2025-on Kawasaki Ninja 1100SX SE review: accomplished sports tourer, bigger engine with more grunt!

As far as chassis upgrades goes, the Ninja 1100SX SE is exactly the same as the Ninja 1000SX. The standard model will ride largely the same as before, but the SE’s new Brembo calipers and Öhlins rear shock change things slightly. It behaves itself perfectly through every type of corner, but any refinement in braking power and feel doesn’t jump out at you, although the Kawasaki always scrubs off the speed you need.

A 10mm bigger rear disc helps keep a steady ship, too. It’s no surprise the uprated shock improves ride quality, adjustment range and grip. It’s a useful upgrade for sporty riders. But if your trips include a variety of motorways, twisties, wet and dry roads, two-up jaunts and luggage, electronic suspension (as fitted to Kawasaki’s own Versys 1100) would’ve been more useful.

The Kawasaki also sits on ‘OE-spec’ Bridgestone S23 tyres that work far better in warm conditions than cold. Grip, ride quality and confidence will all be improved by fitting replacement sports or sports touring rubber.

Just like the ’25 Versys 1100 we recently tested, the SX ‘s inline four-cylinder motor is reworked to meet Euro5+ regs and boost real-world grunt. Capacity rises from 1043cc to 1099cc, thanks to a 3mm longer stroke, cams are milder, intake port profiles reworked and the flywheel is heavier.

Despite the mods there’s less power and revs to play with up top (from 140bhp@10,000rpm to 134bhp@9000rpm), but Kawasaki claims more oomph at low revs and an extra 1lb-ft of torque. You’d need to ride the old 1000 against the new 1100 to feel any real difference through the revs. It never lacked power, flexibility or drama before and it still doesn’t, although engine braking and throttle pick-up can be choppy at low speed.

New internal gear ratios for fifth and sixth are now ‘longer’ to bring down cruising revs. Kawasaki claims 50mpg, which would give a theoretical 209-mile range from the SX’s unchanged 19-litre fuel tank. The old Ninja 1000SX averaged 47mpg in MCN tests. We only rode minimal motorway miles on the new SX, but its reworked motor is more relaxed and the standard-issue (non-radar) cruise control, brought over from the old 1000 continues to work well.

Kawasaki have also reworked the up/down quickshifter, so it operates at just 1500rpm, 1000rpm lower than before. Heavier handlebar ends, rubber dampers in the heel plates and lead weights fitted in the footrests, all help cut down on engine vibes reaching the rider and pillion.

Not only is the Kawasaki Ninja 1100SX well finished out of the box, it’s built to stand the test of time. MCN’s online owners’ reviews of the previous-generation Ninja 1000 are impeccable when it comes to reliability and dealer service.

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The Kawasaki Ninja 1100SX is available in base spec (£12,249) or this all-singing SE trim (£13,999) and it has just one traditional sports touring rival: Suzuki's GSX-S1000GT. It costs £12,899 or £13,999 for the pannier-equipped GT+ model, but in tests we’ve found it slightly less refined.

You could also consider the sporty, but more touring-focussed BMW R1250RS, which starts at £13,140 and £15,340 for the higher spec SE model. The uber-popular £11,116 Yamaha Tracer 9, £13,216 Tracer 9GT and MCN Award-winning, fully-loaded £15,016 Yamaha Tracer 9 GT+ is the modern day take on the sports tourer, but its ‘tall-rounder’ design makes it more of a competitor to Kawasaki’s own Versys 1100.

Kawasaki’s Rideology app that links to the colour TFT dash via Bluetooth is now voice activated and a there’s a new USB-C charging port tacked (literally) on to the left bar. As before the SX is well equipped with lean sensitive ABS and traction control, riding modes, an up/down quickshifter and cruise control.

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It still has a four-position mechanically adjustable screen that slips through the air quieter than any tall-rounder or adventure bike. The standard SX comes in black and the SE in black, or green. The Kawasaki also sits on ‘OE-spec’ Bridgestone S23 tyres that work far better in warm conditions than cold. Grip, ride quality and confidence will all be improved by fitting replacement sports or sports touring rubber.

A staple of many of Kawasaki’s other models, the SX is now available as a higher-spec SE variant. It costs £1750 and for that you get an Öhlins S46 shock adjustable for preload, via an adjuster knob and rebound damping. It’s also fitted with four-piston radial Brembo M4.32 calipers, braided steel lines and a Brembo master cylinder that hooks up with the existing cornering ABS system.

You also get three-stage heated grips that are some of the hottest in the business. The new designer chassis components give the SX a more luxurious feel, on top of what is a beautifully built machine with a deep paint finish.

Both the standard and SE models will be available in base trim and three up-spec options. The ‘Performance’ option comes with a tank pad, single seat cover, Akrapovic exhaust can, frame protectors, scratchproof dash film and tinted screen. The Tourer has a pair of 28-litre panniers with inner bags, tank pad, bigger screen, a 12v power socket and phone mount kit. The Performance Tourer is a smorgasbord of both.