Motorcygal
Although equipped with dual power and traction controls, our columnist didn’t feel confident or ‘ at one’ with this machine
Our seasoned two- wheel columnist Marissa Baecker rides a rarity — a bike that just never felt quite right for her.
Versys is a combined word made from ‘ versatile’ and ‘ system,’ and that is what Kawasaki intended the Versys 1000 to be. Perhaps a new category of motorcycle is being birthed with the ‘ crossover’ — a combination of enduro, sport, touring and adventure. A model in a class of its own that can’t seem to decide where or what it wants to be. As for me, I am also in the no man’s land trying to decide whether or not I like it.
A new introduction in 2012, the 1000 is the sibling of the 650, giving the bike that extra bit of power for rapidly changing terrain, pulling out of hairpin turns and making ascents over high mountain passes.
Similar to other manufacturers, the Versys 1000 offers dual power and traction control with three settings — a feature that is also available with the 2012 Ninja ZX- 14R and similar to its competitors from Ducati and BMW. By changing the various power modes and matching them with a traction control option, riders can enjoy a track day to advance their sport riding techniques on non- slippery surfaces, or load up some optional panniers and a top case at dawn, set the traction control to ‘ 3’ and work on their skills on unstable surfaces.
In addition, the combination of engine speed, full or milder throttle response, matched with the appropriate torque and riders have eight combinations to choose from.
KYB 43- mm inverted front forks are the next generation and lighter than the conventional predecessors. Paired with a longer travel suspension in the rear, they offer the rider a less than conventional landscape.
ABS brakes are standard and should be on a bike that has this many options — dual semi- floating 300- mm pedal disc with dual opposed four- piston caliper brakes in the front and single 250- mm pedal disc single- piston caliper brakes in the rear.
Intrigued yet? I was.
Motorcycle manufacturers have a tendency to draw riders in with cleverly crafted designs combined with eye catching colours with fancy names. The Versys 1000 boasts metallic magnesium grey, but to me it looked like some type of army camo colour. Not particularly attractive. ‘ Buy a car not a colour’ is used frequently in the automotive industry, but if the colour doesn’t grab you, how likely are you to drop your hard earned dollars? If you spend the money, you want what you want.
As I sat in the 84.5- centimetre- high saddle, the ride felt like a standard sport ride with a slightly longer reach to the bars, perhaps making room for the additional few litres of fuel offered in the 21- litre ( slightly larger than average) tank. Curb weight is 239 kg.
An average wheelbase and 120/ 70 and 180/ 55 tires was not especially out of the ordinary either, yet when I pulled away and began riding, I felt off balance.
As I rode down the highway, something just wasn’t quite right.
I continued riding rather cautiously; apprehensive that at any given moment, something was going to go wrong. But with a brand new bike, how could that be? A flood of ‘ what- ifs’ filled my head and as much as I awaited the arrival of impending doom – nothing happened.
What was the problem? The truth was simple. Nothing. There was nothing technically wrong with the bike yet for the first time, I felt unnatural riding a two- wheeler.
An hour into my ride, my apprehensive anticipation subsided and I ventured onto more challenging road. A mountain ( well okay, maybe a large hill) with switchback curves was next, yet I still didn’t feel confident or ‘ one with the bike.’
The power during the ride was consistent and the gauges provided plenty of information with a digital display offering speed, trip, fuel consumption, fuel levels. Paired with an analog tach with a redline that starts at 10,000 rpm, you have room to explore the six- speed transmission.
When I returned the bike, I was asked what I thought and I didn’t have an answer. “I honestly don’t know,” was my polite reply.
I canvassed other journalists and while no single thing stood out in our online discussions, the popular topic was the engine – a four- stroke, DOHC, four- valves per cylinder, in- line four with 1043 C. C.
Comparable category bikes from the competition more often than not offer twin engines. Triumph models offer in- line three- cylinder engines, but the Kawasaki ( perhaps why they market it as a versatile system) is an in- line four- cylinder and not typical.
It is quite possible that my present skill level did not afford me the opportunity to fully appreciate the design of this bike. After all, Kawasaki is the only manufacturer that has made a super sport bike that I absolutely love and can fit ( the ZX6R), but at the same time, I have ridden many manufacturers’ models and this is the first time I had this type of experience.
MSRP is $ 13,499 with a one- year warranty and extended warranty options.