If you thought the Versys 1000 was the sports tourer that topped the category, the Versys 1100 S will blow you away
Are you a beer drinker? I am, and I once edited a beer magazine. Now stay with me for a moment. How do you feel about the explosion of craft brewing around the world? I used to think it was great; it opened up a whole new world of flavour.
Gradually over the years, however, I have found myself returning to the products of the big breweries. Fortunately, I don’t live in the US, where the major brewers turn out mainly sugar-derived rubbish. There and in Canada I guess I would drink Molson; here in Australia I often reach for CUB’s Victoria Bitter or Tooheys New. The reason is very simple. While craft beers might be exciting, innovative and yada yada, they almost always lack the depth of quality and polish that’s offered by the good old standards.
Which brings me to the Versys 1100 S I recently collected from Kawasaki. This is a polished sports tourer in the established and highly developed form. It is not a gravel bike, although earlier and smaller Versys models did make concessions to adventure riding, it’s true. On the other hand, this bike provides just about everything we expect from a large Japanese model, plus some outstandingly effective technology. And it provides more: namely, a welcome feeling of familiarity.
When I climbed aboard, I knew where everything was, I knew how it was going to work and feel and I knew that I could rely on it.
As well, this bike just drips quality.
The special, long-wearing Kawasaki paint is beautiful and deep, the black engine treatment looks permanent, the instruments are predictably laid out and everything (except the USB-C socket, which looks like a wobbly afterthought) looks right in a classy kinda way.
The righthand switch block is totally uncluttered, while the left features only vital controls. Even the fog light switch (fog lights and luggage are standard) is on the facia, not the switch block. There’s a Bosch as well as a USB C power socket. Farther back, the panniers are convenient and easy to use, although they have an odd rear that robs space. The top box is huge but not entirely out of scale with what is, after all, a big bike. Accessories fitted to this test bike for me included the tank pad, panniers and top box with fitting kits, as well as the lowered seat. Prices of these are very reasonable.
As you’d expect, the 1099cc, inline four-cylinder engine, with its added capacity, fires up straight away and settles into an easy idle. The gearbox is terrific, and the wide torque range means you’re not changing gear more than necessary.
Turn in is very predictable and easy, although it becomes a little too enthusiastic at very low revs.
I liked the seat very much. Kawasaki had fitted the accessory low seat, which I found welcome even with my long inseam – I’m 180cm. At about 4000rpm you can feel a surprising amount of fine vibration if you touch the hand shields, but it doesn’t make it through to the hand grips. The quickshifter seems fine, but I’m not a fan of these things, so don’t take my word for it.
Range from the 21-litre tank should be more than 400km as, like many modern bikes the Versys has a fuel gauge that is seriously pessimistic, so I kept fuelling up at 300km when it showed near empty, although the tank only took 16 litres. The fairing and adjustable windscreen are outstanding and offer protection not only to head and torso but also the sides of the body, helped by the side air passages.
All-LED lighting includes very clever cornering lights, which do not involve motors to move the main lights but simply a panel of lights that lights your way into a corner.
The instruments include a full colour TFT screen, the assist and slipper clutch is terrific and suspension is not really terribly long travel, but it’s fine for potholes and mild gravel. Yes, I did take the Versys out on some dry dirt and gravel back roads, and as expected the limits were set by the tyres. No complaint about the brakes on any surface though.
One strange exception to the comprehensive standard equipment is a tyre monitoring system. When I mentioned this at Kawasaki, my friendly contact thought they might add it to the accessory range. Check if they have – and fit it if they do. You can see from the list of the included accessories that pricing is very reasonable.
The S model has the second highest level of equipment in the range.
Going down the range, the cheaper Versys 1100 lacks a few bits and pieces. While going up, one major thing the SE has over this S is Skyhook suspension, along with a bluetooth chip that offers smartphone connectivity and voice actuation for several functions. Not that it matters because we don’t get the SE here in Australia.
But our S model does not lack electronic goodies. It has Electronic Cruise Control, Kawasaki Traction Control (KTRC), Kawasaki Electronic Control Suspension (KECS), Power Modes, Kawasaki Cornering Management Function (KCMF), Kawasaki Quick Shifter (KQS), IMU-Enhanced Chassis Orientation Awareness, Integrated Riding Modes, and of course ABS.
If you think you know quality and value, put down that glass of VB and take a look at the Versys 1100 S. I know you won’t be disappointed.
PROS – The build is dripping with quality, excellent fit and finish, long-wearing paint, well-thought-out ergonomics.
CONS – Minor (but noticeable) vibration at 4000rpm, particularly on the hand shields, lacks a built-in tire pressure monitor.
Versys accessories fitted to this bike
Check these MSRPs! That’s excellent value for high-quality accessories, folks. And the luggage is keyed together.
Tank pad: $105.10
KQR 28L pannier set: $294
KQR 28L pannier fitting kit: $205.67
KQR 47L top box base plate: $125.99
KQR 47L top box: $399.99
Ergo-fit reduced reach seat: $577.78
The Competition
Yamaha Tracer 9 GT
Liquid-cooled, 4-stroke, DOHC, 3-cylinder $27,599
Honda NT1100
Liquid-cooled, 4-stroke, DOHC, 2-cylinder $23,640
Suzuki V-Strom 1050DE
Liquid-cooled, 4-stroke, DOHC, 2-cylinder $21,990
SPECIFICATIONS
ENGINE
Capacity: 1099cc
Type: 4-stroke, liquid-cooled, in-line four -cylinder, DOHC, 16 valves
Bore x Stroke: 77mm x 59mm
Compression Ratio 11.8:1
Transmission: 6-speed, multi-disc clutch
Final drive: Chain
Power: 99.0kW (132.7hp) @ 9000rpm Torque: 112.0Nm @ 7600rpm
ELECTRONICS
Digital ignition, fuel injection: 38mm throttle bodies
CHASSIS
Frame: Twin tube, aluminium
Rake: 27°
Trail: 106mm
SUSPENSION
Front: 43mm inverted fork with rebound damping (right-side) and spring preload adjustability
Rear: Horizontal back-link, gas-charged rear shock with rebound damping and remote spring preload adjustability
WHEELS & BRAKES
Wheel travel: 150mm front, 152mm rear
Tyres: Front 120/70ZR17M/C (58W). Rear 180/55ZR17M/C (73W)
Brakes: Front, dual semi-floating 310mm discs, radial-mount, monobloc, 4-piston calipers. Rear, 260mm disc, single-piston
DIMENSIONS
Wheelbase: 1520mm
Ground clearance: 150mm
Seat height: 840mm
Curb weight: 257kg
Fuel capacity: 21L
BUSINESS END
Price: $21,499 plus ORC
CONTACT
