Versys x300

Could less really be more? We are just starting to believe that idiom, at least when it comes to the Kawasaki Versys-X With the Versys-Xthe long distance comfort is there in spades, we just want more off-road performance.

This little Kawi is really impressive on the highway. It will accelerate from 80 to 95 to pass, but that is when the needle on the tach is bouncing into the red zone at 12, and 13, rpm. In the twisties, it also shines with its low weight making it easy to flick back and forth and its high-revving engine putting out good power from the mid to top-end.

We also like that it has real adventure bike range, estimated to be well over miles. We had no problem strapping on all our gear with a set of Givi Gravel-T soft bags for a few days of adventure riding. Low weight, low seat height, and smooth power make it more manageable and, dare we say, fun to ride off-road, where heavier, bigger machines would slide off the trail because of their overall girth.

First off, we already bolted up a skid plate from Ricochet Off-Road because the two-into-one exhaust routes directly under the frame. Our first gripe is how little travel there is. The fork has 5. The fork blows through the stroke much faster and more often than the shock does — there is a surprising amount of comfort out back. If anything, we might be looking at getting some better springs and valving for the fork that will optimise what little fork travel there is.

versys x300

The stock rubber street pegs are near useless off-road and will be replaced with some pegs with a lot more bite. We are going to look for one that is a bit higher and more squishy.

KAWASAKI VERSYS-X 300 (2017 - on) Review

Power-wise, the twin is very mild off the bottom and lacking that torquey hit that small singles have. We are going to look into how we can get more excitement and punch in the bottom-end without messing with the mid and top end power that makes this bike so good on the highway. And, feel free to let us know what you would like to see on this bike by leaving a comment below.

With his sights set on doing what he loved for a living, Sean left college with a BA in Journalism and dirt bike in his truck. After five years at a dirt-only motorcycle magazine shooting, testing, writing, editing, and a little off-road racing, he has switched gears to bigger bikes and longer adventures.

Two wheels and adventure is all he needs.

2021 Kawasaki Versys®-X 300 ABS

I think Cogent is working on suspension improvements for the VX I ride mine pretty aggressively and I love it. AwesomeI just got that skid plate. The bike is going to be a true do it all bike. Cant wait to see the finished bike.When equipped, California evaporative emissions equipment adds approximately 2. Always wear a helmet, eye protection and proper apparel. Never ride under the influence of drugs or alcohol. Non U. Equipment illustrated and specifications may vary to meet individual markets.

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2018 Kawasaki Versys-X 300: Project Bike Intro

Maximum Torque. Fuel System.

2017 Kawasaki Versys-X 300 Review - MC Commute

Final Drive. Front Tire. Rear Tire. Front Brakes. Rear Brakes. Frame Type.

versys x300

Overall Length. Overall Width. Overall Height. Ground Clearance. Seat Height. Curb Weight. Fuel Capacity.Kawasaki has always marketed their Versys-X conservatively as a street bike designed to handle light off-road terrain. That may be what the engineers had in mind, but after getting some seat time on the stock machine, we began to realize there was a lot more potential.

For years, ADV enthusiasts have been calling for a lighter, simpler, economical adventure bike that is capable off-road and smooth on the highway. Despite its potential, there are several limitations that hold it back from being the versatile do-it-all ADV Bike it could be. The goal of this build was to outfit the Versys-X for long-range off-road travel, with improvements in off-road performance, carrying capacity, and protection.

Nothing too extreme that would take it out of its design envelope — just address a few of its weaknesses, enhance its strengths, and make a nice step forward in off-road capability. We are pretty excited with how it turned out. Check out what went into the build below.

We also provide a full build sheet for the bike, including pricing for each part:. Our first order of business was to give the Versys-X some proper protection for the trail. There are also no stock hand guards to protect levers and the stock mirrors are not up for the hard knocks of off-road riding. Coverage is good for both the exhaust, oil filter and sump. And with its durable anodized black finish, it stays looking good after riding through rock gardens. It also works with or without a centerstand.

