Kawasaki hasn't gone full revolu-
tion with the new Versys motor, but
the upgrade in capacity is significant.
Punched out from 1043cc to the same
1099cc that resides in the Ninja 1100
SX, the new motor gets a 3mm longer stroke,
redesigned intake funnels that are 1.7 inches
longer, narrower intake ports, milder cam profiles
with less lift and lighter Keihin throttle bodies that
have the same 38mm diameter as before. Addi
-
tionally, a heavier flywheel contributes to smooth-
er power delivery at low rpm.
In your right hand now resides 133 horsepower
at 9000 rpm, up from 120 horsepower in the 2024
Versys 1000, and 82.5 lb-ft of torque at 7600 rpm,
but it depends on the riding mode. For that, you
have Sport, Road, Rain or Rider, the latter being a
fully manual setting that lets you set the power
mode of Low or Full, plus the electronic
suspension settings and traction control.
Low power mode gives you 75 per
-
cent of the available 133 horsepower
but delivers it in a more metered re-
sponse, while Full power mode will give you the
full horsepower whack.
On the road, the Kawasaki engine is smooth
as silk. The initial throttle response in Full power
mode can be a touch abrupt, but not as bad as
some of the competition, like the three-cylinder
Yamaha Tracer 9 GT. Once underway, however,
there are acres of beefy torque from 2000-7000
rpm. It pulls like a tractor, even allowing dead
stop fourth gear rides away from stop signs
while on test in Baja California, Mexico.
Kawasaki has done exceptionally well to isolate
the vibrations from the 1099cc inline four-cylinder.
Classy styling tweaks
retain the Versys'
main aesthetic but
freshen it up a touch.
P90
RIDE REVIEW I 2025 KAWASAKI VERSYS 1100 SE LT
