Hello, I’m starting an adventure with six grand in my pocket. I might choose a mini adventure like Kawasaki Versys x 300 because x means it’s more dirt worthy than the other verses. Yet, we still have a Fairing for a comfortable tour, or I could put my six large into a more traditional dual-sport, the traditional dual-sport a Honda CRF 250. Oh, it’s a dirt bike that’s suitably capable off-road, and seeing is neither motorcycle has the balls for extended highway use. Perhaps I wouldn’t miss the fairing after all. Well, I’d better take the mini-adventure. See, cat Masaki isn’t alone in their class, but they do own it.
BMW is g 310. Gs is primarily a road bike. See inverted shocks see mag wheels. See the G three XR hidden underneath. Likewise, the CRF 250 rally is mostly a dirt bike just to CRF 250 l playing dress-up. The CSC RX three is tailor-made for adventure but will vibrate to pieces thanks to a buzzy single cylinder. The only mini-adventure besides my Kawasaki that isn’t plagued by a Thumper is the V Strom 250, which we won’t get in North America. So I made the right choice frame bodywork suspension, everything specially built for mini advents. Well, almost everything. The engine is a ninja and 296 ccs parallel-twin rich straight from Kawasaki sportbike. It makes pitiful torque but an impressive 39 horsepower.
Do the math, and the vs. power to weight ratio is identical to the much larger Kalar 651 68. Kawasaki Versys-X 300
With a slight tailwind to light breakfast and route aligned with the earth geomagnetic pole, it’ll do 160, so deja vu the top speed is identical to the much larger kale our 650-foot diversity is up against the little bumpers in the CRF 250 G 310 and RX three, and you won’t even have a contest. Of course, that pot of power comes at the end of the rainbow to fuel 39 horses at once. You’d better dump the clutch at 11,500 pm.
Good thing My Little Pony enjoys the highlife with lightweight 62-millimeter pistons traveling an imperceptible 49-millimeter stroke. I was biking go hard all day without actually putting that much strain on its engine. The limiter is set more out of mercy than necessity. From where I’m sitting, 12,750 RPM doesn’t feel anywhere close to the breaking point. Much of that has to do with the utter and mysterious lack of vibration.
Sure there are waited-for bar ends and footpegs. Sure it’s an internally counterbalanced win. But still, for sub 300 cc rigidly mounted engine to cruise it 130 kilometers an hour and 9500 RPM with neither numbness in my hands nor fuzziness in my mirrors. It’s incredible. Once you learn to ignore the heated tech other and the sound of 200 explosions every second, there’s no reason why you shouldn’t hit Moto GP revs in the most inappropriate places. Oddly enough, Kawasaki spins in the engine without skimping on suspension. These ky B forks might be the wrong way up, but they’re fat and down low to reduce flex. Plus, the sharks are perfectly tuned, poised, and planted on the pavement. Yet shockingly sure-footed if a little stiff off-road.
I mean, sure, the critic in me wants to complain that only the rear is adjustable and only for preload.Kawasaki Versys
But honestly, if you wish to one set to ride on and off-road, there’s nothing to adjust. It’s perfect. Put me on a track with the vs. x, and I’d like within a second or two of the Ninja 300. It is that good performance-wise. But what about the long haul? Well, the 17-liter tank is the best in class. They’ll be getting over 400 kilometers between Philips which destroys the little Beamer, little CRF, and most of their older siblings.
Whether you can sit for 400 kilometers on the most challenging seat in the world is another question. But at least the cockpit is spacious. It starts with that open 32.1-inch seat, so even at six foot three, well covered by the immovable windscreen, then the fairing feels the need to compensate for something. Because it looks like the front end of a 650, these plastics are mainly enclosed and keyspace, but at least the bike doesn’t look dinky, and Kawasaki uses some of the extra room to build an air duct deflects hot air coming off the radiator. It is cool to ride with a pillion on the back, even with the virgin mounting plate drilled and bolted to my luggage.
Speaking of pressure, it takes none to operate the clutch.
