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PRESS RELEASE: KAWASAKI INTRODUCES NEW 2025 MOTORCYCLE MODELS

S Smith

S Smith

Northeast Area Director
Member

KAWASAKI INTRODUCES NEW 2025 MOTORCYCLE MODELS​

​

Introducing the all-new W230, new 2025 Ninja® 1100SX ABS, new Versys® 1100 SE LT ABS and new KX™450SR motorcycles. ​

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THE ORIGINAL ICON
ALL-NEW 2025 W230 ABS Motorcycle

Kawasaki proudly announces the addition of the all-new 2025 W230 ABS motorcycle to its iconic W series, a line renowned for its blend of classic design and reliable performance. The latest member, the W230 ABS, marks a significant expansion into the popular 250cc category, offering a 233cc retro sport motorcycle that combines timeless style with modern accessibility. Designed to cater to a broader range of riders, the W230 ABS features an inviting seat height and lightweight build, making the classic W experience more attainable than ever before.

W230 Key Features
  • 233cc air-cooled 4-stroke SOHC single-cylinder engine
  • Lightweight semi-double cradle frame
  • Relaxed, upright riding position with low 29.3-inch seat height
  • 37mm telescopic fork paired with twin shocks
  • Large-diameter spoked wheels
  • W-family style brake components equipped with ABS
  • Traditional instrumentation with modern functionality

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PERFORMANCE TO TAKE YOU FURTHER
NEW 2025 Ninja® 1100SX ABS Motorcycle

Kawasaki is further expanding its impressive Ninja® family lineup with the new 2025 Ninja® 1100SX ABS and Ninja® 1100SX SE ABS sport touring motorcycles. With a blend of sport performance, aggressive Ninja aesthetics, touring capability, and a relaxed riding position, the Ninja 1100SX ABS is designed to be the ultimate sport touring package. The new Ninja 1100SX ABS delivers enhanced performance and features, including an increased engine displacement, optimized gear ratios, refined Kawasaki Quick Shifter (KQS), a handlebar-mounted USB Type-C outlet, and voice control feature available for Kawasaki’s smartphone connectivity, making it better than ever for touring and everyday riding.

Ninja® 1100SX ABS / Ninja® 1100SX SE ABS Key Features
  • NEW 1,099cc 4-stroke in-line four engine
  • NEW improved Kawasaki Quick Shifter (KQS)
  • Advanced electronics package
  • Supersport-style chassis components
  • NEW Öhlins rear suspension (SE model)
  • NEW Brembo front brake system (SE model)
  • NEW USB type-C outlet
  • RIDEOLOGY THE APP MOTORCYCLE* with voice command
  • Relaxed riding position
  • Dynamic Ninja styling

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DESTINATION: EVERYWHERE
NEW 2025 Versys® 1100 SE LT ABS Motorcycle

Kawasaki is known for its versatility, innovation, and high performance, and the new 2025 Versys® 1100 SE LT ABS continues this trend. This adventure-style motorcycle is an adaptable powerhouse, designed for any road, any time. The 2025 model features a new powerful 1,099cc in-line four-cylinder engine, with the latest technology in both engine design and tuning. It also comes with a high-performance frame and a full range of advanced rider support features. It includes an updated Kawasaki Quick Shifter (KQS), a USB-C port on the handlebar, and smartphone connectivity with RIDEOLOGY THE APP MOTORCYCLE*, which now has a voice command feature available.

Versys® 1100 SE LT ABS Key Features
  • NEW 1,099cc 4-stroke in-line four engine
  • NEW improved Kawasaki Quick Shifter (KQS)
  • Advanced electronics package
  • NEW USB type-C outlet
  • NEW RIDEOLOGY THE APP MOTORCYCLE* with voice command
  • Relaxed riding position
  • Unique Versys styling
 
Wow, that Versys is... fugly. :LOL: And with an inline-four engine, and exhaust begging to get bashed by rocks, I know they can't possibly be thinking "adventure-style" means ADV. Hmm.

That Ninja looks quite competent for a solo sport tourer, though not sure how comfortable a pillion would be after multiple long days.
 
The ninja is definitely the better looking of the 2 bikes. I am getting tired of using “Ninja” on bikes that are not pure sport rockets. It is like Ford constantly trashing the “Mustang” brand… now for electric toys. Is it so hard to use a name synonymous with sport touring? A updated bike with shaft drive could be better than either the Ninja SX or the Versys.