It helps protect against those common tip overs and low-side falls on the trail — a good investment to avoid damaging the fragile plastic fairing or the radiator. GIVI crash bars feature a durable black powder coat finish and come with plastic sliders to help keep your bars looking scratch free. The stock mirrors on the Versys-X look more at home on a Ninja than a real adventure bike, so we put on a set of the tried and tested DoubleTake breakaway mirrors.

But we wanted something real sturdy to keep from being stranded on the trail with broken levers. There was ample room to fit all of our handlebar controls and enough coverage to provide some good wind protection for our hands on the highway. With just 5. A little more low-end power and some better grip from the tires were other performance improvements we wanted to make for the trail. With front end bottoming being the biggest problem holding the Versys-X back on the trail, increasing suspension travel was a big priority.

More travel would allow us to ride at increased speeds without blowing through the suspension and give us more ground clearance as well.

They were already making lowering kits and suspension upgrades for the Versys-Xbut had never tried extending the suspension travel. Next we worked with Cogent to develop an all-new Monotube shock for the Versys-X to replace the harsh ride of the stock shock. The replacement shock Cogent engineered offers approximately one inch of extra suspension travel, improved damping, along with preload and damping adjustability.

Cogent was able to achieve this without using a piggyback or remote reservoir, so the cost is more reasonable and there are no fitment issues to deal with.This amount is perfectly acceptable as the motorcycle has a wet weight of only lbs. The Versys-X features a low seat height paired with a high front cowling and windshield to keep the rider as close to the center of gravity as possible while also eliminating wind noise and buffeting at highway speeds.

As well, optional handguards help keep your hands warm, and a Kawasaki quick mount system is installed on the rear, allowing for your own saddlebacks or Kawasaki hard saddlebags to be installed. From Kawasaki. Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates.

This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever feel when operating the clutch. When excessive engine braking occurs — as a result of quick downshifts or an accidental downshift — the slipper cam comes into play, forcing the clutch hub and operating plate apart.

versys x300

This relieves pressure on the clutch plates to reduce back-torque and helps prevent the rear tire from hopping and skidding.

This race-style function is particularly useful when sport or track riding. Dual Throttle Valves. Late-model sport bikes often use large-bore throttle bodies to generate high levels of power. However, with large diameter throttles, when a rider suddenly opens the throttle, the unrestricted torque response can be strong. Dual throttle valve technology was designed to tame engine response while contributing to performance. On models with dual throttle valves, there are two throttle valves per cylinder: in addition to the main valves, which are physically linked to the throttle grip and controlled by the rider, a second set of valves, opened and closed by the ECU, precisely regulates intake airflow to ensure a natural, linear response.

With the air passing through the throttle bodies becoming smoother, combustion efficiency is improved and power is increased. Economical Riding Indicator. Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel.

The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed i. Further, keeping fuel consumption low also helps minimize negative impact on the environment. Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure releasing and reapplying pressure so that traction can be regained until normal operation resumes.

ABS offers rider reassurance that contributes to greater riding enjoyment. Proper fit is key for rider comfort and control.

versys x300

However, the ideal fit varies from rider to rider, depending on their physical dimensions and riding style. Various points of the chassis interface the handlebar, footpegs and seat, etc.

This enables a wide range of riders to find a riding position that offers both comfort and control. Feeling at one with their machine, they will be able to experience how Kawasaki machines are fun and rewarding to ride.

The faster it goes, the more Simon likes it.It can tour, commute, and even take on some light off-road. The riding position is roomy, the clocks - with analogue rev counter - are neat and you've actually got some power to play with. You can cruise comfortably at 80mph and can even increase that to 90mph with no real issues. The seat is too hard, which is probably due to Kawasaki making the padding thin to lower the seat height. The handling is a pleasant surprise, too.

