First ride: 2015 Kawasaki Versys 1000

Let's start off by posing a question: are 200hp race-derived superbikes really necessary for the road? They may be if you are taking them frequently to the track, but let's face it, the majority of them will never see the track. And if you are in that majority then 17-inch front wheel dual-sport bikes could be for you.

Models such as the Ducati Multistrada, BMW S 1000 XR, Aprilia Caponord and Kawasaki Versys produce the same power superbikes did a few years ago, offer super-comfortable riding positions and have the ability to negotiate smooth dirt roads.

Kawasaki’s predecessor to this current Versys had the basics of a good dual-sport motorcycle, but did miss out on a few ticks of approval. The front-end was flighty on acceleration and lacked adequate feel, and it also had a face only a mother could love.

The 2015 model has addressed both these issues with updated and more modern styling, which brings it into line with the current generation Kawasakis, and it also has an upgraded front-end.

The engineers have fitted a 43mm fully adjustable forks that now feature 30 per cent less rebound and compression damping, 20mm longer fork outer tubes for increased rigidity and revised spring rates. All this has been done in an attempt to stabilise the front-end and increase the feel for the rider.

Once in the twisties, the front-end feel is superb and much improved over its predecessor. The wide handlebar makes tip-in fast and direct, while the new forks soak up any mid-corner inconsistencies with poise. At a claimed curb weight of 250kg it's no lightweight and with it being somewhat top heavy it does have the tendency to drop into the corner as lean angle is increased. It doesn’t do it in an unpredictable way and front end feel isn’t compromised, so once accustomed to this trait it's soon forgotten.     

The rear of the motorcycle makes use of a horizontal back-link rear monoshock unit. The rear shock is adjustable for rebound damping and also features a remote preload adjuster for quick changes to suit two-up riding or luggage. Both the rear and front are sprung quite soft, making the ride relaxing and smooth, but importantly not too soft that it hinders the handling of the motorcycle. Once on the dirt, larger and unexpected divots are handled effectively, front-wheel deflections are minimal and the Versys remains stable.        

Powering the Versys is the same stellar 1043cc, liquid-cooled in-line four-cylinder that is also housed in the current Ninja 1000 and Z1000. The Versys version of this powerplant has had power reduced, but by no means has this had a detrimental effect on this mill. It still does posses the vibes at certain revs that the other two models have, but the Versys has the least vibration out of all three – maybe due to the extra cushiony seat.

The updated Versys has had power boosted by 2hp to a healthy 120hp at 9000rpm. Maximum torque remains the same at 102Nm, however it now comes in 200rpm earlier (7500rpm compared to 7700rpm). The extra ponies and earlier torque come from the addition of two new air intake passages, upgraded injectors, new ignition coils and revised ignition timing.

Twist the throttle and there is an abundance of smooth turbine-like power regardless of where you are in the rev range. The engine pulls strongly down low; before a meaty mid-power surge takes over that very few four-cylinder motorcycles can match. It may not have the high-end rush of the Z1000 or Ninja 1000, but its mid-range is sure on par and the intake induction is intoxicating.

There are two engine maps that can be changed on the fly: ‘Full Power’ mode and ‘Low Power’ mode. Full Power mode is pretty self-explanatory, while Low Power mode restricts power to approximately 75-80 per cent of Full. Throttle response doesn’t change and because you still get 80 per cent of full power there is not a lot to be felt between the modes – until you venture near the rev-limiter. The connection between the throttle and engine is accurate and on-off throttle is gentle.    

If the roads start to become greasy or you decide to venture onto the dirt, there is a three-stage traction control system fitted that is shared across all the Kawasaki range – including the ZX-10R. On dry roads, level-one was the pick; it was unobtrusive in its nature and allowed power wheelies out of corners with no sudden cuts in power.

On the dirt, level one allowed a little too much slip for our liking, while level two was the perfect balance between allowing you to show off and helping prevent almost certain disaster. Level three’s intervention is too high for the dirt, but made itself useful when the roads became very wet.     

The six-speed gearbox is silky-smooth both up and down through the gears. The Versys has also had its slipper clutch upgraded to a race-derived back-torque limiting unit. While the previous Versys did have a slipper clutch, this new one offers more slip and keeps the motorcycle more stable under fast and harsh down changes. Clutch lever pull is light and neutral is a cinch to find at a stop.

The front brakes have had their size increased to 310mm (up from 300) and are gripped by four-piston calipers. The rear-braking package remains the same with a 250mm disc clamped by a single-piston caliper. Initial bite is smooth, while offering enough feel to modulate how much stopping power you want. If things get a little out of control the Versys is equipped with an anti-lock braking system. This system cannot be turned off.

In terms of comfort, the Versys is a winner. The large rider seat is sculpted well and offers enough padding for long days in the saddle. The pillion seat mimics the rider's seat qualities and with large grab handles insures there won’t be much complaining coming from behind. The reach to the handlebar is placed suitably and is high enough to allow stand-up riding without bending down. Legroom is spacious and at 182cm I didn’t feel cramped. The wide seat does accentuate the 840mm seat height, which may make it a bit of a reach for the shorter riders.

The adjustable front windscreen now offers 75mm (previously 30mm) of adjustment and in its top position offers good wind protection. There are no tools needed to adjust, but the knobs are on the front making it near impossible to do on the fly. Why?

The new pannier mounting system situates the optional panniers closer to the motorcycle's centreline and the cleaner design keeps the rear clutter free when they are removed. A centrestand is now standard allowing the rider to carry out basic maintenance with ease.

The dash is a carry-over part and features a large analogue-tacho and multi-function LCD screen. Available to the rider is a speedo, fuel gauge, remaining range, fuel consumption and external air temperature. There is a gear indicator as an option, but in my opinion should be standard. 

Some options include LED fog lamps, grip warmers, hand guards and a 40W DC socket. Connected to the engine is a more powerful generator that ensures sufficient generating capacity at idling speeds for your electronic accessories.  

The 2015 Versys is only available in orange and priced at $15,999 plus on roads. It offers quite good bang-for-ya-buck when you compare it to its euro-counterparts.

If you are coming to the realisation that maybe you don’t need a full-blown superbike then I highly suggest giving a dual-sport motorcycle a go. You can go just as fast as a superbike on the road, arrive at the destination in more comfort and explore off the beaten track. They really are the epitome of the everyday motorcycle.

PERFORMANCE
Claimed maximum power: 120hp (88kW) at 9000rpm
Claimed maximum torque: 102Nm at 7500rpm
Economy: 5.6 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin-tube, aluminium
Front suspension: 43mm upside-down fork, adjustable rebound and preload, 150mm travel
Rear suspension: Horizontal back-link monoshock, rebound and preload adjustable, 150mm travel
Front brakes: Dual 310mm discs with four-piston calipers
Rear brake: Single 250mm disc with single-piston caliper
Tyres: Bridgestone Battlax T30 – 120/70-17 front, 180/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed curb weight: 250kg
Rake: 27 degrees
Trail: 106mm
Seat height: 840mm
Wheelbase: 1520mm
Fuel capacity: 21 litres

OTHER STUFF
Price: $15,999
Colours: Orange
Bike supplied by: Kawasaki Australia, www.kawasaki.com.au
Warranty: 24 months, unlimited kilometres