I hear that “Versys” roughly translates to “butt ugly” in English… but could be wrong.😂
 
Looks like the Ninja 1100SX is a slightly updated 1000SX, with a slightly longer stroke and lower powerband, probably mostly to meet new Euro emissions standards, but could be a bit nicer for a tourer. Glad to see they're still carrying on with an inline-four sport-tourer at the affordable end of the spectrum (below the H2SX), and cheaper than the competing Suzuki.
 
I don't see shaft drive on many bikes in the near future, I've wondered though why belt drive hasn't shown up. I don't care about the great strides chains have made in the last 10 years, if I can't have shaft, I would consider belt on a touring bike but these really are not touring bikes.
 
Strawboss said:
I don't see shaft drive on many bikes in the near future, I've wondered though why belt drive hasn't shown up. I don't care about the great strides chains have made in the last 10 years, if I can't have shaft, I would consider belt on a touring bike but these really are not touring bikes.
Click to expand...
One downside to a belt is that the swingarm has to be removed to replace it. Then there's a problem that chains can be easily altered for different applications and belts can't. That means specific belts for specific applications. More parts to manufacture and stock. That translates to higher costs for everyone. Chains can be replaced on the side of the road. I doubt you'd see that happen with a belt. I'm sure one can come up with other factors, but those should be enough to sway their decision.That's my two cents about why manufacturers stuck with chains.
 
And I'll counter that not many people I know carry a spare chain around on their touring bikes much less a belt, I personally have not seen a HD on the side of the road with a thrown belt as they last and stay adjusted much longer than chains. As shaft costs more than a chain, the cost, weight, complexity issue for a touring bike is moot as people who want a touring bike don't always want a chain if they can get shaft. If Kawasaki was worried about these things, our bikes would have had chains in 1986.

But to your comments, you are absolutely correct in everything you say, it is about cost and trying to make non-touring bikes into some sort of weekender machine as making a full-on Concours again is a non-starter as not many will buy it as guys like us are getting older. Kawasaki is following their buyers wishes, or trying to, and good for them, I hope they sell a lot, I'm not in that camp.

You have 30 seconds for rebuttal Paul. :LOL:
 
Strawboss said:
And I'll counter that not many people I know carry a spare chain around on their touring bikes much less a belt, I personally have not seen a HD on the side of the road with a thrown belt as they last and stay adjusted much longer than chains. As shaft costs more than a chain, the cost, weight, complexity issue for a touring bike is moot as people who want a touring bike don't always want a chain if they can get shaft. If Kawasaki was worried about these things, our bikes would have had chains in 1986.

But to your comments, you are absolutely correct in everything you say, it is about cost and trying to make non-touring bikes into some sort of weekender machine as making a full-on Concours again is a non-starter as not many will buy it as guys like us are getting older. Kawasaki is following their buyers wishes, or trying to, and good for them, I hope they sell a lot, I'm not in that camp.

You have 30 seconds for rebuttal Paul. :LOL:
Click to expand...
I bet it's easier to come up with a chain than it is a belt if you're broke down. 😉
 
kv5e said:
H2 SX SE has more appeal to me.
Click to expand...
A lot more expensive, though!

One of my riding buddies has an H2 SX SE and it is a beautiful machine. We swapped bikes once when I was on my old ZX600-C, and it made my bike feel like a Model T in comparison. The riding position is still more aggressive than even my old 600, but with some bar risers it's probably not bad. He's got a nice seat on his and puts on 500-mile days with it. Of course, his previous bike was a ZX14-R, so it's quite a bit more comfortable than that, and he did the same distances on it. He said the trick was to stay above 80, because the wind force took the weight off your wrists.

PXL_20240627_201549855.jpg
 
connie_rider said:
If I were to win the Lottery, mebbe,
Until I do,,,,, $13,699 vs $29,100 would help me decide which I might buy.

Ride safe, Ted
Click to expand...
I must be getting old and grumpy as I just cannot fathom shelling out 14k for a motorcycle, There are so many awesome, low mileage used gems for 8K and less. The bikes from the early 2000’s provide a much better riding experience than today’s 2-wheeled computers. I have zero interest in a parallel twin that has an exhaust pipe that is as heavy as the engine.
 
