Versys 900

ACC Lite (Adaptive Cruise Control Lite):

An enhanced version of Electronic Cruise Control, ACC Lite maintains the speed set by the rider, but adjusts the vehicle speed to maintain a suitable following distance from the vehicle in front.

A front-facing radar sensor uses millimetre-wave radar to scan ahead in the rider’s lane. The system takes into account current vehicle speed, the proximity and speed of the vehicle ahead, and the rider-selected distance setting (Near, Medium, or Far).

When the following distance is deemed insufficient, vehicle speed is reduced smoothly and naturally via the Electronic Throttle Valves. ACC Lite differs from ACC in that it does not control braking components, meaning rider intervention is required when stronger deceleration is necessary or when the speed of the preceding vehicle drops significantly below the set cruising speed.

Once sufficient following distance has been regained, the system accelerates to match the preceding vehicle’s speed, or if the lane is clear (because the vehicle ahead has changed lanes, or has accelerated beyond the set speed) the system accelerates naturally back to the set speed. After rider intervention of the brakes—which disengages the system—pushing the RES button is necessary to resume cruise control mode.

ARAS (Advanced Rider Assistance Systems):

Using millimetre-wave radar sensors mounted at the front and rear of the motorcycle to sense other vehicles in proximity, ARAS provides a number of features that contribute to next-level comfort and enhanced rider confidence. The features offered vary by model, but may include:

• ACC (Adaptive Cruise Control)
• ACC Lite (Adaptive Cruise Control Lite)
• FCW (Forward Collision Warning)
• BSD (Blind-Spot Detection)

Sudden over-application of the brakes, or braking on low-grip surfaces (surfaces with a low coefficient of friction) such as wet asphalt or manhole covers may cause a motorcycle's wheel(s) to lock up and slip. ABS was developed to prevent such incidents. Kawasaki ABS systems are controlled by high precision and highly reliable programming formulated based on thorough testing of numerous riding situations. By ensuring stable braking performance, they offer rider reassurance that contributes to greater riding enjoyment. And to meet the special requirements of certain riders, specialised ABS systems are also available. For example, KIBS (Kawasaki Intelligent anti-lock Brake System) is a high-precision brake system designed specifically for supersport models, enabling sport riding to be enjoyed by a wider range of riders. And by linking the front and rear brakes, K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS provides the confidence to enjoy touring on heavyweight models. Kawasaki is continually working on the development of other advanced ABS systems.

Electronic Cruise Control allows a desired speed (engine rpm) to be maintained with the simple press of a button. Once activated, the rider does not have to constantly apply the throttle. This reduces stress on the right hand when travelling long distances, enabling relaxed cruising and contributing to a high level of riding comfort.

IMU means Enhanced Chassis Orientation Awareness. The strength of Kawasaki's cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki's proprietary dynamic modelling program makes skillful use of the magic formula tyre model as it examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions. The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored. Acceleration along longitudinal, transverse and vertical axes, plus roll rate and pitch rate are measured. The yaw rate is calculated by the ECU. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit. With the addition of the IMU and the latest evolution of Kawasaki's advanced modelling software, Kawasaki's electronic engine and chassis management technology takes the step to the next level changing from setting-type and reaction-type systems to feedback-type systems to deliver even greater levels of riding excitement.

Based on feedback from racing activities, the Assist & Slipper Clutch uses two types of cams (an assist cam and a slipper cam) to either drive the clutch hub and operating plate together or apart. Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever feel when operating the clutch. When excessive engine braking occurs as a result of quick downshifts (or an accidental downshift) the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and helps prevent the rear tyre from hopping and skidding. This race-style function is particularly useful when sport or track riding.

Kawasaki's fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions. Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Electronic Cruise Control.

Models equipped with multiple Power Modes offer riders an easily selectable choice of engine power delivery to suit riding conditions or preference. The number of modes vary by model, as do the types of modes available. Some modes limit maximum power, while others offer milder (or sharper) throttle response. Other modes cater to specific riding or driving situations.

FCW (Forward Collision Warning) warns the rider when the system determines that continuing at the current speed may result in a collision with the vehicle in front. When the system determines that continuing at the current speed may result in a collision with the vehicle in front, it warns the rider. A front-facing radar sensor monitors the distance and speed of the vehicle in front. When a vehicle is in close proximity and there is danger of a collision should the current speed be maintained, the system alerts the rider using a bright flashing red LED light above the instrument panel. A warning is also shown on the TFT display. Riders can set the alert timing according to preference: Early, Medium, Late.

BSD (Blind-Spot Detection) monitors the bike’s surroundings and alerts the rider to presence of a vehicle approaching in the rider’s blind spot. Using a rear-facing radar sensor, BSD monitors the bike’s surroundings and alerts the rider to presence of a vehicle approaching in the rider’s blind spot. The rear-facing radar sensor scans behind in the lanes to the left and right of the rider. When an approaching vehicle is detected, an LED built into the rearview mirror will light up. (Note: BSD will not alert the rider to vehicles directly behind the bike, or vehicles that are moving away from the bike.) Should the rider indicate the intent to change lanes by switching on their turn signal while a vehicle is detected in a blind spot, the mirror LED will flash.

ESS (Emergency Stop Signal) causes the brake light to flash during hard braking, calling attention to the bike’s quick deceleration. During hard braking, ESS causes the brake light to flash – a visual clue to following vehicles calling attention to the bike’s quick deceleration.

Proper fit is key for rider comfort and control. However, the ideal fit varies from rider to rider, depending on their physical dimensions and riding style. ERGO-FIT is an interface system designed to allow riders to find their ideal riding position. Various points of the chassis interface (the handlebar, footpegs and seat, etc) can be adjusted through a combination of interchangeable parts and parts with adjustable positions. This enables a wide range of riders to find a riding position that offers both comfort and control. Feeling at one with their machine, they will be able to experience how Kawasaki machines are fun and rewarding to ride. *Adjustable parts and their range of adjustability vary by model.

Clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application RIDEOLOGY THE APP a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle instrument display settings (preferred units, clock and date setting, etc) via the smartphone. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.

Designed to help riders maximise their acceleration on the circuit by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. On models that offer clutchless downshifts, during deceleration the system automatically controls engine speed so that the next lower gear can be selected without operating the clutch.