One wonders if it’s even attached to anything, especially since there seems to be no engagement. Well, that was sudden. And finally, the dash is analog for the critical stuff and digital for everything else. Jim Green also picked out spots for a 12-volt outlet and an auxiliary light switch. But it wouldn’t bother speaking the former our tiny alternator only turns 21 amps at 5000 RPM so that you won’t be powering much more than a cell phone. It’s an above-average dash for the price so long as your eyes are good enough to see the smaller than average symbols. But I guess this bike isn’t meant for old folks anyway. So the vs. x is smooth, fast, and perfectly capable of touring across Canada.
I suppose that’s why we say vs. and not kill our 300 is a street bike first vendor affects well evidenced by the power delivery Sasaki tunes the airbox shaped fuel injection header length and sprocket ratio to make more homes than the bottom end. But it wasn’t you have to rev the shit out of this bike to break traction. Even when I use the clutch to dump power, I can hardly steer with the rear wheel. Then there’s the ABS problem. I didn’t notice it on pavement because it takes a Herculean squeeze of the lever to engage the tiniest tickle of anti-lock.
But on dirt, you can see the ABS and all its hideous glory.
The rear sensor has a steady sampling rate, so I can’t trick it into walking up at all. I just rolled right into whatever I’m trying to avoid. Front ABS has the opposite problem, too lenient, allowing me to lock up and wash out the front tire readily. If I could switch the two actuators, this might be one of the best ABS systems off-road. But as it is, it’s probably the worst. So here I am cramming 12,000 explosions into every minute, 12,000 explosions shredding the dirt, straining the choice I made, stretching the seams of time.
Hello, I’m starting an adventure with six grand in my pocket. And I’d better take the dual-sport, the CRF 250. Oh, it was slow, sloppy, uncomfortable, and unrefined on the pavement. But on the dirt, what surprises me is how much I am reminded of the vertices x. The wire wheels are similar though the verses were 1719 while the CRF was 1821. Wages familiar to, of course, the vertices were heavier at 386 pounds. But with a tube steel frame drilled through with lightning holes and using the engine as a stressed member. It got pretty close to this dual-sport.
When I’m up on the pegs, I forget where I am.
Is this the serrated metal of the CRF at my feet? Or the flat metal of a versus x with the footpeg rubbers removed? Either bike would run circles around a more significant venture or scrambler. Of course, the CRF is far superior on the dirt. But mainly, it just shows me how close Kawasaki came to being damn good as well. Imagine you’re watching a movie, and it offers you everything that goes bad in the future. But the film hasn’t happened yet. So you can change it correctly.
Hello, I’m starting an adventure with six grand in my pocket. But I have some changes to make. First, there’s the ABS, and we’re going up to teeth on the rear for more low-end rocks. Without ABS, the vs. decelerates fine off-road and with a few extra teeth on the rear sprocket. It’s easy enough to get the back tire breaking free. I can live with the vs. x like this anywhere, anytime.
Still no skid plate available.
Now I could reroute the headers to gain another four inches, or I have to weld something to cover up. Either way, that 7.1 inches I have ground clearance, it’s probably not enough anymore. The front fender is wearing away from rocks and mud and stuff. You probably should have raised it last year. Flat, I’m going to have to patch a tube. I didn’t get the center stand nose, so I’m going to have to jack it up on the swingarm. I guess you have to be careful not to drop it because the mirrors stick out so far.
The versus x got me here, where I’ve built adventure skills to push a 550 pound 150 horsepower motorcycle off-road. And it was an excellent way to learn. But if you go back five years, didn’t we already have a perfect way to learn?
An easier way. More bulletproof way. A more focused course. The track was more fun. I wouldn’t recommend the vs. It epitomizes a new genre. But the best introduction to ATV riding is an old one. The dual-sport it’s how all of us got here. And it’s still the best way to learn.
That’s like him, I guess. Maybe the vs. x isn’t about looking back and what would have made the best starter bike. It’s about looking forward to myself in 50 years, having already lived on the narrow seats, dual sports, and picked up ATV bikes that grow heavier with age when I get old. What will I want then?
Thank for watching
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