Bud said:
One downside to a belt is that the swingarm has to be removed to replace it. Then there's a problem that chains can be easily altered for different applications and belts can't. That means specific belts for specific applications. More parts to manufacture and stock. That translates to higher costs for everyone. Chains can be replaced on the side of the road. I doubt you'd see that happen with a belt. I'm sure one can come up with other factors, but those should be enough to sway their decision.That's my two cents about why manufacturers stuck with chains.
Click to expand...
I did 90K miles on my first C10 - nothing on shaft maintenance was done or seemed needed.

At 8K miles on my 73 Honda CB350 four, the chain was so gummy and gooey with dirt in the O-rings it needed to be pulled, Kerosene soaked, re-oiled, re-stretched and then rehung. It might have been the quality of lubes back in the early 1980's, but it was still a pain and no matter what, there was always lube oil snot embedded with dirt on the drive line. Also, my dad the mechanic said I could get away with that cleaning once, but the next time would likely cost me a new chain and pair of sprockets. I sold the bike and jumped to a 750 Custom, sadly still a chain.

I sold the 750, and never want to be stuck with that again once I got the C-10.

Are the newer sprockets and chains just made of better metals? The difference in power transmission is only about 96% vs chain at 98% if I remember correctly.

BMW did have a slicker suspension and shaft system back in the late 1980's; it also came with a BMW price.

The Harley belts really do seem impressive to me, and they obviously are holding up on some torque challenges. I wonder if there are belts on any bike routinely spinning up to 8-9K rpms, and determine the life span.
 
Bud said:
I bet it's easier to come up with a chain than it is a belt if you're broke down. 😉
Click to expand...
I cannot find anything close to a Concours except a BMW for bags and sport touring, and they are even stupid taller than the C-14's.

Are Japanese designers all super tall for the island, or are they copying the idiots in Detroit who keep making our trucks stupid tall? When I reach over my closed tailgate on my F-250, my chin lands exactly on top of the gate. How do these 'Designers' not even consider this or trying to park in a commercial or even some residential garages?
 
nschepenr3827 said:
I cannot find anything close to a Concours except a BMW for bags and sport touring, and they are even stupid taller than the C-14's.

Are Japanese designers all super tall for the island, or are they copying the idiots in Detroit who keep making our trucks stupid tall? When I reach over my closed tailgate on my F-250, my chin lands exactly on top of the gate. How do these 'Designers' not even consider this or trying to park in a commercial or even some residential garages?
Click to expand...
I'm 100% with you on the absurdity of new pickup heights. I think it's mostly image and style, and slightly the two ratings arms race that requires large radiator areas, which is easier to do with tall grilles. Of course the cooling needs could be met with far shorter hood heights if designers were constrained or incentivized to design them lower.
 
SethInIllinois said:
I'm 100% with you on the absurdity of new pickup heights. I think it's mostly image and style, and slightly the two ratings arms race that requires large radiator areas, which is easier to do with tall grilles. Of course the cooling needs could be met with far shorter hood heights if designers were constrained or incentivized to design them lower.
Click to expand...
I did not consider the engineering 'need' concept for cooling; but I always thought that trucks were factored differently into the CAFE constraints.

Along those lines, there might also be a way to sue for relief to US manufacturers. The recent Supreme Court case that is now being applied by oil companies on EPA constraints to their operations is an example.

For years, Congress has written appropriations bills that say "as the Secretary Deems" in terms of operations. I am not an attorney, but from what I understand, a lot of these "deemed" numbers are in violation of the point of the constitution in terms of balance of power between executive and legislative.

I still think these designers just think about looks more than use and purpose. I might have caught a recent TV piece about a new truck where you could somehow set ride height on the fly, though.
 
Bud said:
One downside to a belt is that the swingarm has to be removed to replace it...
Click to expand...
Maybe on some, but not on the BMW F800GT or the earlier ST. It was a 20 minute job to remove and replace the belt with ordinary tools. The belt was supposed to be changed at 25K per BMW. My first one lasted till 53K. For some, that's well past any mileage they might put on the bike. When I got to 25K, I just started inspecting the belt prior to leaving the local area and bought a spare belt. It took up very little room. And mine never needed adjusting.
nschepenr3827 said:
I cannot find anything close to a Concours except a BMW for bags and sport touring, and they are even stupid taller than the C-14's.

