Ratmick wrote:You might want to consider the Hornet and the CB1300 seeing you've got everything else in the genres of naked, sports-touring fully-faired big and small and crossover bikes like the VStrom and Versys
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One of the US Hornet guys bought the new 1250 Bandit and was more than impressed, it looks to be more than a match performance-wise for the ZRX1200. Alas it's not green, but hopefully it will prompt the marketing guys at Kawasaki to update the ZRX with an update to it's equipment and motor specs
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The FZ1N is a nice bike, a bit expensive
. The Versys is just plain ugly
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I am trying to avoid owning another Honda. I fear it will be short term if I did buy one. I seem to get bored with Honda at a faster rate than other bikes!
I quite like the look of the Versys. I have read one very favourable report on it too!!
Kawasaki's Verys is a joy, says Kevin Ash.
There are all sorts of bikes that would have been quicker on the varied, twisting and demanding roads of Provence that Kawasaki took us to for the presentation of the new Versys. Sadly, far too many riders judge a bike's desirability simply in those terms: speed, power, specification and the rest. But a more discerning soul stands not only to save many thousands of pounds by opting for this 649cc parallel twin; the chances are that the Kawasaki will provide a much more satisfactory ride anyway.
The refined throttle response means the bike does exactly what you want it to
If your biggest buzz comes mostly from arriving first, then fine, go for a big-capacity superbike or streetfighter, but don't expect to keep your licence for long with all that performance and attitude. But as a motorcycle that rewards you with its response, crispness, handling and overall feel, the Versys is disproportionately capable. If that sounds like an apology for lacklustre performance, it's not, as the motor's punch and the agile handling make this a very quick A-to-B weapon as well.
The engine is closely related to the unit that powers the ER-6, with revised cam timing and longer exhaust pipes designed to improve mid-range power at the expense of a few horses at the top of the range. It's a move that might frustrate some of the marketing men: while the ER-6 is beginner-biased, the Versys is aimed at more experienced riders, yet, counter-intuitively, its maximum power has been reduced. It's an intelligent decision, however, as the Versys is stronger where most riders use the engine most of the time, in the 3,000-6,000rpm rev range, 50-80mph on the road. Crucially, a lot of work went into refining the throttle response, ensuring it suffers none of the stutter or hesitation that annoys me on so many bikes, including the Aprilia Tuono Factory I rode only last week.
That's where much of the pleasure comes in riding the Versys: it responds exactly when and how you want, does what you ask and goes where you point it. These are simple aims, but if any one of them is found wanting, it can completely spoil a bike. Heel the Versys over into a corner on a closed throttle, hit the apex, turn the twistgrip and the motor pulls you out of the turn smoothly and powerfully. There is not a glitch or stammer to get in the way of enjoying the experience. The bubbling exhaust and inlet notes sound warm and muscular, the response is sharp without being sudden, and there's no irritating vibration, just a creamy, eager power delivery that shows how it should be done.
The gearbox assists by providing rapid, light and positive changes without the need to use the clutch when changing up, and often down again, which is a step forward for Kawasaki, whose 'boxes are often clunky at low revs. Indeed, the ER-6 is worse, although Kawasaki makes no claims for changes here.
Within some mostly minor budgetary limitations, the chassis design shows the same understanding of where the pleasure comes from riding a bike. The Versys turns quickly without being nervous, then sticks to its line accurately, with no sense of vagueness, wanting to tuck in or run wide. The suspension hints at choppiness occasionally, but the combination of longer-than-average travel with quite firm springs is more than a match for most types of road, and the overall sense of wieldiness is a joy. There is some facility to adjust the damping and spring preload, which, with patience, will no doubt improve it further, but for a bike at this price level it is exceptionally good. As with the engine, it does what you want, and does so with competence.
'There is intelligent design throughout, running deeper than expected'
Just one aspect falls below these high standards, and that's the brakes. The use of low-cost, floating-pin calipers shows as a wooden feel at the lever and a need to squeeze hard. ABS is available as a £400 option, and this is worth going for if you can, as - aside from the safety aspect - it also happens to feel sharper and more in tune with the rest of the bike's qualities.
The Versys is certainly a fun machine, then, but as the contrived composite name suggests, it's meant to be versatile, and it succeeds in this respect, too. In a day and a half, I spent about 10 hours in the saddle, and not once was I troubled by discomfort. The small screen is good enough for three-figure cruising speeds should you wish, although in its raised position it induces some helmet-buffeting turbulence - so leave it lowered. The rear subframe is stronger than the ER-6's, as the Versys is expected to be used for touring, possibly two up (pillion accommodation is roomy and comfortable) and with luggage (available as a purpose-made option from Kawasaki). With a 4.2-gallon fuel capacity and up to 50mpg capability, its range is sufficient for this role. I especially like the upright riding position, which is becoming increasingly popular - it's good for comfort and seeing the scenery or where you're going, and still lets you get on with committed sports riding. It is a shame, though, that the under-seat storage space is almost non-existent - it's unacceptable these days that you have nowhere to store a lock.
The Versys is unusual for a bike of this type in looking good, where, for example, Ducati's Multistrada and Suzuki's V-Strom don't quite manage it. The headlight is oddly shaped, but on the whole the bike manages to look lean and rangy without being awkward or plain odd.
Interestingly, the Versys appears to be a good bike to drop. That's not to be fatuous, but comes from observing the plastic covers over the most vulnerable parts, such as the radiator ends and lower frame castings. Plastic panels will be damaged before the fuel tank, which is a major cost saving, and the underbelly exhaust won't hit the ground in a spill either. Hopefully this will be reflected in lower insurance costs, as major damage incurred from simply falling at a standstill is too often an issue with modern bikes.
There is intelligent design throughout, running deeper than expected, and the consequence is simple pleasure. I suspect this will be a strong contender in a few bike-of-the-year awards, and rightly so.
