2021 Kawasaki Versys 650 ABS

[Admin]

2021 Kawasaki Versys 650 LT. (Jeff Allen/)

Ups

• Uber-tractable power delivery from the 649cc parallel-twin engine
• Well-balanced box-stock suspension settings with adjustability

Downs

• No significant changes since 2015 means the Versys has grown long in the tooth
• Clunky six-speed gearbox
• Abrupt on/off throttle response

Verdict

The Versys 650 is Team Green’s delivery of approachable and functional performance to the middleweight sport-touring segment, though a lack of recent updates shows its age.

2021 Kawasaki Versys 650 LT. (Jeff Allen/)

Overview

Originally introduced in 2009, the Versys 650 has been the middleweight staple of Kawasaki’s sport-touring lineup with approachable performance and user-friendliness. It’s powered by Team Green’s proven 649cc parallel-twin engine and paired with neutral handling, making it a motorcycle that riders of all skill levels can enjoy. And although it’s growing long in the tooth, it’s known for its simplicity and reliability.

Updates for 2021

There are no updates to the Versys 650 models for 2021.

Pricing and Variants

The 2021 Kawasaki Versys 650 ABS is available for $8,399. Team Green also offers the up-spec Versys LT for $9,299, which includes OE-equipped hand guards and 28-liter hard saddlebags for more functionality.

Competition

Main competitors of the Versys 650 include the Honda CB500X and Suzuki V-Strom 650.

2021 Kawasaki Versys 650 LT Dyno Chart. (Robert Martin Jr./)

Powertrain: Engine, Transmission, and Performance

The Versys 650 is powered by Kawasaki’s proven 649cc parallel-twin engine, known for its approachability and user-friendliness. The powerplant last received updates in 2015 to the ECU mapping and exhaust system, but has remained unchanged since.

Placed on the Cycle World dyno, the Versys 650 produced a modest peak 59.60 hp at 8,070 rpm and 41.55 pound-feet of torque at 7,210 rpm. While it may not be the most impressive figures, take note of the tabletop-like torque curve beginning around 2,000 rpm and the ultralinear power delivery before tapering off toward redline. The combination makes for a tractable, friendly engine on the road.

In our first ride review of the 2021 Versys 650 LT, we also noted, “The Versys is fantastically fun for spurts between lights, commuting on freeways, or rambling around on winding pavement. This engine can really stretch across third, fourth, and fifth gears; sixth is only rarely needed on the freeways.”

But that’s not without shortcomings. The six-speed gearbox is clunky and requires significant effort to shift, and the on/off throttle response is abrupt, which can be annoying at low speeds.

Handling

The Kawasaki Versys 650 is known for its well-balanced, neutral handling. Measured at 500 pounds fully fueled on the Cycle World scales, the Versys LT is known to be slightly top-heavy at low speeds, but holds great composure on the open roads. The telescopic fork is adjustable for preload and rebound damping, while the shock sees only preload adjustability. Still, we found dialed-in box-stock settings glide over pavement of all conditions in our testing.

Brakes

The Versys is brought to a halt by a pair of two-piston Nissin axial-mounted calipers clamping to 300mm discs up front and a single one-piston Nissin caliper and 250mm disc out back. Stopping power is adequate, but feel at the front lever could be improved for better understanding of applied brake pressure.

ABS comes standard on both models.

2021 Kawasaki Versys 650 LT. (Jeff Allen/)

Fuel Economy and Real-World MPG

Cycle World recorded an average of 42.5 mpg during testing. Pair that with the relatively large 5.5-gallon fuel tank, and trips of more than 200 miles are reasonable.

Ergonomics: Comfort and Utility

A wide, one-piece motocross-style handlebar offers great lever for an in-command riding position aboard the Versys. The seat is supportive and narrow between the legs, which lends itself to a more approachable feel of the CW-measured 33.2-inch seat height.

The windscreen is adjustable and offers great protection in its highest setting. The LT’s hand guards also provide some protection against the open air.

2021 Kawasaki Versys 650 LT. (Jeff Allen/)

Electronics

The 2021 Kawasaki Versys 650 lacks any sort of electronic rider-aid package, hold for the standard ABS system. It’s unsurprising considering the 2009 launch date of the model and only various updates incorporated to the 2015 machine, but it does lack compared to other modern-day competition.

Likewise, halogen lighting and an LCD/analog tachometer also feel outdated, but updates will surely drive up costs.

