FEATURE - 2021 KAWASAKI VERSYS 1000 S - JUST BIKES

FEATURE - 2021 Kawasaki Versys 1000 S

Words: Phil Suriano

Photos: Kawasaki Australia

Any motorcycle that has the tagline of “Any Road, Any Time” is attractive to me, so I was intrigued when information on the new-for-2021 Kawasaki Versys 1000 S landed in my inbox.

FEATURE - 2021 Kawasaki Versys 1000 S — 2021 Kawasaki Versys 1000 S

Given that Kawasaki have so many high-profile models in their catalogue – I’m talking the Ninja 1000SX, Z900RS and the mighty supercharged H2 – models like the Versys can slip through the cracks and I must admit I wasn’t really knowledgeable on this model. But I took a closer look at the Versys 1000 S and found it’s got a lot of appeal, especially for riders like me who enjoy eating up the miles and have a sporty bent to their riding.

Evolution

The Versys started as something of an adventure tourer, but in its near-decade on the market, it has evolved into a street-specific, litre-class sports tourer. The Versys family has expanded, too, with the addition of 650cc (Versys 650L) and 300cc (Versys-X 300) models, both of which are LAMS approved.

The introduction of the 1000 S for 2021 marks the latest evolution of the Versys family and is a step up from the Versys 1000. It carries the same engine and cycle parts as that model, but also adds most of the tech from the higher-spec Versys 1000 SE, which has been updated for 2021 but is currently unavailable in Australia.

So what’s the difference between the 1000 S and 1000 SE? Virtually nothing, to be honest. The only major technical change is that the S version does away with the KECS (Kawasaki Electronically Controlled Suspension Technology) that featured on the SE, instead featuring manually-adjustable suspension. Losing the KECS semi-active suspension drops 2kg from the overall weight, too.

So, is the Versys 1000 S any less of a bike for not having KECS? At $19,999 (+ORCs), it’s certainly less expensive than the 1000 SE - by a substantial $2,500. For touring riders like myself, that’s a major consideration. Given the choice between a touring bike with all the bells and whistles, and a lesser-spec bike that leaves me with $2,500 to spend on the tour itself, I’ll choose the latter every time.

High Spec

From the factory, the Versys 1000 S is a more than capable touring machine.

Starting with the 1043cc four-cylinder engine, it gets everything that the same powerplant in the 1000 SE does. The liquid-cooled, DOHC, 16-valve inline four delivers maximum power of 88.2kW at 9,000rpm and maximum torque of 102Nm at 7,500rpm – unchanged from the 1000 SE.

An assist and slipper clutch for the six-speed transmission is standard, as is Kawasaki’s ‘KQS’ up-and-down quickshifter.

There are selectable riding modes, of course, covering ‘Road,’ ‘Sport’ and ‘Rain,’ all of which are pretty self-explanatory. There’s also a ‘Rider’ mode that allows throttle response and rider intervention aids to be adjusted independently.

Separate to the riding modes are two power modes – ‘Full Power’ and ‘Low Power’ – that have a common power output at low rpm, but the latter limits maximum power to around 75 per cent of what is delivered in Full Power. Designed for use in greasy conditions and on unsealed roads, Low Power offers a milder throttle response, too.

Beyond this, there are a whole bunch of acronyms to get your head around with the Versys 1000 S, but the main ones are KCMF, KIBS and KTRC.

At the heart of all three is a Bosch IMU (Internal Measurement Unit) that reads all the bike’s engine and chassis performance characteristics in real time to help the rider assistance and safety systems judge the level of necessary intervention.

KCMF – Kawasaki Cornering Management Function – uses proprietary dynamic modelling to examine changes in multiple parameters. In English, it means that KCMF essentially sets the level of KIBS and KTRC intervention when cornering, modulating engine output and braking force to make the transition between the two smoother, so riders can follow their intended line through a corner without major throttle or brake adjustments.

KIBS - Kawasaki Intelligent Brake System - is ABS in normal speak and has already been applied to the Ninja H2 and Ninja ZX-10R, but on the Versys 1000 S, KIBS has been modified to suit the tourer’s performance and longer-travel suspension. The system acts on the dual 310mm semi-floating front discs with 4-piston radial calipers and 250mm rear disc with a single-piston caliper.

KTRC – Kawasaki Traction Control – is self-explanatory, designed to offer what Kawasaki says is confidence reassuring stability. There are three modes of KTRC, with the first offering minimal intervention, the second balancing riding stability with acceleration, and the third prioritizing riding stability. For riders who aren’t a fan of traction control, KTRC can be disengaged.

Finally, as the Versys 1000 S is a tourer, cruise control is a must, and the big Kawasaki has it in electronic form thanks to the standard electronic throttle valves. Selection is via the left-hand switchgear, with simple up and down adjustability.

