KAWASAKI VERSYS 1000 S (2021 - on) Review

For demolishing miles the Versys S is excellent and with the screen (which is the accessory ‘larger’ item and is 90mm higher and 140mm wider than the stock one on the 2020 Versys) on its highest setting, riders over six-feet tall will feel little buffeting.

The seat is sumptuous, the hand guards help the heated grips do their stuff (annoyingly their power level isn’t shown on the dash) and there are few vibrations. However while not having the SE’s semi-active suspension will save you £1900, the S’s conventional items may leave you a little annoyed.

When you start to ride at a brisk pace, solo or two up, the S’s conventional shock lacks that support you get from the semi-active units varying their damping levels and is a bit of a disappointment.

There is a remote preload adjuster, which will get a workout should owners start to load the Kawasaki up, but it is the one time you miss semi-active suspension, which allows the preload to be altered while on the go at the push of a button.

There again, the forks are fine and the price difference between the SE and S easily buys a quality aftermarket shock to replace the Kawasaki unit.

The S’s motor is identical to the SE and that means you get four integrated rider modes (Road, Rain, Sport and one user-defined one) as standard alongside an up/down quickshifter.

A lovely smooth engine, it could be argued that the 1043cc inline four isn’t the most thrilling to use, but for touring it ticks every box and delivers economy figures in the high 40s mpg range.

In fact, it is such a smooth motor you never really feel the need to mute the Versys’ power, so while the new four rider modes are all very well and good to have, in reality you only need ‘Road’.

The up/down shifter’s action could be slicker, especially at lower revs, but it works well as the revs increase and the ABS and traction control are noticeable only by the fact they seldom make their presence felt, which is a good thing.

You shouldn't worry too much about Kawasaki Versys 1000 problems - it has been around for nine years now and is a solid machine with a proved track record of reliability.

The inline four motor has a service indicator on the dash (this arrived in 2019) to help remind you when it is time to get it looked at, which is helpful if you forget it is every 7500 miles. Owners report the finish is generally fairly high, although we don't have any reviews of this new bike.

Build quality on the Versys 1000 isn't the most modern-looking for 2021, but it's functional. Think of the Kawasaki as the value end of the scale of sports tourers.

Our Kawasaki Versys 1000 owners' reviews show nothing to concern you at this point.

When you consider the base model BMW S1000XR is £14,290, KTM 1290 Super Duke GT is £17,249 and Ducati Multistrada V4S is £15,495, the new higher spec Versys S still represents good value for money at £12,999 in stock trim or £14,699 in fully-loaded GT as tested here.

The KTM Super Duke GT is essentially a standard Super Duke with a taller screen and slightly more upright riding position, but it's a real animal to ride when you turn the wick up and its LC8 V-twin engine is infinitely more characterful than the four-pot in the Kawasaki.

And the Ducati Multistrada V4 is in another league altogether - as it should be for the price - with its intoxicating Italian V4 power and sportsbike-esque handling, despite being tall, upright and comfy over distance.

In its new S guise the Versys isn’t now left lacking in terms of spec (aside from its disappointing dash) and if you do want a bit of extra bling, spend £1900 more to gain the SE with its Skyhook semi-active suspension.

It remains the best value 17-inch wheel adventure bike on the market, however the gap has closed a bit due to the upgrade and the S is £1699 more than the outgoing Versys 1000 model, which is quite a hike.

Twin test: Kawasaki Versys 1000 S vs BMW S1000XR

One of the main rivals to the Kawasaki Versys 1000 S is the BMW S1000XR. The BMW is a chunk of change more expensive than the thrifty Kawasaki, but is also arguably the bike to beat in the world of road-biased, sporty adventurers. We took both machines around the UK’s toughest test route, the MCN 250 to see which would come out on top.

Seeing as this comparison is focused quite heavily on price, we should probably start by addressing the elephant in the room. Is the Kawasaki’s £12,999 price tag cheap in the first place?

In the adventure bike market it could certainly be argued that it is because despite upping the price by almost £1700 in its transition from base Versys to Versys S, the Kawasaki still sits very much at the value end of the ladder when you take into account its spec.

To get anything similar from BMW you need the £16,225 XR TE, Ducati’s Multistrada V4 will set you back £15,495 and a KTM 1290 Super Duke GT is £17,249 (although it has a few extra bells and whistles). So in this context, let’s say it is a reasonable price, even more so at £139.58 per month on PCP (Feb 2021).

In the cold light of day, it is very hard to argue against the Versys as being the better value bike and the one more suited to its role as an adventure tourer, especially two-up.

The XR is fun and delivers a proper sporty ride but in base trim it lacks so many of the bits that modern motorcyclists expect and that means inevitably you will end up with the TE, which is another whack of cash whereas with the Versys you can buy the S and be happy (although most still opt for the fully-loaded GT model).

If you are moving from a sportsbike the Versys will feel like a downgrade. Not only it is heavier than the XR, it is bulkier with a taller screen, squishier seat, softer suspension and more relaxed motor that lacks the BMW’s free-revving nature (all traits that make it a far better machine than the BMW when it comes to covering miles).

If, however, you still have that lust for a sportsbike but your wrists are telling you the days of clip-ons are behind you, the XR doesn’t feel like you have traded running shoes for carpet slippers. Its firmer ride, more compact position and noisy and a bit vibey motor give it real spirit at the expense of creature comforts.

Which is the better value? You can have a stock Versys S for £3226 less than an XR TE and the only things you will be lacking is semi-active suspension (which you can have on the SE), hill start and keyless ignition. So if you are happy with these compromises, at 46mpg that gives you 27,480 miles of fuel already paid for, which will get you to Cape Town and back!

The S is effectively an SE with its Showa semi-active suspension replaced by conventionally-damped units.

That said, compared to the outgoing Versys you now get heated grips, cornering lights, an up/down quickshifter, four integrated rider modes that link to the traction control system (it only had two non-linked power modes before) and a TFT dash with smartphone connectivity built in to go with the cruise control and angle-sensitive ABS and traction control that the old bike had.

In terms of Kawasaki Versys 1000 specs, it is hard to think of anything that it is missing aside from possibly hill start control and active cruise control. The dash, however, is a touch disappointing in comparison to rival units as it is mainly black and white (the background colour can be changed) with only small bits (the N for neutral or a bit of background) actually colour.

Base model Kawasaki Versys 1000 launched for 2022

In 2021 Kawasaki released an entry-level Versys for 2022. Joining the S (£13,099) and and SE (£14,999) models, the Kawasaki Versys 1000 price is £10,399 for a standard version and it won’t have cornering lights, TFT screen or the integrated riding modes of its siblings.

The standard machine does offer the accessory option to add an up/down quick shifter, large windscreen, heated grips and hand guards plus the accessory pannier and top case luggage options common to the other machines in the 2022 Versys 1000 range.