Warranty and Maintenance Coverage

The 2021 Kawasaki Versys 650 is covered by a 24-month, limited warranty. Additional coverage can be purchased via Kawasaki Protection Plus.

Quality

The Versys 650′s quality falls a step behind in terms of 2021 standards. The fitted equipment and overall build reflects the fact that the last significant update was made in 2015.

2021 Kawasaki Versys 650 LT. (Jeff Allen/)

2021 Kawasaki Versys 650 ABS/Versys 650 LT Claimed Specifications

MSRP:	$8,399/$9,299 (LT)
Engine:	649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl.
Bore x Stroke:	83.0 x 60.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	DFI w/ Keihin 38mm throttle bodies (2)
Clutch:	Wet, multiplate
Frame:	Double-pipe perimeter frame
Front Suspension:	41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel
Rear Suspension:	Single shock, preload adjustable; 5.7 in. travel
Front Brake:	Nissin 2-piston calipers w/ dual 300mm petal disc w/ ABS
Rear Brake:	Nissin 1-piston caliper w/ single 250mm petal disc w/ ABS
Tires, Front/Rear:	120/70-17 / 160/60-17
Rake/Trail:	25.0°/4.3 in.
Wheelbase:	55.7 in.
Ground Clearance:	6.7 in.
Seat Height:	33.1 in.
Fuel Capacity:	5.5 gal.
Wet Weight:	476 lb./496 lb. (LT)
Contact:	kawasaki.com

Cycle World Tested Specifications

Seat Height:	33.2 in.
Wet Weight:	500 lb. (LT)
Rear-Wheel Horsepower:	59.60 hp @ 8,070 rpm
Rear-Wheel Torque:	41.55 lb.-ft. @ 7,210

View the full article

[Throttled]

I had the first version and a mate has recently bought the latest. It is a great bike.

[Shepherd]

I have what I assume is the LT version (handguards/hard luggage and spotlights), and I absolutely love it!

Then again, I was previously on a Deauville.

 

The throttle is definitely on/off though. Quite jerky around town.

 

 

 

[Bender]

58 minutes ago, Shepherd said:

I have what I assume is the LT version (handguards/hard luggage and spotlights), and I absolutely love it!

Then again, I was previously on a Deauville.

 

The throttle is definitely on/off though. Quite jerky around town.

 

 

 

You can purchase solutions to binary throttle issue, it's a pretty well documented annoyance. 

[Throttled]

My Versys 1000 is even more on/off than the 650. It makes manoeuvres entertaining to say the least.

[Bender]

1 minute ago, Throttled said:

My Versys 1000 is even more on/off than the 650. It makes manoeuvres entertaining to say the least.

You never considered having a go at sorting that? 

[fullscreenaging]

1 hour ago, Throttled said:

My Versys 1000 is even more on/off than the 650. It makes manoeuvres entertaining to say the least.

 
Have you tried taking the slack out of the throttle?

I don’t seem to experience the on/off too much having done the above. I hate slack in the throttle and have taken it out of every bike I’ve owned. 
Another way to ride round the issue is to use the clutch to smooth it out. 
 

 

Edited September 1, 2021 by fullscreenaging

[Shepherd]

23 hours ago, Bender said:

You can purchase solutions to binary throttle issue, it's a pretty well documented annoyance. 

Thanks for that, off for a trawl of t'internet to find a cure. 

[Bender]

1 hour ago, Shepherd said:

Thanks for that, off for a trawl of t'internet to find a cure. 

Have a google of junction 33 developments 

[Throttled]

19 hours ago, Bender said:

You never considered having a go at sorting that? 

 

I know the local Kawasaki dealer well and he adjusted the throttle so it is at a minimum.

[Throttled]

18 hours ago, fullscreenaging said:

 
Have you tried taking the slack out of the throttle?

I don’t seem to experience the on/off too much having done the above. I hate slack in the throttle and have taken it out of every bike I’ve owned. 
Another way to ride round the issue is to use the clutch to smooth it out. 
 

 

 I do that, but especially with thick gloves on, I find it hard to do that. I am just not great at coordination and have never been on any bike that I find easy to slow speed manoeuvre. I suspect that to others that on/off surge would not be that noticeable, but to me, as a not very good slow speed rider, it is very obvious.

[Bender]

T'internet would suggest your not alone.