Made for Comfort

When it comes to tourers, all the tech in the world counts for nothing if the bike isn’t comfortable to spend long hours on, so Kawasaki have ensured the ergonomics on the Versys 1000 S make touring a delight.

Key to this is the Comfort Seat that uses thicker urethane cushioning to deliver the sort of saddle comfort you need when touring. While standard seat height is 840mm, an optional lower seat drops this by 20mm, but the compromise is reduced padding.

The pillion gets the same Comfort Seat as the rider, with their comfort further enhanced by the bike’s compact muffler design that also allows for less obtrusive fitment of accessory panniers.

The aforementioned slipper clutch, quickshifter and cruise control play their part in the rider comfort equation, too, while the wide handlebar spread delivers a relaxed arm position as well as enhancing low-speed manoeuvrability.

Also contributing to rider comfort is the standard windscreen, which offers 40mm of tool-less adjustability and features a central vent that can be opened to reduce negative pressure impacting the cockpit area. A revised upper cowling design, wider fairing and standard handguards reduce the effect of wind and the elements while on the road, too.

Suspension on the Versys 1000 S is made up of 43mm Showa SFF forks with rebound and preload adjustability, with the same adjustability on the Showa BFRC horizontal back-link monoshock. As already mentioned, adjustability is manual, as the 1000 S foregoes the electronic semi-active suspension on the 1000 SE. Travel is listed at 150mm on the front end and 152mm at the rear.

I must point out that all this is on the Versys 1000 S spec sheet and I’ve yet to put any of these claims to the test (that’s a hint, Kawasaki), but given my past experience riding the green machines, what’s said in the press release tends to be backed up by what’s delivered on the road.

High Tech

As well as all the aforementioned equipment, the Versys 1000 S features LED lighting all round, from the headlights to the tail light, the distinctive front cornering lights and even the number plate light.

The instrument cluster looks the goods, particularly the full colour TFT LCD screen. Alongside this is an analogue tacho, while this bike’s high spec level is reflected in a frankly bewildering array of warning lights. It seems like overkill, as some information is repeated on both displays, but I’ll reserve judgement on this until I take the Versys 1000 S for a ride (that’s another hint, Kawasaki!).

One feature that isn’t overkill is an embedded Bluetooth chip that allows riders to connect their smartphone to the bike via ‘Rideology The App’. Once connected, bike information can be accessed remotely via phone, as well as route and riding data, fuel level and remaining range, average speed, lean angles and more. Kawasaki dealers can program service reminders for owners via the app, too.

With aftermarket navigation devices in mind, a DC socket is standard, fitted on the dash panel and able to provide up to 40W power.

Another, less obvious demonstration of this bike’s tech is in the paint finish. Kawasaki call it Highly Durable paint and it features a special coating that absorbs impacts and allows minor scratches to self-repair. How “minor” these minor scratches need to be in order to be repairable is unknown, but Kawasaki do say that the typical damage encountered around the rider cockpit area, like scratches from keys and zips, will not self-repair.

Applied to the fuel tank, side covers and upper cowls, Highly Durable paint is also said to be wear resistant.

Tour as Is or Upgrade for More

While the Versys 1000 S is ready to tour out of the crate, there are accessories available to take the touring experience even further.

These include heated grips, GPS mounts, frame and axle sliders, tank pads, fog lamps and a full luggage set comprising 28-litre hard panniers, removable pannier liners and a 47-litre top box that can take two full-face helmets.

Overseas markets offer some of this gear in package form, identified by ‘Tourer,’ ‘Tourer+,’ and ‘Grand Tourer’ labels, but for now, Australian customers get one version of the Versys 1000 S and extras need to be purchased individually, but I’m sure most Kawasaki outlets will cut you a deal if you buy extras in bulk.

List pricing of $19,999 for the Versys 1000 S is good value against sport touring rivals like the Ducati Multistrada, BMW S 1000 XR and MV Agusta’s Turismo Veloce, but arguably less so when compared to the Triumph Tiger Sport or Suzuki V-Strom 1000 XT.

With its high spec level and that competitive pricing, I would expect the 2021 Kawasaki Versys 1000 S to be a popular model, so if you’re looking for a new ride and your preference is for the green machines, give this one a look.

Specifications – 2021 Kawasaki Versys 1000 S

ENGINE

TYPE: DOHC, 16-valve, 4-stroke inline four

DISPLACEMENT: 1043cc

BORE x STROKE: 77 x 56mm

COMPRESSION RATIO: 10.3:1

ENGINE START: Electric

IGNITION: Digital

INDUCTION: EFi, 38mm x 4

COOLING: Liquid

MAX POWER: 88.2kW @ 9,000rpm

MAX TORQUE: 102.0Nm @ 7,500rpm