Motorcycle specifications KawasakiVERSYS 1000 2024 A combination of circumstances

Well, well.... It seems that the absence of the 1000 Versys (without S or SE) was clearly noticed in Kawa's 2021 range. It had slipped away to leave the field clear for the S. It would seem that the public took umbrage, as the big trail bike returned in 2022 in this simplified version. But it's no less interesting, because it retains the essentials. Its niche is to offer a large SUV at an affordable price - with, incidentally, a few euros less since the 2020 Taro.

In the absence of a big tourer from Kawasaki, it's the trail-GT that occupies the role of long-distance traveler. Far from being an exception. You'd almost think it was a fad, until it became almost the norm. KTM, Triumph, Suzuki, Ducati (to name but a few) charter this type of motorcycle to set off on the long haul. As the abundance of technology has also taken up residence in Akashi, the Versys 1000 has been given a whole host of improvements and a new look.

Long gone are the days when Versys had the face of a minion returning from a vacation in Chernobyl. Redesigned in 2015 with hints of H2, the trail bike takes this experimentation a step further, adding bits of Ninja 400 and 636. With a more mature air, chubby shoulders and a loaded jaw to replace the mandibles, it would seem that the time has come to assert a deferential stature. Kawa has taken the opportunity to revise the hoof, add a few pieces of trim to the rear to make it a little more plush, modify the shape of the indicators... and impose some strange hatches on the sides.

This is where the additional lanterns for the SE version's bend lighting are fitted. But instead of offering specific panels, the manufacturer persists in the same challenge as for the H2 SX (only the H2 SX SE is available here), plugging the slots with covers that spoil the design. If these spaces were as big as a tangerine, we'd ignore them - but here, the integration is as good as scotch tape on porcelain.
Let's not pay them any more attention. We won't see them on the road, and the new cladding combined with a modified windscreen should improve on-board protection; although it's now only 65 mm adjustable, 10 mm less than before.

if Kawa wanted to give its trail tourer a new face, it seems more satisfied with its technical design. From the frame to the wheels and the engine, many elements have been carried over from the previous version. Not all, however, as some items have been brought up to date. Ride-by-wire control now includes cruise control. The injection system has been reworked to offer a little more consistency at normal engine speeds. That's all from the engine side. The 1043 cm3 4-cylinder engine from the Z 1000 still delivers 120 hp at 9,000 rpm and 10.4 mkg of torque at 7,500 rpm. It's not keen to join the battle of the sector's behemoths, boasting 30 to 40 hp more. Exhalation benefits from a new profile for the manifold pipes, a new 3-way catalytic converter and a reworked muffler. Not so much smaller, but sharper. Quite velvety, releasing rather than exploding its power, the block will be unaffected by the bike's extra 3 kilos.

There are also few changes to the chassis, apart from a recalibrated suspension set-up for better shock absorption. The 43 mm upside-down fork and 150 mm monoshock should provide greater comfort. Oops, back to the front. This is where we see the change. The brake calipers become radial and monobloc, and will be assisted by a more powerful ABS. We'll see about that in the next chapter. Let's take a look at the cockpit for a moment, before delving into the electronic innards of the 1000 Versys III, where most of the changes are to be found.

Voiiiilla! It's like being on the handlebars. The brake chamber is now sport-type. A 12V socket finally comes as standard. The instrumentation comes straight from the H2, offering a more illustrious look. The commodos have been changed, and are much better furnished, heralding the arrival of new assistances.
Cruise control, as mentioned earlier, and with the presence of a Bosch I.M.U., the big Versys can now boast the KCMF cornering monitoring system. It supervises KIBS, the intelligent anti-lock braking system inherited from the H2 and ZX-10R.
There's also 3-mode KTRC traction control, ABS, two power modes, and an optional shifter. LED lighting throughout.

constant monitoring can save you a lot of surprises. You almost forget the little things that make everyday life easier. It's not a new feature, but it's always appreciated when you have a big bag to carry along that you never know where to put. There's still no cardan shaft, so the presence of a center stand makes sense for greasing the chain. No little lugs for bungee cords, but a discreet and efficient system for anchoring suitcases.

Does the Versys 1000 want to go off-road, or is it still a road bike? With 17-inch wheels and Bridgestone T31 rubber, there's no doubt about its orientation. If Kawa had wanted to create an illusion, we'd have found an A41 and a 19-inch front wheel. No, this machine is perfectly in tune with its crossover vocation. For its third chapter, it has borrowed a whole host of technologies from the most tactical models in the catalog. But the standard version is only entitled to a few of them, in order to maintain an attack price while preserving the essentials. As with the H2 SX, the big Versys only reveals the full extent of its virtues in the SE version. With semi-active suspension, reinforced electronics, standard shifter, cornering lights, increased comfort and European-style pricing. The S version is an intermediate choice, especially for those who don't place much importance on electronic suspension.

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