Rennie Scaysbrook | July 15, 2022
Need a jack-of-all-trades motorcycle that won’t break the bank? Kawasaki might have just the ticket in the new Versys 650 LT.
Long miles for days are in the cards with the Versys 650 LT.
Photography by Kevin Wing
A nip here, a tuck there, and, voila, you have your 2022 Kawasaki Versys 650. If only it was that easy, right? Well, it kind of is.
Released in two variants in the $8899 Versys 650 and the upper-class $9999 650 LT, Kawasaki’s mid-level touring bike is getting a fresh suite of electronics including two-stage traction control, a new 4.3-inch dash and revised bodywork including new LED headlights, a four-way adjustable screen and more expansive bodywork to keep the rider comfortable on long trips.
The LT’s $1100 premium comes with the benefit of twin 28-liter KQR hard saddlebags with the ignition key matched to the lock and hand guards that will keep a little of the chill off your mitts when the air gets cold.
Kawasaki certainly made sure that they made their LT as black as humanly possible.
The Kawasaki Versys 650 has been a stablemate in the big K’s touring lineup since making its debut as a 2008 model, providing millions of highway and backroad miles to its riders via its near bulletproof 649cc parallel twin-cylinder motor. Kawasaki really nailed the powerplant, so much so they have not given it a single update since it came out in 2008.
Now, I’m not sure about you, but I can’t think of any motor currently circulating in any manufacturer’s lineup that can not only trace its heritage back 15 years but actually is 15 years old. As Kawasaki says, “let the good times roll.” And roll. And roll. And roll.
LED indicators are neat little numbers.
Handguards are an LT specialty.
The motor is about as vanilla as you can get, but I quite like vanilla when the time suits. It has a thoroughly uninspiring exhaust note, but that’s more a characteristic of the parallel 650cc twin-cylinder class than the Versys itself. If you like the sound of a fart through a ripped-open coke bottle, this bike might be up your alley.
On the plus side (and there are many pluses), the engine has a lovely, smooth throttle response and provides ample torque right from the go at just over 1500 rpm for general cruising.
Kawasaki doesn’t release claimed power figures but notes the Versys 650 has a peak torque of 44.8 lb-ft at 7000 rpm. You don’t need to rev the 650 out to achieve decent performance although it will happily play along when your sportbike fantasies take over the next time you’re out with your buddies.
A face just like the 1000 gives the Versys a proper family lineage.
There’s no quickshifter, no variable riding modes with the Versys—what you see is what you get—and when you consider this is a motorcycle aimed at less experienced riders, that’s a good thing.
On that note with the lack of quickshifter, the gearbox has a pretty agricultural “clunk” when shifting. It’s far from the smoothest gearbox I’ve ever tried, but you’ll never be left wondering if you’ve selected the next cog because you’ll feel it right through the chassis when you do.
Kawasaki’s also left the chassis untouched from the previous generation that came out in 2015, so you get the same suspension via the 41mm fork and link-less shock with the handy remote preload adjuster, and main tubular aluminum frame that looks as strong as an army bike—crash the thing, and it’s not much a hammer and a decent blow won’t fix to get you out of trouble.
The most dependable Kawasaki motor ever made?
The ride is a plush one, perfect for long-distance hauls and, as I found, more than capable of two-up riding (I had mum visiting from Australia). It’s a roomy ride, with an expansive reach to the handlebar and ergonomics that encourage big days in the saddle.
The Versys is a little on the tall side with a seat height of 33.3 inches, so you’re going to want to be at least 5’10” to be able to touch both feet down at the lights with confidence.
It may seem like Kawasaki has done absolutely nothing to their Versys 650 and called it a new bike, but that would discount the electronic and bodywork upgrades that make it a much more attractive looking machine.
Suspension set on the soft side gives the Versys 650 a plush ride.
LED lighting abounds front and rear on the 650, and it has a new face modeled on the Versys 1000 that saw the light of day in 2019. The styling gives the Versys the impression of a much bigger motorcycle than its 650 name would suggest, and, let’s be honest, there really isn’t much to choose from when it comes to sport-touring bikes with a parallel 650cc twin motor, so that’s a double win for Kawasaki.
Those massive 28-liter side cases are exceptionally well made and will easily pass the “will-my-Arai-fit-easily” test. Designed as part of the Versys 650’s aesthetic, they’re integrated well into the overall look of the bike, so much so the Versys looks rather odd without them.
The side cases are plenty big enough to house a full-face helmet.
Another plus for the new 650 is the 4.3-inch dash, replacing the old half analog/digital speed cluster. This is the same dash found on the Versys 1000 and similar-ish to what you’ll get on the H2 SX supercharged beast and gives the rider access to the Rideology App that allows turn-by-turn navigation, calls, music, etc. Again, like what you can get on the big bikes.
The upgraded dash means you can now run the Kawasaki Rideology App.
As mentioned, when it comes to 650cc sport-touring bikes, there really isn’t much to choose from, so Kawasaki has cornered itself a nice little slice of the market. Compared to the $13,655 BMW F 750 GS, $8699 Honda NC750X, or $8904 Suzuki V-Strom 650, the Kawasaki 650 LT offers exceptional value at $9999 when you factor in the luggage, hand guards and the extended two-year warranty.
Yes, it’s a bit vanilla, but this is a bike that will likely last longer than the people riding it. CN
2022 Kawasaki Versys 650 LT Specifications
| MSRP: |
$9999 |
| Engine: |
Parallel twin, 4-stroke |
| Valvetrain: |
DOHC, 4-valve |
| Cooling system: |
Liquid |
| Fueling: |
EFI |
| Displacement: |
649cc |
| Bore x stroke: |
83 x 60mm |
| Torque: |
44.8 lb-ft at 7000 rpm |
| Transmission: |
6-speed |
| Clutch: |
Wet multi-disc, slipper |
| Chassis: |
Tubular steel |
| Front suspension: |
41mm fork with Stepless adjustable rebound damping and adjustable preload |
| Rear suspension: |
Monoshock with adjustable rebound damping and remote adjustable preload |
| Front-wheel travel: |
5.9 in. |
| Rear-wheel travel: |
5.7 in. |
| Front brake: |
Dual 300mm petal disc with 2-piston caliper, ABS |
| Rear brake: |
Single 220mm petal disc with 1-piston caliper, Cornering ABS |
| Front tire: |
120/70 ZR17 in. |
| Rear tire: |
160/60 ZR17 in. |
| Seat height: |
33.3 in. |
| Wheelbase: |
55.7 in. |
| Fuel capacity: |
5.5 gal. |
| Weight (curb): |
482 lbs. |
