Kawasaki Ninja 1100SX (2025 – ) review

No modern bike has been as repeatedly refined and improved as Kawasaki’s SX. The original 2011 Z1000SX was something of a surprise star with its sports touring spin-off of the Z1000 super naked and won fans for its combination of performance, practicality and value. Since then Kawasaki has continuously improved it to the point where this 1100SX represents the fifth-generation version. On the one hand that’s very sensible – each variant has been a distinct improvement on its predecessor without Kawasaki ever veering too far from the original recipe. The counterpoint being you could accuse the latest Ninja SX of perhaps lacking a little imagination. It’s the same bike as it ever was, just a bit better than before. And it’s hard to imagine any owner these days opening the garage door to admire it as purely an object of lust.

Classic sporty, four-cylinder sports-tourer – and if that’s what you want you won’t be disappointed. If you DO find fault, it’s more to personal preferences than any issue with the Kawasaki’s ergonomics. Being a litre-class four-cylinder, the Ninja SX remains fairly hefty and wide with a sporty attitude that has you leaning forwards in a sporting crouch on raised clip-on bars. The footpegs are also raised and rear-set, but not too much. As before, its screen is also manually adjustable through four positions, the seat is sufficiently comfortable for two and, overall, its riding position is beyond criticism for the style of bike. And if you like the idea of that but want more upright sports-tourer comfort Kawasaki has you covered for that with its Versys 1100!

Sporty bikes simply don’t get much more useful and versatile, which helps explain the Kawasaki’s enduring popularity. The surprise is that nobody saw the original coming, given its combination of sports bike fun, real-world comfort, practicality and even affordability. From the second generation onwards bespoke luggage was offered as an accessory while electronic riding aids have also been repeatedly improved. For the last decade various accessory packs have also been available (Touring and Performance, for example) and, since 2020, the Ninja SX has also been offered in two forms – standard SX and fancier SE, the latter with semi-active Öhlins suspension, full-colour TFT dash, quickshifter and more. None of this has changed with the new one but its performance is even more pleasing and economy greater. In short, if you want a four-cylinder sports-tourer, there’s a Ninja 1100 for you.

The new 2025 Kawasaki Ninja 1100SX has an enlarged version of the old 1,064cc four, with capacity now 1,099cc thanks to an extra 3mm of stroke. The cams are also milder, its intake port profiles reworked, and the flywheel is heavier. As a result, its performance is improved – but not in the way you may have expected. Peak power is now a claimed 136 horsepower at 9,000 rpm, with 113Nm of torque at 7,600 rpm, but that’s actually a slight reduction in peak power from the 142 horsepower of the old 1000. Instead, the benefit is improved low- and mid-range torque for better real-world performance. The result is as smooth and slick as ever, but now with added shove at lower revs and no sacrifice in top-end. It’s hard to fault the improvement on the road, and the riding modes enable it to be pretty much as sporty as you want. Some may prefer the high rev thrills of rivals like the BMW S 1000 XR but, in isolation, the Ninja has more than enough. Dinner-plate sized front discs gripped by radially-mounted Brembos and cornering ABS are also a carry over from the last one and beyond criticism.

Another aspect of the Ninja 1100 SX which is hard to fault, and absolutely deserving of a full five out of five. In standard SX trim the proven combination of beefy inverted forks and monoshock rear give a decent blend of comfort and precision, if admittedly lacking the adjustability and sophistication of the latest pure sports machines. However, with its Öhlins semi-active suspension the SE bridges that gap with aplomb, albeit with the proviso you’re still riding a heavier, bulkier sports-tourer. Oh, and if you’re still in any doubt about how refined and effective both the SX and SE’s handling is, have a try of Suzuki’s far more recent GSX-S1000GT or GX and you’ll quickly realise they’re not in the same league.

The Ninja SX has always represented tempting value, but this has diminished slightly over the years, especially with the addition of the high spec SE variant. The useful (but costly) accessory packs like self-explanatory Tourer and Performance options muddy the water further. Even so, both SX and SE remain decent value. Even with the power the Ninja’s performance isn’t as extreme as some, and thus easier on consumables such as tyres, brake pads, chain and so on. Its enduring popularity also means residual values remain good and insurance premiums will be no worse than any other 1100.

Generally, the Ninja SX has proved to be about as reliable as litre-class four-cylinder Japanese bikes get, with no major issues. It’s also had such a long life the mechanical bits can be considered utterly proven. That said the 1100 represents the biggest change to the engine yet, so it’s hard to be completely certain. But build quality is excellent, its performance is not too extreme and, overall, we have no significant causes for concern.

As standard, the new Ninja 1100SX comes with a two-year, unlimited mileage, manufacturer-backed warranty which remains typical even if longer warranties are becoming more common. However, there are some promotional offers extending this to a four-year unlimited mileage policy by including two years of Kawasaki Warranty Plus. Maintenance-wise, Kawasaki recommends usual services every 7,500 miles or annually, with the bigger valve check service due every 15,000 miles.

Like everything else equipment levels have been continuously updated over the years, sophisticated electronics debuting on the second-generation model, quickshifter, semi-active suspension and colour TFT on the 2020 SE and more besides. This new 1100 extends that even further to the extent that, depending on which model and variant you choose, you’ll be wanting for very little. That said, although there is cruise control, the SX has yet to benefit from the radar-guided option some rivals now offer, you’ll need to pull over to adjust the manually operated screen and many of the real goodies are cost extras. On the whole, though, both SX and SE are pretty well equipped.

Genuine litre-class sports-tourers have become a rare breed. Part of the reason for that is the rise in popularity of do-it-all adventure bikes like the Ducati Multistrada V4 or tall rounders like the aforementioned BMW S 1000 XR. The Kawasaki’s dominance is another factor, having seen off all rivals but Suzuki’s inferior GSX-S1000GT. The 1000 wasn’t broke, but Kawasaki made it better anyway. It might not be much better, but the 1100 SX remains definitively – and slightly boringly – the definitive sports-tourer.