Kawasaki Ninja 1100SX SE 2025 Review

The test ride for the new Kawasaki Ninja 1100SX SE (we exclusively rode the SE model) takes place in the spectacular surroundings north of the metropolis of Barcelona, Viladrau, in the Montseny Natural Park – a paradise for motorcyclists. This national park is known for its twisty mountain roads, steep climbs, and varied landscapes.

The test day itself was challenging in terms of weather but realistic: In the morning, there was dense fog, comparable in effect to drizzle, the roads were wet and slippery, and the dark visor of my HJC RPHA 71 Carbon didn't make things any easier. Temperatures in the early morning hours were around 2-5 degrees °C. Just in time for the photo and video point later in the morning, the sky cleared, providing better visibility and warmth. At least 14 °C showed on the Ninja's display. Such changing conditions provide an ideal testing ground for sport touring bikes like the Ninja 1100SX, which must impress not only on dry roads but also under adverse circumstances.

Kawasaki remains true to its design philosophy despite the name change, and with the Ninja 1100SX 2025, it continues to focus on proven values: sportiness, stability, and touring capability. Visually, the new version is almost identical to its predecessor, with the sporty silhouette borrowing elements from the supersports to celebrate the Ninja name. The SE variant is only recognizable upon closer inspection, but with Swedish gold at the rear, steel braided lines, and the Brembo double-disc brake system, it makes a more impressive appearance in front of the ice cream café. The same goes for the neon-colored rim stripes, which suit the Kawa well.

The optionally available, color-coordinated cases also integrate seamlessly into the sport touring bike. Pleasingly, when the side cases are removed, the vehicle's subtle integration reveals a slim rear without protruding case mounts. Whether the optional pillion seat cover for an even sportier look on a sport touring machine is necessary is debatable. In any case, it is available alongside many other parts in the extensive Kawasaki accessories range.

The heart of the Ninja 1100SX remains the proven inline-four engine, now with 1,099 cc displacement. The increase of about 50 cc is achieved by extending the stroke by 3 millimeters - the result: 136 hp at 9,000 rpm and 113 Nm of torque at 7,600 rpm. Nominally, the 1100 is thus 6 hp weaker than its predecessor, which offered 142 hp at 10,000 rpm peak power. In practice, however, the engine provides noticeably more pull, especially from mid-range speeds. Both the torque (by 400 revolutions) and the peak power (by 1000 revolutions) are reached earlier in the Euro 5+ compliant engine. This torque strength (+2 Nm) ensures that the missing peak power is more than compensated for in practical operation, making the 1100 the quicker bike. The riding modes are familiar, with "Road" being the go-to mode for everyday use, offering a good compromise between safety reserves and propulsion, while the "Sport" mode makes the most sense on briskly ridden stages due to significantly more restrained interventions by the traction control. The throttle response of the 1100 Ninja is sublime and remains well controllable even in the sharpest configuration.

Gears 1 to 4 are sportily short-geared, allowing for crisp acceleration out of tight corners. The longer ratios in gears 5 and 6 lower the revs on the highway, making the Ninja a relaxed long-distance tourer. Only the vibrations of the four-cylinder become noticeable in the extremities on longer stages. Particularly positive was the standard quickshifter, which allows for buttery smooth gear changes. However, shifting with large feet (size 45 in my case) requires some finesse, as the space between the foot peg and shift lever is tight.

Kawasaki has made key updates to the electronics of the Ninja 1100SX, even though the Kawasaki press materials show no difference in functionality compared to previous models. The traction control now works more precisely, as it no longer intervenes through ignition cuts but directly controls the throttle valves, a Kawasaki technician revealed to me over dinner. The result is noticeably smoother intervention, making the bike more stable and predictable. The enhancement of connectivity features, including voice control and turn-by-turn navigation, could not be tested. For navigation during the free ride in the afternoon, Kawasaki provides a TomTom navigation device.

In terms of usability, the 1100 has some criticisms already known from the 1000SX and unfortunately not addressed: Changing the riding modes remains cumbersome, as it requires holding the button for several seconds with the throttle closed. The cruise control, which is a useful feature on long journeys and generally works satisfactorily, does not display the set speed on the display. The same applies to the heated grips, standard on the SE variant, where which of the three levels is active can only be determined by counting the flashes on the button. Anyone expecting features like cornering lights or an electronically adjustable suspension on the Ninja 1100SX SE is mistaken. This luxury is reserved for the Ninja H2 SX SE.

A new feature on the Ninja 1100SX (SE) deserves special attention, which is easy to give since it is hard to miss: the USB-C charging port on the handlebar. It hides under a large cover about the size of a matchbox, and I am not talking about the small, commercially available ones, but the large ones that burn long enough to light all the candles on a medium-sized Christmas tree. Presumably, this unit will withstand icy cold, extreme heat, heavy rain, hail, and nuclear attacks, but for everyday use, a more discreetly integrated solution would have sufficed.