Are Japanese designers all super tall for the island, or are they copying the idiots in Detroit who keep making our trucks stupid tall? When I reach over my closed tailgate on my F-250, my chin lands exactly on top of the gate. How do these 'Designers' not even consider this or trying to park in a commercial or even some residential garages?
Click to expand...
Bigger is not always better. :) More engine requires a heavier frame to handle the weight and power. That requires more engine to keep the performance the same. A heavier bike requires better brakes. That's more weight. All that weight requires larger tires...more weight. Better make the engine bigger so we can still meet our performance goals. Oh, and the bigger engine and more weight screws up our gas mileage. Hmmm... still have to meet the expectations of riders who want a sport-touring bike. 150 miles of range won't do. Not for touring. Let's add a couple gallons of fuel...which adds more weight. Hmmm...at what point do we add a reverse gear? Probably better not. That's more weight.

On my post-retirement ride, I followed a Goldwing rider who must've weighed 350 lbs. We went south through the Great Basin with cross-winds and headwinds so strong, I thought they would rip my helmet off my head except I had it strapped on. I just accepted the winds and dealt with them. He was the first one to mention how strong the winds were. I weighed about 170 lbs and my F800GT weighed about 500 lbs. We got to the motel and he collapsed in bed for an hour. I dumped my bags and went riding to see the local area.

The F800GT had a great fairing. If you put your hand down on your knee, it was in calm air. Move it out an inch or so and it was in the full blast of the air. The new F900XR I have is like that as well, but it seems to be even better aerodynamically. Does it have a shaft drive? No. Belt drive? No. Ugh...it has a chain. I'm finding chains are no big deal. I have a manual/automatic oiler and it is about as mess free as can be. All I have to do is put some 80-90W oil in the reservoir and remember to twist the cap about a quarter turn every so often. At 7000 miles, my chain is not gummed up, it doesn't need adjustment and looks like new.

As for the height...yeah, it's a pain in the rear. At 5'6" and a 28" inseam, the new bikes with high seat heights aren't what I'd prefer. I gave up long ago being able to flat-foot any motorcycle. :)

Chris
 
I looked at photos of the Ninja 1100SX...it uses the same bags as previous Ninja; I think about 25% smaller that the C14 bags.
Irene can travel light, and we can go two-up on the C14 (as we did on the C10), but I don't think we could do it with the smaller bags on the Ninja.
 
Daboo said:
Maybe on some, but not on the BMW F800GT or the earlier ST. It was a 20 minute job to remove and replace the belt with ordinary tools. The belt was supposed to be changed at 25K per BMW. My first one lasted till 53K. For some, that's well past any mileage they might put on the bike. When I got to 25K, I just started inspecting the belt prior to leaving the local area and bought a spare belt. It took up very little room. And mine never needed adjusting.

Bigger is not always better. :) More engine requires a heavier frame to handle the weight and power. That requires more engine to keep the performance the same. A heavier bike requires better brakes. That's more weight. All that weight requires larger tires...more weight. Better make the engine bigger so we can still meet our performance goals. Oh, and the bigger engine and more weight screws up our gas mileage. Hmmm... still have to meet the expectations of riders who want a sport-touring bike. 150 miles of range won't do. Not for touring. Let's add a couple gallons of fuel...which adds more weight. Hmmm...at what point do we add a reverse gear? Probably better not. That's more weight.

On my post-retirement ride, I followed a Goldwing rider who must've weighed 350 lbs. We went south through the Great Basin with cross-winds and headwinds so strong, I thought they would rip my helmet off my head except I had it strapped on. I just accepted the winds and dealt with them. He was the first one to mention how strong the winds were. I weighed about 170 lbs and my F800GT weighed about 500 lbs. We got to the motel and he collapsed in bed for an hour. I dumped my bags and went riding to see the local area.

The F800GT had a great fairing. If you put your hand down on your knee, it was in calm air. Move it out an inch or so and it was in the full blast of the air. The new F900XR I have is like that as well, but it seems to be even better aerodynamically. Does it have a shaft drive? No. Belt drive? No. Ugh...it has a chain. I'm finding chains are no big deal. I have a manual/automatic oiler and it is about as mess free as can be. All I have to do is put some 80-90W oil in the reservoir and remember to twist the cap about a quarter turn every so often. At 7000 miles, my chain is not gummed up, it doesn't need adjustment and looks like new.

