The Kawasaki Versys-X 300 is back on sale in India after a near 5-year hiatus. On paper, not much has changed – the same high-revving 296cc parallel-twin still powers it, it still wears its tall ADV stance, and it still rolls on a 19/17-inch wire-spoke wheel combo. What has changed, however, is the context.
In 2025, the ADV segment has grown up – competitors like KTM’s 390 Adventure and Royal Enfield’s Himalayan 450 offer significantly more tech, torque and touring chops at lower prices. Honda has already plugged the parallel-twin space, and BMW, as well as CFMoto, will soon join the club. So the question is, does this “reborn” Versys-X 300 still hold up?
Visually, there’s nothing new here apart from the two fresh colour schemes. That said, it still looks purposeful with its tall, slender bodywork.
The fit and finish is solid, which is typical of Kawasaki, with tactile switchgear, clean panel fitment and decent paint quality. But features are where it feels most outclassed. There’s no TFT screen, no ride modes, no traction control and no switchable ABS. The speedo is basic but legible and does include an average fuel indicator and DTE indicator.
What has changed since 2017 is that you no longer get accessories like crash guards, handguards or the single-side luggage pannier as standard. Instead, Kawasaki offers them separately, and at a fairly high cost. In a segment where rivals are practically throwing in the kitchen sink, the Versys 300 feels quite bare-bones.
Despite its size, the 815mm seat height is approachable for most riders, and it has an upright and neutral riding position. Standing ergonomics are decent but could be better. For one, the footpegs feel too thin and dig into the sole of your foot; over time, this can cause discomfort. Secondly, the posture isn’t as accommodating for tall riders, and as I’ve discovered, this isn’t the sort of motorcycle you’d want to take too far off-road, but more on that later.
In terms of comfort, the seat itself is on the firmer side, but it held up well over longer highway stints without inducing too much discomfort for me. Additionally, Kawasaki will sell you a 25mm taller, more comfortable accessory seat that’s better padded, although that comes in at a hefty Rs 19,480.
Meanwhile, the tall windscreen remains fixed and causes noticeable wind buffeting and noise at highway speeds, particularly for taller riders. Shorter riders may not find it as intrusive, but an adjustable screen would have greatly helped improve long-distance comfort.
If there’s one area where the Versys 300 still stands apart – for both good and bad – it’s the engine. This high-revving unit is shared with the Ninja 300, and it retains the same peaky character. This motor feels slow at low revs and only begins to come alive above 6,000rpm.
The full pull can only be experienced at sky-high revs, and while the on-paper difference to the likes of the KTM and Himalayan is not that big, you have to constantly wring its neck to extract that performance. There’s also the fact that high revs are accommodated by some vibrations, and while they aren’t as prominent as some of its single-cylinder rivals, it’s still quite noticeable.
The engine is tractable in higher gears and pulls cleanly from 50kph in sixth all the way to 150kph. As fun as revving this engine out is, it’s quite uncharacteristic of what we’ve come to expect from motorcycles of this format.
In fact, in our tests, the Versys 300 clocked a 7.5-second 0-100kph time, which puts it in line with other 300cc single-cylinder motorcycles, but slower than the 400 and 450cc singles. While tractable, the engine will sit at around 7,000rpm when cruising at 100kph, and it isn’t a smooth and calm affair.
This parallel twin prefers being engaged in a spirited manner and feels calmer at higher gears in double-digit speeds. The way to truly enjoy this motor is by revving its heart out and banging through its slick 6-speed gearbox. Do that, and the Versys X300 is genuinely fun to ride on the road, and it is more rewarding when ridden like a sporty road bike rather than an off-road-oriented ADV.
During our tests, we saw a highway fuel efficiency figure of 27kpl; 25kpl in the city. While these figures are lower than rivals’, the 17-litre tank means you’re still looking at a 400km range on a full tank. In the city, the clutch feel is light, and the bike is well-balanced and easy to manage. Heat management is relatively well contained and should only be a problem for those wearing shorts.
In terms of handling, it continues to feel planted on smooth roads and around corners. Its 41mm telescopic fork and preload-adjustable monoshock do a good job on well-paved tarmac, and the chassis feels solid and confidence-inspiring; however, the suspension has limitations that are quite easy to reach.
This is because it only has 130mm of travel at the front and 148mm at the rear, and compounding the issue is the fact that the front is too soft. General rough roads are handled well, but larger and sharper bumps/potholes are not absorbed gracefully, and the front end often reacts with a loud thud when it encounters a deep pothole. All in all, the ride quality is not bad, but it’s also not as sophisticated as some of its rivals.
In terms of on-road dynamics, it’s quite playful and light on its feet on the road, and I thoroughly enjoyed going around corners on this motorcycle. However, off-road, there’s a decent 180mm of ground clearance, and the bike doesn’t mind carrying a gentle pace. But the moment you start picking up speed, the front end starts to bottom out over rocks, and that robs confidence. A lack of switchable ABS doesn’t help either.
While the brakes perform adequately, the ABS seems quite intrusive. These new MRF tyres do a good job in both wet and dry conditions on the road, and I’ve had no complaints from them. Unlike the rest of Kawasaki’s Versys line-up, the 300 is the only one to come with spoke wheels, and unfortunately, these aren’t tubeless. This seems misplaced, given the bike’s road-focused skill set, and a set of alloys would give you more peace of mind when it comes to punctures.
In 2017, the Versys-X 300 felt like a niche but charming option for tourers who wanted a smooth, rev-happy engine and dependable engineering. However, in 2025, the same motorcycle – despite aRs 80,000 price drop – feels out of step with the segment. It lacks features, feels dated in key areas, and is still priced higher than far more capable and better-equipped rivals.
That said, it is still a unique motorcycle to ride, and if you’re someone who values a reliable Japanese high-revving parallel-twin and would like a comfortable road-tourer, this bike will speak to you. For everyone else, bikes like the KTM 390 Adventure X and RE Himalayan 450 offer much more capable packages at lower prices. However, if a small-capacity parallel-twin is a must-have, I’d recommend waiting for CFMoto’s 450 or making the large stretch for Honda’s NX500.
Also see: Kawasaki Versys 1100 review: road touring masterclass