The SE version distinguishes itself from the standard variant with the following features:

• Brakes: Brembo M4.32 calipers combined with steel braided lines provide precise, powerful responsiveness.
• Suspension: The Öhlins S46 shock absorber with a handwheel for preload adjustment ensures maximum adaptability and excellent damping performance.
• Heated grips: Particularly on cold test days like this, the three-stage adjustable heated grips prove their worth. However, even on the highest setting, they reach their limits at temperatures around 2°C – the heating output is not quite sufficient for icy tours.

Note on brakes and suspension: Without a direct comparison (the standard variant was not available for testing) between the two model variants, it is impossible to determine if the additional cost for the SE version is justified. The following riding impressions regarding brakes and suspension pertain to the Ninja 1100SX SE.

With its weight of 234 kg (1 kg lighter than the standard version), the Ninja 1100SX SE is no gazelle, thus it behaves somewhat sluggishly in tight corners. This is also due to the seating position, which is deeply integrated into the vehicle. However, in long sweeping curves, it plays to its strengths and impresses with remarkable stability. The Bridgestone S23 tires fitted as original equipment offer excellent grip, and even in wet or cold road conditions, the road mode could be used. The tires support the excellent front wheel feel that the Ninja provides.

The chassis of the SE version shines with a balanced setup. While the Showa fork transmits short impacts relatively directly to the rider, showing slight weaknesses in responsiveness, the well-proven Öhlins S46 shock absorber, already known from other SE models by Kawasaki, scores with sensitive comfort. Fundamentally, the Ninja 1100SX SE is hardly disturbed, a sport touring bike through and through.

The package of the Ninja 1100 is ideally rounded off by the Brembo M4.32 braking system with steel braided lines. Even at a brisk pace on country roads over a long period, the precise pressure point on the lever does not wander a millimeter. Good news for those who like to work with the rear brake in curves: The increase in diameter compared to the predecessor is responsible for the now noticeably more effective braking performance at the rear. The overall braking performance is precisely tuned to the 1100 and can be described as absolutely successful.

The windshield, adjustable in four inclination levels as with the 1000 model, offers good protection against wind and weather on longer rides. However, at lower temperatures, there is slight draft around the hands and in the crotch area, which diminishes comfort, especially in rain and/or low temperatures. The adjustment mechanism left some colleagues puzzled, as they simply couldn't find the lever. As an experienced Ninja SX rider, you know the discreet, almost hidden lever located to the right under the display, though it's still not easily reachable. Lowering the windshield to a flatter position can be done single-handedly, while raising it during the ride becomes a daring feat. Following the safety considerations of the Japanese engineers, adjustments should probably be made only when stationary, but for all the stubborn ones, here's a little tip: the cruise control helps.

The seating position is comfortable for medium-sized riders and offers a good balance between sportiness and long-distance comfort. In Europe, the Ninja 1100SX (SE) is delivered as standard with the high seat, resulting in a seat height of 835 mm for both models. Smaller riders can find a lower seat option with a seat height of 820 mm in the accessories. Despite the hinted clip-on handlebars, not too much weight rests on the wrists even after hours in the saddle, and the seating position is relatively upright for a sport touring bike. However, taller riders might be bothered by the sharp knee angle, which restricts freedom of movement on longer rides.

The optional, well-known, and tested side cases with a capacity of 28 liters per side are elegantly integrated and can easily hold a full-face helmet. They make the Ninja 1100SX the ideal touring companion but noticeably increase the overall price of the motorcycle. If that's still not enough storage space, a top case in the motorcycle's color can also be ordered from the accessories.

According to Kawasaki's official figures, the fuel consumption is 5.7 liters, which is lower than its predecessor. However, during our very moderate riding in the morning, we couldn't get it below 6 liters according to the display, and with sporty riding, this figure can easily increase to 7.5 liters, possibly even more with a pillion. An actual consumption measurement will have to wait until the test in our home territory, as the bikes were refueled during the lunch break. Combined with the 19-liter fuel tank, this results in a range of 250 to just over 300 kilometers.

The relatively low payload of the Ninja 1100SX (SE) at only 195 kg is a more significant factor. This could be tight for riders with luggage and a pillion. Especially on long journeys with the need for space and the configuration of side and top cases, the passengers shouldn't be too heavy. It's a pity, as the seat in the second row offers comfortable padding and generally enough space for riding pleasure for two.

The Ninja 1100SX 2025 will be available in Germany and Austria from November 2024 in two versions:

• Standard model: €15,295 in Germany and €16,799 in Austria
• SE model: €17,045 in Germany and €18,545 in Austria

Prices and offers for the Ninja 1100SX and SX SE near you:

The standard version will be offered exclusively in the color combination Metallic Carbon Gray/Metallic Diablo Black, while the SE version will be available in Emerald Blazed Green/Metallic Diablo Black and Metallic Matte Graphene Steel Gray/Metallic Diablo Black.