Motorcycle specifications KawasakiVERSYS 1000 SE 2019 Camping much further away

The absence of a large GT would be inconceivable for some manufacturers; others do just fine without one. Palliatives do exist, and they're not necessarily second-rate. It has to be said that you can find different ways to travel with a Kawa, like a TGV with the ZZR 1400, pressurized with the H2 SX, and maxi-trail with the Versys..... or even trail-grand-tourisme when the suffix SE is added. The sales pitch goes up a notch in order to appeal to a clientele fond of, or encouraged by, on-board technology. Over-equipped, the Versys 1000 SE shouldn't be called Special Edition, but Special Voyage.

The big Versys has changed its face this year. Slightly more haughty, with a beefier profile and a crossover deviance that's perfectly assumed, it's more of a backpacker than a trekker. The standard version is a tourer, while the SE version is a long-distance cruiser. It has to be said that the manufacturer has put almost everything it had in stock into this machine, apart from the luggage, which remains optional.
When you think of a long trip, you think of protection. That's where the first differences come in, with the adoption of a higher, wider bubble, equipped with a vent to reduce pressure and turbulence. Generous handguards are the first line of defence against the cold, complemented by heated grips.
Cruise control? Already present on the standard Versys. In the center of the cockpit, on the other hand, the control station is on a higher level. The large tachometer is mated to a high-calibre TFT color window packed with information. It's not an unknown block, borrowed unceremoniously from the new H2 and its cousin H2 SX SE (and SE+). Many functions need to be displayed...and set. Let's start by pairing up the smartphone to view a range of motorcycle info (maintenance, trips, fuel, angles taken, average speed, etc.), customize the dashboard display, manage calls, text messages and music, and adjust all the driving aids.

And comfort. Ready to go? Let the engine warm up a little while you choose a driving mode. There are four of them, the first three with their factory-set characters, and the fourth, which you can customize to suit your personal taste.
Sport: KTRC traction control is set to 1, the least intrusive, Power Mode is set to full power and KECS is set to Hard.
Road: road-oriented, it increases KTRC to 2, leaves full power and softens KECS in Normal.
Rain: much more docile, with KTRC set to 3, power lowered and KECS set to Soft.
Rider: allows the rider to set KTRC to 1/2/3/off, Power Mode to Full or Low, and KECS to Hard/Normal/Soft, with an additional +5 and -5 notches for suspension compression and rebound.

The suspensions! One of the most tactical elements of the Versys 1000 SE. The ZX-10R SE enjoyed only one year of KECS exclusivity before its semi-active elements were introduced on the sport-GT H2 SX SE+ and our big trail bike. The Kawasaki Electronic Control Suspension adapts damping in real time using information transmitted by sensors mounted on the Showa fork and shock absorber, the IMU and the engine management unit. The solenoid valves react to milliseconds and then adjust the suspension to the road, taking into account the type of "reaction" desired by the rider. Road feel via KECS can be firm, normal or soft. The load on board can also be adjusted, with three possibilities: pilot / pilot with luggage / pilot with passenger and luggage.
If there's an IMU on board, that means you can upgrade the ABS to a cornering version. Bingo. KIBS, the intelligent anti-lock braking system that modulates braking pressure according to the bike's dynamics, is reinforced by the adaptive cornering system. On the Versys, braking management works in concert with controlled damping.

The algorithms are hard at work. It's more about transforming the road than mastering it. And there's more to come. The greens still have a few treats up their sleeve for this generously tonnage trail. The IMU also makes it possible to install a lighting system for curves. Here too, we might as well take our cues directly from the H2 SX SE and take advantage of its imposing side headlights, which are integrated into the fairing. there are 3 sections in each headlamp unit, lighting up one by one as you take a bend.

Kawa putting a bit more into your plate? Yes, this SE really needs to be a demonstration bike to tease the industry benchmarks. It features an Up&Down shifter as well as the new "self-repairing" paint on the tank, the inner sides of the fairing and the trim under the seat.

Like the Versys 1000 std, there are few changes to the frame or engine. A few minor changes to the 120 hp 4-cylinder engine, the Z 1000 frame still in use, and the brake calipers are now radial - I'll let you discover them all here.
Let's not forget the standard 12V socket, the redesigned exhaust silencer, all the LED lighting and.... ah yes, the weight. How heavy is the SE? 257 kilos. That's 4 more than the classic model.

Kawasaki's SE definition has become the answer to its electronically-armored rivals, which are becoming more plentiful every year. Chained to the maximum of the manufacturer's capacities, the big Versys clearly wants to put its crutch in the corner of the Europeans. Pricing, too, has taken a step forward, far less democratic than the trail philosophy. However, it remains below the average for Ducatis, Triumphs and BMWs with equivalent equipment levels. On the other hand, it will be hard to compete with the KTM Super Adventure, which is far more powerful, lighter and more distinctive.

M.B - manufacturer's media