The fairly average Trail Winner tyres are the only limiting factor, but they cope well enough. This is a bit of a departure from the Versys tradition of cast 17in front and rear wheels and is the reason the gets an X after its name.

Why the change? Kawasaki wanted to give the Versys some light off-road ability, not only to please the Far Eastern market but also to tempt UK riders who may fancy attacking the odd green lane. The Versys is surprisingly good off-road. The tall riding position allows you to stand up and you can get your weight over the 19in front wheel, which boosts confidence. The Versys-X uses the same cc parallel twin motor as the Ninja and Z although it has been made Euro4-compliant through new fuel mapping and a bigger catand houses it in a pleasingly large frame.

Kawasaki claim can cover over miles thanks to 66mpg and a litre tank, too. Compared to the Ninjathe Versys has a three-teeth larger rear sprocket 46 teeth with the same internal gearbox ratios. On the Versys-X this makes the bike really revvy and at 60mph the parallel twin is buzzing away at over rpm.

And it is a shame as the rest of the bike is really good. This, in turn would result in a failure of the rear light, meaning a risk to safety. Check with you local Kawasaki dealer to make sure yours has been done.

Despite out-pricing it's main rivals of the BMW G GS and Suzuki V-Strom at its inception inthe Versys offers a better package than the competition and won our initial group test at the time - helping to justify its price tag. Also, once you begin to spec-up the GS, the prices become very similar. The part-digital clocks show a huge tank range — leaving you to just sit back and enjoy the ride. The hand guards and attractive big-bike bodywork provides decent wind protection.

Read what they have to say and what they like and dislike about the bike below. Buying experience: good deal from kawasaki bournmouth. Valve adjustments should be longer apart. Senter stand should be standard equipment on this style bike. Rear rack is favorit, like the farring and wind deflector glass shield.

Want steal crash bar protection for farring and metal skid plate.The world of modern adventure-touring motorcycles is expanding. What started decades ago as an odd mash-up of street and off-road capability has grown into a category that overshadows almost every other—and of course the expansion has been in more ways than one. To get a feel for this awesomely accessible end of the adventure class we took these two machines for a long loop around Southern California.

We tackled fast-flowing freeways, choppy back roads, city streets, and single-track trails to see how these two competitors have defined their segment. The Versys-X uses the same engine that graced the Ninjaand its sportbike heritage is evidenced by the 12,rpm redline. Power is linear but not particularly abundant, which may help explain why Kawasaki geared the bike so low.

Dial it back to 60 mph and the bike feels less frenzied, gets better gas mileage mids versus mids at 75 mphand leaves you with a bit more roll-on power to use for passing. If you intend to stack miles on your mini ADVthe Honda is a more suitable touring partner. Besides having entirely different characters, the biggest difference between these two engines is the feedback you get from the clutch lever.

Like most ADVs these two bantamweights offer truly versatile and agreeable ergonomics. Both bikes have upright riding positions that are terrific for commuting or riding all day, and they each offer plenty of weather protection.

The handlebar feels a touch wider on the Honda, and rests a little closer to your lap. Wide handlebars offer leverage, while a few accessories and modifications see caption further the abilities of these bikes to keep exploring once the pavement ends.

Also evident is its firmer suspension, which is much less likely to bottom, and its stronger engine, which is content to chug along at a couple-thousand rpm. The tapered handlebar that rests so comfortably above your knees while seated on the freeway is a little too pulled back to be ideal while standing on the pegs off road, but rolling the bar forward in the handlebar clamps is a stopgap fix.

These little machines are pretty spartan. The Kawasaki uses a big analog tachometer and digital speedometer; both are nice and easy to read, and the gear position indicator is prominent. The dash is a slightly fancier LCD arrangement that shows all of the same data in a tidier manner and, apart from catching glare in certain angles of bright sunlight, is much more modern.

