First impression: Kawasaki Versys 1100 SE

When Kawasaki launched the Versys 1000 in 2012, it was an odd one out in every respect, but since its first metamorphosis three years later, Kawasaki’s powerhouse has emerged as a touring bike par excellence. For model year 2025, Kawasaki has upgraded the versatile tourer to the Versys 1100, thoroughly addressing the weaknesses of its predecessor.

First impression: Kawasaki Versys 1100 SE

Three hundred and forty-two point seven – 342.7 – kilometers is indicated by the trip meter on the TFT color display when we have arrived back at the hotel after a truly fantastic route under the smoke of the Pyrenees.

A route that really had everything, ranging from a large stretch of highway – although forced because lead driver Francesca had pushed back, but still – with speeds of between 150 and 180 km/h (and with a personal top speed of 212 km/h) , to riding with the traffic through villages and – most importantly – very cool mountain roads whose quality varied from super wide and super tight to super narrow and super bumpy.

Almost all aspects were discussed in order to form the best possible picture of the Versys 1100 SE, the most luxurious variant of the Versys 1100 (which is also available as a standard and S model) of which we have the technical had missed the presentation the evening before because after a 4-hour delay and with the luggage already on board, budget airline Vueling decided to cancel our flight to Barcelona and a new flight had to be arranged on the spot, but that’s besides the point.

An extensive test will discuss the technical story and background of the Versys 1100, but before then we would like to share our driving impressions with you. And we can be brief about this: compared to the Versys 1000, which we pitted against the GSX-S1000GX earlier this year, the differences are small, but what has changed has had a huge impact on the whole.

Kawasaki has increased the engine capacity from 1,043cc to 1,099cc by increasing the stroke length by 3mm, which we expected the Versys 1100 to be even stronger from the bottom up. The longer the stroke, the stronger the torque at the bottom and in the middle range, the shorter the stroke, the higher the speed and the greater the power at the top.

Not so (or better said: not completely) with the Versys 1100, which has become significantly stronger, especially in the midrange and also somewhat at the top, making it seem as if it has lost something at the bottom. A direct comparison between 1000 and 1100 should provide an answer to that, but based on our feeling we think that it only seems that way and that it is therefore just as strong at the bottom as 1000.

That stronger midrange makes the Versys feel a lot fresher and fruitier. More frivolous, sportier, more active, whatever you want to call it. From 4,000 rpm the Versys 1100 feels wonderfully strong, adding some extra fuel to the fire around 7,000 rpm.

Its strongest plus compared to its predecessor, however, is the up/down quickshifter, which on the Versys 1000 was so dramatically bad at the bottom (and about which we have continuously complained) that Kawasaki came up with the answer that the quickshifter is only at the top. the 3,000 rpm could be used and recommended simply shifting using the clutch below that speed.

That is a thing of the past with the Versys 1100 SE. We don’t know exactly what Kawasaki did (we missed the presentation and were therefore unable to ask that question), but it was a golden move. The new quickshifter works perfectly in all situations: at low speeds, at high speeds, at full throttle or at part load and when shifting up and down.

And that for a price tag that is only slightly higher than the Versys 1000 SE, which sold for € 18,499. Available from December, an extensive test will follow soon.

– Thanks for information from Motorfreaks.

Recent Articles

Related Stories