Review: 2025 Kawasaki Versys 1100 SE LT
The Kawasaki Versys has been one of the most underrated motorcycles since its inception. I remember swinging a leg over the Versys 650 back in the day, not thinking much of the little bike that didn’t seem to fit in any particular category at the time. Kawasaki called it a middleweight naked bike, which I suppose was the closest designation it could receive back then.
I loved that motorcycle. It was quick off the line, sporty in all the right ways, and had an upright sitting position that made it comfortable for everyday riding. People laughed when I told them it was one of my favorite motorcycles. I told them they didn’t know what they were missing.
The Versys has been around for nearly 20 years now and, as you might imagine, it’s seen its fair share of iterations. Kawasaki spent considerable effort improving and rethinking this little bike, even incorporating different engine platforms, all of which were shared with other models in Kawasaki’s lineup.
Today, the flagship Versys 1100 SE LT is what I consider a top contender in the “tall tourer” category—a class of motorcycles that blend sport, touring, and adventure into one incredibly comfortable, mile-munching machine.
Power, Power Everywhere
The Versys uses the same engine as the Ninja 1100 SX SE. It’s an in-line four that recently got a 3mm stroke increase, bumping its displacement to 1,099cc from the previous 1,043cc. This doesn’t seem like a big deal, but trust me, it is.
The upgrade delivers significantly more torque throughout the rev range, making the motorcycle effortless to launch, no matter the gear or rpm. Taking off from a dead stop in fourth gear? Possible. Passing a vehicle at 65 mph in sixth gear with just a twist of the throttle? No problem. The power is always there, ready when you need it.
Another key improvement is the 3% heavier flywheel, which makes the bike feel easier to ride in the lower rpm range. The Versys is less likely to stall, especially when it's loaded down with luggage and/or a passenger.
Kawasaki has also lengthened the fifth and sixth gears, making highway cruising more comfortable. The updated gearing reduces rpm by a whopping 7%, and we all know that lower rpm at cruising speed means less vibration at the footpegs, handlebar, and seat.
I’d almost call this bike a sleeper. Its aggressive styling hints at its potential, but only to those who recognize what they’re looking at. The Versys has long been one of the most underrated bikes on the market. With 133 horsepower lurking beneath the bodywork, it’s more than ready to surprise any unsuspecting street racer.
Oh, Shift
The new Versys comes with a big upgrade to the Kawasaki Quickshifter (KQS). Previous versions required reaching 2,500 rpm before the system would engage, but now that threshold has been lowered to 1,500 rpm—nearly where the engine idles at a stoplight.
At first, I thought this seemed a bit silly, but then I put it to the test. Riding around town with a “touring” mentality, I was able to short shift the engine from red light to red light. It was so smooth, I almost felt like I was riding an automatic motorcycle. In fact, I jokingly renamed it to the Kawasaki Lazy Shifter (KLS).
When the twisty canyon roads appeared, I tested the system in a completely different way. This time, with a bit more aggression, I twisted the throttle wide open and tapped up on the shifter. “TWWAAAH-RAAAH-RAAAH.”
It moved through the gears flawlessly, never skipping a beat. I was amazed that the same system that allowed me to shift with barely a thought in city traffic felt just as refined at full throttle. You do have to close the throttle to downshift, though, so your TT racer fantasies on public roads are slightly limited.
Really, my only gripe with the whole bike is the feel of the gear shift lever, which is vague and spongy. When shifting, my toe never truly feels the transmission slot into gear. With the extra play in the lever, I often found myself second-guessing whether it had engaged. More than once, I caught myself glancing at the dash just to confirm my gear selection. Personally, I prefer a more affirmative shift feel, but after 10 hours in the saddle, I mostly adapted to it.
That said, this is one of the smoothest-shifting bikes I’ve ever ridden, whether using the quickshifter or the clutch. And when you do use the clutch, which is cable-actuated, there’s no notchy or clunky feeling in the pull. Very well done, Kawasaki.
Weekend Baja Run
Comfort and safety were top priorities for Kawasaki when developing this bike, and it shows. I didn’t develop a single ache or hot spot over my test. Honestly, I wouldn’t change a thing—except maybe the bulky USB-C outlet on the left handlebar that takes up way too much space.
With all the electronics packed into this bike, it’s not just easy to ride, but also safe. The Versys comes equipped with ride modes, power modes, intelligent ABS, electronically controlled suspension, traction control, and a cornering management system. I’ll just scratch the surface here, but this is where the Kawi truly feels refined.
The Kawasaki Cornering Management Function (KCMF) continuously measures engine and chassis parameters, automatically modulating brake force and engine power throughout a turn to ensure smooth transitions. Systems like this can sometimes feel intrusive, but not on this bike. If it ever kicked in, I sure didn’t notice.
I also have to give Kawasaki credit for placing the cruise control buttons on the left handlebar. There’s nothing worse than trying to hold the throttle steady while awkwardly stretching your thumb to press buttons—or worse, reaching over with your left hand to do it. The locked-in speed display at the top of the TFT screen is another great example of Kawasaki’s attention to detail. Small, thoughtful touches like these make a real difference in the riding experience.
To put the Versys’ touring capabilities to the test, I rode from Los Angeles to the heart of the Baja wine country in Guadalupe, Mexico. The route stretched through city streets, busy highways, coastal roads, and winding mountain passes. Two days in the saddle didn’t faze me in the slightest. This is a bike I’d ride across the country and back at the drop of a hat with no modifications.
Tall Touring Comparison
The tall touring segment of motorcycles has been growing in recent years, despite stiff competition from “standard” adventure bikes. I’m glad to see it, because these machines are incredibly capable and versatile, yet they don’t always get the recognition they deserve.
Imagine a motorcycle that blends the best traits of multiple categories into one ultimate machine. It has the heart of a superbike with raw, aggressive power, but combines it with the upright comfort and adaptability of an ADV. It carves through corners with sportbike-like agility, soaks up rough roads with long-travel suspension, and devours miles like a dedicated tourer. With a spacious seat for two, built-in luggage options, and an impressive fuel range, this machine is just as ready for weekend getaways as it is for full-throttle sprints.
The Versys does face some stiff competition. The Ducati Multistrada and BMW S 1000 XR have set a high standard, and while the Versys may not match their level of sophistication, it’s certainly challenging the top contenders. Other Japanese rivals, like the Yamaha Tracer 9 GT and Suzuki GSX-S1000GX, come in at a more affordable price point, but they don’t quite offer the same refined features and tech as the Kawasaki.
The Versys 1100 SE LT strikes an excellent balance of features, performance, and legendary Japanese reliability. It’s a solid choice even with the high price tag, especially considering all the tech and comfort it brings to the table. If you're already scheming how to get one in your garage, you’re on the right track. I’m doing the same thing.
+gobs of power, super smooth quickshifter, very comfortable
-quite an investment, spongy shift lever
2025 Kawasaki Versys 1100 SE LT
Distributor: Kawasaki Motors
MSRP: $19,499
Engine: In-line 4, DOHC, liquid-cooled
Displacement: 1099cc
Power: 133hp @9,000rpm; 82.5lb-ft @7,600rpm
Transmission: 6-speed, return shift, wet multi-disc manual, assist and slipper clutch, chain final drive
Rake/Trail: 27°/4in
Weight (Wet): 571lbs
Seat Height: 33.1in
Fuel Capacity: 5.5gal
Fuel Consumption: 40-50 MPG
Fuel Grade: 91+ octane
Color: Metallic Graphite Gray/Metallic Diablo Black