Motorcycle specifications KawasakiVERSYS 1000 2018 A ninja on the trail

Spectacular cosmetic surgery since its first version for the 1000 Versys, which remains fundamentally a Z 1000 revisited as a trail-GT. It was essential; Kawasaki's big trail bikes have always been a bit complicated. We all remember the KLV 1000, a clone of Suzuki's 1000 V-Strom. It gave it a try, but its sales career didn't follow. Then came the big Versys. Convincing and full of qualities, its only concern was a peculiar, almost disturbing aesthetic that you had to appreciate. And one morning, he woke up with a hangover, following a ferociously drunken evening with his Ninja and Z 1000 SX cousins. It was in the bathroom that it really hit home: "Ouhla, I've got a crooked face this morning... But... like every morning, really!".

there was no doubt that it had to stop; it had to get rid of the facade while retaining the dynamic assets that Kawa had given it. The 1000 Versys underwent a radical facelift in 2015. And with style. Gone are the Cousteau portholes - replaced by a sporty look inspired by Akashi sports bikes, with H2R-style lips that extend over dynamic shoulders. It's a bold look that's still being talked about, but one that transforms the Versys...

and yet, at the back, it's virtually the same machine. Just goes to show that a little well-placed plastic surgery can open certain doors, even though your fundamentals haven't changed. The body and heart of the big Versys are based on the Z 1000 SX. Along with the BMW S 1000 XR, this maxi-trailer is the only one powered by an in-line 4-cylinder engine. Since the Z 1000 for which it was designed, the 1043 cm3 has obviously adapted to the Versys' more backpacking profile. On the previous version, it rode more quietly, but still delivered 118 hp. This phase II offers two more horsepower. Just enough to mark the occasion, as its 120 hp place it in the trail-touring category, not in that of the ultra-powerful and totally unreasonable big baroudeurs where the norm has been set at 160 hp (1200 Multistrada, 1290 Adventure, S 1000 XR).

In everyday use, we'll appreciate the adoption of an anti-dribble "slipper" clutch, limiting rear-wheel slippage on downshifts and lever effort; 30% less, according to Kawa. Now an integral part of machines of a certain power and stature, electronic aids are very present, and carried over from the previous generation. The rider can choose between two injection mappings, one offering the full potential of the engine, and the other more relaxed at acceleration, while limiting the original watts to 75%. Traction control is also part of the package (no manufacturer can do without it anymore). What's happened to the days when the slightest hard pedal on the rear wheel would send you into a tailspin? The KTRC abolishes triple axels with its 3 selectable modes: 1 and 2 give priority to maximum acceleration, while 3 favors smoothness on slippery roads. In concrete terms, when the road is dry and driving is sporty, mode 1 will favor maximum traction and controlled rear-wheel drifts, while mode 2 will intervene a little more. In mode 3, the electronics intervene directly on ignition, fuel injection and throttle valves to calm the engine and curb wheel slip. ABS is fitted as standard. In short, theVersys' panoply is back, and no one will complain.

while the drivetrain engineer was off snoring on his laurels, his more metal- and screwdriver-oriented pals spent some time on the brakes and rear end. The 300 mm discs have been discarded and the braking system reinforced; a pair of 310 mm discs and brake pads in a new material will better calm the 250 kilos of the Versys. 11 more than before, that's ¼ tonne for now. And let's not forget the rider, the passenger and the extra luggage.
Kawa has strengthened the rear frame, allowing each suitcase to carry more weight: 3 kilos yesterday, 5 today. Does the Versys want to become a GT? It's not for nothing that on the other side of the Atlantic, only the LT version is available, with suitcases and handguards as standard.

A few subtleties will not escape the notice of comfort enthusiasts. New engine mounts reduce vibrations and should also make for a smoother ride. The clutch lever is now adjustable, the center stand is fitted as standard, a new, more solid handlebar (installed 20 mm higher without changing the hand position), the single key system for all locks, and a new, more comfortable handlebar (installed 20 mm higher without changing the hand position).key system for all locks, and pannier fastenings that are as streamlined as they are integrated; all little extras that will be subtly appreciated on a daily basis. The bubble is still adjustable thanks to two knobs, except that the adjustment range has been increased from 30 to 75 mm.

Let's grumble a little: handguards could be standard equipment. But would they fit in with a very sporty face for a machine in this segment? Some will have noticed the brushed finish of the exhaust, finished off with an aluminium tip, the black background of the rev counter, the indicators relocated on the side panels and the spaces provided for an engaged gear indicator and a 12V socket. Guys, seriously.... This should be standard equipment on a bike that's meant to be ridden on the open road!

underneath its aggressive, punchy looks, the Versys is based on a chassis very similar to its predecessor. The large, double-beam aluminum frame, with a few reinforcing tubes, is derived from the Z 1000 streetfighter. There's no risk of bending it, even in hard use. The damping has been corrected to raise its performance level, with 30% less compression front and rear. The rear shock has a firmer spring (109 N/m instead of 106) for greater stability. The 43 mm inverted fork has been upgraded with 20 mm longer forks and separate functions to simplify adjustment. On-road tires confirm the road-going ambitions of Akashi's maxi-trailer.

With its skilfully revised front end, the Kawasaki Versys 1000 2015/2018 appears to be a completely new machine. And yet...
This phase II is cleverly distinguished by a whole series of small improvements and attracts even more curiosity with its infinitely more dynamic face. It's enough to put the spotlight back on a machine that needs to make its mark in an increasingly fierce segment. The price is a little higher, but remains in the low end of the market. This may tip the balance, and forgive the absence of a cardan shaft.

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