For those of us able to look past the styling of the original Kawasaki Versys 650, what we saw was an incredibly well rounded motorcycle with a lot of capabilities. And now, with a complete facelift and other upgrades, the 2015 Versys 650 LT has arrived, looking much more attractive than before. Even better, I had the chance to ride this Kawasaki in Sicily, during its world press introduction. The big news: In addition to the standard Kawasaki Versys 650 ABS model ($7,999), there is also this LT version, which is equipped with standard handguards and a pair of 28-liter color-matched saddlebags that utilize the same key as the ignition. Changes to both models include a new subframe that accommodates the saddlebags and an optional 47-liter top case (both of which can be fit to the standard model). The footpeg location has been altered on both machines (15mm lower, 20mm forward) for improved comfort. Other changes include a larger windscreen with tool-less adjusters (there’s 2.4 in. of vertical adjustment), and completely updated styling. A fully adjustable Showa SFF fork and KYB shock with a remote preload adjuster are new, as is the complete braking system with new Nissin calipers front and rear, twin 300mm petal-style discs, and a larger 250mm rear rotor. ABS is standard. 
Internally, the 649cc parallel twin remains unchanged, but alterations to the exhaust and ECU are said to improve top-end performance. More significant, the engine and handlebar are rubber-mounted to quell any vibes before they reach the rider. The roads of Sicily are a great place to prowl on the Versys. In congested city traffic (with insane drivers, and lots of horn usage!) or on beat up cobblestone roads with potholes, the Versys 650 was an ideal partner. But not all of the roads are bad. Our route up into Mt. Etna National Park was a fantastically twisty road more reminiscent of the Alps than anything else in the Mediterranean. From the moment we pulled out of our hotel parking lot, I was reminded what a nimble and flickable machine the 650 is. Dodging potholes, negotiating tight urban mazes, and sucking up bad pavement are no challenge on the Versys. All the while, you’ll find that the ultra tractable parallel-twin engine is ideal for the point-and-squirt cadence of the city. Once out onto the open road, I was impressed with bike’s revitalized chassis. The suspension is far better than I remember on the previous model, with firm yet forgiving damping and quickly adjustable preload out back. Wind protection s excellent. There’s a still pocket of air behind the windscreen, and air flow can be fine tuned to eliminate buffeting via two adjuster knobs. 
From the cockpit, the new hybrid analog/digital instrument cluster was easy to read, and it offers new features such as fuel range and an ECO indicator that tells you when you are riding like a hooligan. And although the revised ergos are more comfortable over the long haul, I wish the seat were more supportive and not so squishy. By end of the day, my butt was sorer than it should have been. Kawi has done a great job with its saddlebags. Removing and/or installing them is a snap, while the single-key system (even for the accessory top case) just makes sense. Our only complaint: You can’t leave them unlocked while you’re riding, so you will always have to turn off the bike to access their contents. Accessories such as heated grips, an additional DC power outlet (there’s one standard), gear-position sensor, fog lights, and engine guards are all offered by Kawasaki. Because I had the chance to ride the new Kawasaki Versys 1000 LT the following day, I can say with confidence that the two bikes have slightly different purposes. While the 1000 really wants to eat up the miles, and is definitely a better machine for the long-distance traveler, the 650 is a far superior urban weapon. As such, it remains a well balanced and totally versatile bike that can now, thank to its new luggage, tackle just about anything you can throw its way.| SPECIFICATIONS | |
|---|---|
| 2015 Kawasaki Versys 650 LT | |
| ENGINE | Liquid-cooled DOHC parallel twin, four valves per cylinder |
| DISPLACEMENT | 649cc |
| BORE x STROKE | 83.0 x 60.0mm |
| COMPRESSION RATIO | 10.8:1 |
| FUEL INJECTION | EFI with two 38mm Keihin throttle bodies |
| IGNITION | TCBI with electronic advance |
| TRANSMISSION | Six-speed with positive neutral finder |
| FINAL DRIVE | Sealed chain |
| FRAME | High-tensile steel |
| RAKE/TRAIL | 25º/4.3 in. |
| WHEELBASE | 55.7 in. |
| FRONT SUSPENSION/WHEEL TRAVEL | 41mm hydraulic telescopic fork with stepless adjustable rebound and preload /5.9 in. |
| REAR SUSPENSION/WHEEL TRAVEL | Single offset laydown shock with remote adjustable spring preload/5.7 in. |
| FRONT TIRE | 120/70-17 |
| REAR TIRE | 160/60-17 |
| FRONT BRAKE | Dual 300mm petal rotors with two-piston calipers and ABS |
| REAR BRAKE | Single 250mm petal rotor with single-piston caliper and ABS |
| OVERALL LENGTH | 85.2 in. |
| OVERALL WIDTH | 37.2 in. (with saddlebags) |
| OVERALL HEIGHT | 55.1 in. (windshield low)/57.1 (windshield raised) |
| SEAT HEIGHT | 33.1 in. |
| CLAIMED CURB WEIGHT | 476 lb. (plus 20 lb. for the saddlebags, hand guards and mounting hardware) |
| FUEL CAPACITY | 5.5 gal. |
| COLORS | Candy Lime Green, Pearl Stardust White |
| MSRP | $8,699 |
| WARRANTY | 24 months |
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