Aside from the cockpits, it has more quirks than features that we noticed on each bike. It can be a handy feature for new riders, but considering the insanely short gearing on the Versys it can also be annoying for veterans. And we learned a lot. No full-face helmet storage here, but the bags are a nice shape and the single clasp is wide and sturdy.

It also takes tools to remove them. The factory heated grips on the CBX are an excellent option, but the user interface is maddening. A tap of the button on the left grip turns them on, and a tiny green LED blinks to let you know the juice is flowing.

Three blinks means level three, two for level two, and a single blink for level one, which would make sense except that first of all the light is beneath where you have to put your thumb to turn them on. Not to mention when the bike is in motion you have to stare at the grip long enough to count LED blinks to make sure the setting is appropriate. Yes, we could have stopped every time we wanted to adjust the grips, but how about a red LED for hot, yellow for medium, and green for low?

The crashbar for the Versys seems like a good investment if you think you might tip over, and a gaggle of options for LED fog lights that would throw more light and leave more cash in your wallet. The Honda luggage also gets a yes vote. Avoid the Versys-X bags, and if you want fog lights or heated grips, just check the aftermarket offerings first. The pricing for these two is pretty simple, if you avoid the accessories.

With any luck the future in this category is more growth, not with more displacement in the engines but more options and features to recognize small adventure as real adventure. Sign up here to receive our newsletters.The Versys is legitimate, long-haul hardware capable of crossing continents alongside your Multistrada-mounted buddies. Most aging dirt bike riders are drawn to the adventure riding concept, but not at the cost of selling off everything and going all in.

The barriers to entry, however, are tumbling down this year. All are based on some other model in the line. The Versys-X version is upscaled in every way. The suspension is longer, although still not especially impressive at under 6 inches. The Versys has a inch rear wheel and a 19 in front, which lends itself to a wide selection in tires. The Versys gets a decent-sized fixed windscreen, a small luggage rack and a 5. At the heart of both bikes is a double-overhead-cam, twin-cylinder motor with a 12,rpm redline.

The real news here is the price. You could own a current motocross bike, a two-stroke enduro bike and the Versys for less than the price of a well-equipped BMW RGS. It might, however, be the most powerful cc street bike you can buy. Somewhere long after the Honda Rally signs off, the Kawasaki just starts to get going. Stay with it a little longer and you get your reward. The Kawi actually moves out if you rev the living daylights out of it.

The Kawasaki is the horsepower king of the small-displacement street-legal group until you start talking about the much more expensive KTM and Husky dual-sport bikes. Every stoplight is followed by a full-moto start and a drag-race-worthy run through the gears. Kawasaki gave the Versys a fairly simple version of a slipper clutch, which reduces engine braking.

The clutch itself has a very light pull but a slightly abrupt engagement. When you routinely rev a bike to this level, it seems like it could drain a tank quickly. You can still go a long way on the 5. The riding position is a little more upright, and standing on the pegs is more natural. The bars are high and the footpegs have a little grip if you remove the rubber inserts. The seat, on the other hand, is very low, so the transition from sitting to standing is like an especially painful Pilates exercise.

The suspension is very basic. Kawasaki clearly wanted to keep the seat height low on this bike to appeal to smaller riders.

That means you sacrifice ground clearance as well as suspension. In a fall-over, the fairing might take some damage, but the pipe has a decent guard. Long ago Kawasaki learned something that other manufacturers seem slow to realize—a sturdy luggage rack is incredibly valuable.

The Versys has a burly steel luggage rack that acts to protect various parts of the bike in a fall and is a great platform for accessories. Kawasaki has its own line of bags, and there are more on the way from others. Kawasaki also has options like a center stand, handguards, crash bars and stuff. All the adventure bike manufacturers figured out long ago that everyone likes add-on goodies. Kawasaki put real effort into this bike, and it deserves a higher place in the motorcycle hierarchy than other bikes in this price range.

And at this price, you can do it without giving up anything else in your garage.


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