the competition, the Versys 1000 nevertheless offers a real identity. You'll either love it or cringe at its face, but no one will be insensitive to it. By borrowing a number of elements from the Z 1000, it ensures sportiness and efficiency while keeping manufacturing costs down. At 12,500 euros, it costs 1,500 euros less than the competition. That doesn't stop it from offering ABS and traction control as standard, a good-sized 4-leg, and the most comfortable seat in the Kawa range. The dashboard is complete but a little austere - bonus: a special indicator light lets you know when you're riding in an eco-friendly manner (dragging yourself along like a larva, that is...).
To ensure its suitability for travel, you can add everything you need from the range of accessories: 117 liters of luggage with the top-case and panniers, heated grips, an Akrapovic exhaust, hand protectors, etc...

M.B - Manufacturer's photos