As for the height...yeah, it's a pain in the rear. At 5'6" and a 28" inseam, the new bikes with high seat heights aren't what I'd prefer. I gave up long ago being able to flat-foot any motorcycle. :)

Chris
Click to expand...
I had no idea about auto oilers, and everything you said was great to learn -- Thank you. But that height part - helps -- but still is a killer.

Power plants can still be set in a shorter seat to stand height with enough ground clearance for high speed turns. The designers are reticent to make major frame changes because of the long term manufacturing and inventory expenses; or at least that gives them an excuse.

I will never forget taking my C-10 into a hairpin, scared if a Cop was behind me, and all I could see was asphalt in my mirror. After the hairpin, there was still no cop, so it was even more fun.,,,,

Design elevation to the stands matter for that fun, but design contraction for elevation to the stand really matters to short(er) people.

Otherwise I need a custom motorcycle boot maker for short, fat feet with 2.5 inch heels that are not designed for female strippers. NOT LIKELY to be found.

(I really was 1.5 inches taller with normal width feet about thirty years ago and 2 less broken backs and feet.)

And, Chris, I am not yet giving up on flatfooted stands, but I am absolutely looking for boots and sole inserts especially with rubber rolled toes to come close to your point. At least tippy toes can grab ground.....
 
In both instances, as with all of American life, it's about money. The bike makers want to keep costs down, less complexity, less weight, less money, less cost to you.

The car makers were not making any money selling cars, so now, they make bajillions selling BIG trucks to big Americans who also cannot fit into the cars they were trying to sell at very small profit margins to try to make the CAFE ratings. Why lose money on every car you sell when you can make big money on every truck you sell and still make CAFE ratings? Who is going to buy a small car costing $50,000 when they can't make $80,000 trucks fast enough?

It's whatever the market will bear. When more scream for shaft drive, you'll see shaft bikes. When more scream for smaller trucks, you'll see Colorados and Rangers, Ridgelines and Mavericks, which BTW, cost about as much as those previous $50,000 cars.
 
Strawboss said:
In both instances, as with all of American life, it's about money. The bike makers want to keep costs down, less complexity, less weight, less money, less cost to you.

The car makers were not making any money selling cars, so now, they make bajillions selling BIG trucks to big Americans who also cannot fit into the cars they were trying to sell at very small profit margins to try to make the CAFE ratings. Why lose money on every car you sell when you can make big money on every truck you sell and still make CAFE ratings? Who is going to buy a small car costing $50,000 when they can't make $80,000 trucks fast enough?

It's whatever the market will bear. When more scream for shaft drive, you'll see shaft bikes. When more scream for smaller trucks, you'll see Colorados and Rangers, Ridgelines and Mavericks, which BTW, cost about as much as those previous $50,000 cars.
Click to expand...
I looked at the new 'smaller' trucks; those same stupid designers might have made them shorter in length or narrower, but not really shorter. Sadly every one of them forces in a Turbo on top of that insult too.

I do get your point on the money making, but the designers are still only looking at "looks" -- not purpose. Just because I can maneuver into a parking spot does not mean I can climb into it or fit the truck under a sprinkler line or support beam in a public garage.
 
We were at a car show over the weekend and was looking at a 1968 Ford Ranger F-100, this was the smaller truck Ford made, usually a short bed, 6-cylinder, stripper, nothing fancy. You could stand next to it and put your arm on the window sill. The new monsters sills are at the top of my head. This is a trend that will end as all do. I do chuckle though when these trucks with big monster mudders and raised up bodies try to go 80mph in the snow cause they think with 4X4 they are invincible. Ah, no.

So bikes, yes, new Kawasakis. I really like that they addressed the smaller bike segment with that retro styled one.
 
fastenova said:
Wow, that Versys is... fugly. :LOL: And with an inline-four engine, and exhaust begging to get bashed by rocks, I know they can't possibly be thinking "adventure-style" means ADV. Hmm.

