The Versys 1100 SE with increased displacement and electronic suspension has matured to reach new heights as a touring bike.

Kawasaki Versys 1100 SE… 2.09 million yen (Kawasaki Care Model, released April 12, 2025)

We compared the old and new models without any genuine accessories installed. We can see that the color and graphics are different, and the engine paint color has also changed. The 2024 model was priced at 2,046,000 yen (including Kawasaki Care), so the 2025 model is only 44,000 yen more expensive.

Adventure tourers (the genre is called differently depending on the manufacturer, such as sports tourers or sports crossovers) with 17-inch wheels front and rear that are not designed for riding on unpaved roads are a fiercely competitive field worldwide. Its direct rivals include the Yamaha Tracer 9 GT+ Y-AMT and Suzuki GSX-S1000GX, and we have summarized the differences between them below.

The 1100 engine combines elegance and excitement

The Versys 1000 is an adventure tourer that was announced in November 2011 as a higher-end version of the Versys (650), which was popular in Europe and the United States, and went on sale the following year in 2012. It attracted attention as the first in this category to be equipped with an inline-four engine, and was quickly replaced with a second-generation model in 2015. The third-generation model was released in 2019, and was added to the official Japanese lineup for the first time in February of the same year. Both the first and second generations were re-imported through Bright, and I have test-ridden the first-generation model with its vertical twin headlights. When it comes to adventure bikes, twin-cylinder engines, such as BMW’s GS series, have been the norm, but the Versys 1000’s inline-four engine is silky and has a high-quality torque build-up, making it feel more approachable than twin-cylinder engines.

The Versys 1100 SE that I test rode this time is a model that has increased its displacement by 55cc while retaining the styling of the third generation. The Ninja 1000SX series, which is equipped with a similar engine, also became 1100 at the same time, but while the Ninja’s maximum output was slightly reduced from 141PS to 136PS, the Versys’ power was significantly increased from 120PS to 135PS. This is apparently aimed at providing more leeway in the high rev range when driving on the autobahn in Europe, the main market for the bike.

The Versys is 24kg heavier than the Ninja 1100SX (STD), and the test vehicle was fully equipped with panniers and a top case, but the new engine’s torque is so strong even at low rpm that you wouldn’t even notice. I mostly used the middle Road mode during the test ride, with full power, the second-highest traction control, and the standard electronic suspension. The pulsating sensation transmitted to the body is silky, just as it was in the 1000 era, and perhaps due to the thick urethane seat, the vibrations seem even more muted than on the Ninja 1100SX. While exhibiting this refinement, the Versys becomes noticeably more powerful above 6000 rpm, and the exhaust note develops into a more gutsy sounding quality. According to the developers, no special sound tuning was done. However, perhaps due to the excellent wind protection, the exhaust note reaches the ears more easily, making it feel more exciting than the Ninja 1100SX. This duality of the Versys is something I highly praise.

The minimum usable speed of the KQS (Kawasaki Quick Shifter) has been lowered from 2500 rpm to 1500 rpm, which has been a huge benefit. Even when riding slowly in traffic jams, you can now shift gears without operating the clutch lever, which should significantly reduce fatigue when riding on a touring trip.

Easy-to-handle handling that can be described as the pinnacle of ease

The handling of the Versys 1100 SE can be described without fear of being misunderstood as “easy.” Fully equipped with pannier cases and a top case, it looks so bulky that even beginners riding large bikes might be put off. However, once you engage the clutch and start riding, it responds with the same nimbleness as an 800cc class bike.

The wheelbase is long at 1520mm, so the cornering power is moderate, but the 17-inch wheels front and rear make steering as natural as a big naked bike, so even if you switch from another on-road bike, there will be very little discomfort. The wheel travel is 150mm in the front and 152mm in the rear, which is only slightly longer than the Ninja 1100SX’s 120mm/141mm, but the semi-active suspension keeps the body from pitching too much. And yet, on rough mountain roads, it absorbs shocks like the cat’s feet of a French car, so you can ride easily and without worry.

This easy-to-handle maneuverability is likely intended to allow passengers riding tandem and fully loaded to handle winding roads without excessive action. In addition, the Versys 1100 SE is equipped with KCMF (Kawasaki Cornering Management Function), which comprehensively controls engine power and braking effectiveness, so even if you apply the front brake hard while cornering, the bike will naturally slow down without suddenly rising up. There is no sense of intrusiveness, and it does not interfere with the enjoyment of sports riding. KCMF itself has been used since the previous model, and it is one system that should receive more attention.

The smartphone connectivity function, Rideology, installed in the meter is a high-end model that supports voice commands via a headset. However, since the meter itself is a previous generation type that has been used since the 2019 model, it cannot display turn-by-turn navigation like the latest Z900 SE. Although it is a very convenient function even now, considering that the Tracer 9 GT+ Y-AMT and GSX-S1000GX can display the map itself, it can be said to be a significant disadvantage.

Suzuki, which released the GSX-S1000GX last year, explained that crossover types, separate from the standard adventure bikes to which the V-Strom 1050 belongs, were gaining popularity, particularly in Europe, and this was the catalyst for the development of the bike. In other words, what was needed was a “two-wheeled SUV,” and there are many benefits to not being designed for riding on unpaved roads, such as being able to lower the seat height. Kawasaki established its originality by bringing the inline-four engine Versys into the mix.

While there are some areas where the specs and equipment are a step behind the rivals mentioned above, my honest impression is that the Versys 1100 SE is by no means inferior in terms of basic performance as a touring bike. As an aside, Kawasaki Motors’ European distributor, KME, has signed an official supplier contract with ASO, the organizer of cycle road racing, for three years from this year until 2027. The Versys 1100 will be supplied to a total of 22 international road races, including the Tour de France, one of the world’s three major sporting events, so its majestic form is sure to be on full display on television. Kawasaki previously signed similar contracts with the 1000GTR and 1400GTR, and the Versys 1100 will be the third model following those, which is quite an honor.

Riding position and foot reach (175cm/68kg)