That Ninja looks quite competent for a solo sport tourer, though not sure how comfortable a pillion would be after multiple long days.
Click to expand...
The versys 1000 / 1100 is marketed as “asphalt adventure riding” . I have a tricked up 2015 1000. The stock suspension is tall, wobbly and crashy. I redid the suspension with an Andriani front rebuild and a tripple clicker wilbers rear. I also lowered the front internally, and replaced the rear suspension with a mixture of parts from a ninja 1000 and a newer versys 1000. The result lowered the bike appx 1.2” and gave it a proper street suspension. The wheelbase is the same as a c14, but it’s much more nimble. The seating position is open and comfortable. IMO this is a much better application for this bike; now it’s actually ready for “asphalt adventure”.

Steve
 
If Harley or Indian were smart, they'd partner with one of the Big 4 to help design an inline 4.

I want NOTHING more than an American i4 bike. Imagine something like a PanAm or a Switchback with larger bags and a BIG (no Euro 5 here) inline 4..... Maybe even a V4....

One can dream. Until then, I really don't see any bikes out there with the space/size/power of a C14, without venturing into BMW territory. And price....

-Z
 
x01660 said:
If Harley or Indian were smart, they'd partner with one of the Big 4 to help design an inline 4.

I want NOTHING more than an American i4 bike. Imagine something like a PanAm or a Switchback with larger bags and a BIG (no Euro 5 here) inline 4..... Maybe even a V4....

One can dream. Until then, I really don't see any bikes out there with the space/size/power of a C14, without venturing into BMW territory. And price....

-Z
Click to expand...
Harley had the Nova project, in the late seventies built running prototypes of water-cooled V 2, V 4, and V6 engines in early FXR Eric Buell frames, years before Honda VFR or Aprila both excellent engines by the way! Once Harley was bought back from AMF the decision had to be made as to what engine platform to lead into the future, the Nova water cooled or the Evolution V twin, they went nostalgic with continuing the forty-five-degree -V twin.


Prior to the VRSCA engine ( V Rod ) it was the early 90s collaboration with Porche VR1000 bike ridden by Miguel Duhamel in superbike, never won a race but did come in second and third few times and broke down much more do to electrical gremlins, after six years HD pulled out of World superbike, Went to work with Porsche using the Bones of that VR 1000 engine with the engineering of Porche once again and the V-Rod was born.

I have had many V rods over the years since 2004 and they are really indestructible and very over engineered other than a little case creeping when my projects involved Supercharging with boost levels of 15-17 PSI they run really well up to 325 HP, learned anything past that they blow hard and parts rain down for a few days LOL and believe it’s the only Motorcycle engine to have surpassed the Düsseldorf Test.

I commute everyday Via one of my motorcycles that are basically still stock, truthfully my wife keeps records of all the bikes in the last thirty years that I swore I would not experiment with bore -stroke turbo or blower, In fact just realized had a 2020 KTM Super Duke GT that power and weight just made no sense and was practically the most perfect Sport Tour except for bad weather coverage cause maybe it doesn’t rain in Austria LOL.

AKA The Beast motorcycle, after buying the dealer installed KTM track pack mode that unlocks extra HP and top speed it became boring, could not spend money on it to improve something!
About eight months ago I purchased a Tiger 1200 sport adventure, no not one of those guys that think a 500 pound adventure bike is a dirt bike, super respect for those that can master that ( Not Really ) I had the more road GT with light dirt roads capability and it was a great machine.

I’m a Harley lover first and after sitting on the side lines for two years purchased a Pan America street version and man it’s not a improved V rod engine it does share the 60 degree v twin and Cosworth style Cases and cylinder heads, but it’s all brand new and not interchangeable and its simply awesome its VVT both intake and exhaust and has such a practical everyday mid-range that works in traffic but when spun past seven thousand it just hauls ass, great handling sublime suspension and powerful Brembo’s really happy with it, except for the battery location.


Really like the Kawasaki Versa 1000-1100 just something about the looks, The Ninja SE kind of like it but for me the Suzuki GSX-S GT Plus with the Legendary K5 engine is a better machine just my opinion after riding up in the Mountains and owning a few GSXR 1000 machines.

Man I forgot all about this Channel discussing other bikes besides the Concours platform!

www.webbikeworld.com

Porsche keeps Harley-Davidson V-Rod 'alive' - webBikeWorld

While Harley-Davidson this year axed the V-Rod range, Porsche still fondly remembers its involvement in the revolutionary development of the bike.
www.webbikeworld.com
Jeff
 
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