Road test of KawasakiZ 500 SE 2024 For learning, it's magic!

for 2024, the Akashi company is hitting hard! In fact, not 1, but 2 new models dedicated to A2 license holders are presented to us: the Ninja 500, which you can test here ->, and the Z 500. It's the latter that we're going to take a look at today. We're heading for Spain, where Kawa has invited us to the province of Alicante to discover this new roadster.

the first visual impression is a pleasant surprise, in the sense that the finish and care taken in assembly are evident throughout the bike. Special mention should be made of the heat shield that hides the exhaust line before the silencer. A detail perhaps... but in terms of looks, the Z is a real winner. There's no unsightly tube to be seen here, giving it an air of grandeur. The aggressive front end, and the tank surrounded by these scoops, are a clear indication of the 500's pedigree.

the same is true of the rear end. The high-slung passenger seat, on a rear shell echoing the profile of the exhaust, is an unmistakable reminder of the Zedistique pedigree. Fun, manga and Sugomi in its design, the Kawa doesn't forget simple recipes for its chassis: steel frame and swingarm, traditional fork, single front disc - all combined in such a way as to make it both graphically and technically pleasing to the eye. In a category where the battle rages on, the Middle Z commands respect.

out goes the Z 400, in comes the big sister. The most notable change concerns displacement. The twin increases from 399 to 451 cm3, a gain achieved by lengthening the stroke by 7 mm. But the Japanese engineers didn't limit themselves to enlarging the combustion spaces to give us a little more boot space. Let's get out on the road and find out what's behind this latest addition to the Z family.

at 785 mm, the seat is low enough for easy access. Note that a high seat is available as an option, which taller riders will appreciate. For taller legs, the space between the seat and footrests can be a little too 'folding'. Once in place, the position is natural, leaning lightly on the handlebars with knees slightly bent (in my case). The scalloped fuel tank allows you to keep your legs fairly close together, and its height makes you feel adequately supported. The controls are easy to reach, but as with the Ninja 500, the levers are not adjustable. The easy-to-read TFT display provides all the information you need: fuel gauge, water temperature, engine speed, time.... What's more, you can connect your smartphone via the RIDEOLOGY THE APP to receive call, SMS and GPS notifications, as well as access settings for all parameters and the maintenance program.

switch on the ignition, press the little button and the engine starts to rev. The 180° twin emits a sound common to this type of mill, a little dry and scraping, like a coffee grinder that's just been unhitched. We'll see what it spits out once it's up to speed a little later. 1st gear and off we go, the gearshift is smooth, as is the clutch. The grip on the lever is spectacularly smooth - like a ladle of melted butter. As well as being extremely pleasant, like the gearbox, it's also very safe. It's an "Assit & Slipper", so you don't lock the rear wheel when downshifting a little too hard. The ride-by-wire throttle is perfectly calibrated for smooth operation.

let's talk mechanics. As already mentioned, the 500's new displacement is 52cm3. But that's not all. The new airbox is larger and more rigid at the top to limit unwanted noise. The intake system has also undergone a number of changes: 32mm throttle bodies, reworked manifolds, each cylinder with its own length of intake cone, and a redesigned crankshaft - the aim of all these improvements is to obtain an engine with as much torque as possible, but above all over the widest possible rpm range. And the figures speak for themselves: + 5.6 Nm of torque.... In terms of power, the stable has not grown in size, but the 45 horsepower comes out 1,000 rpm earlier.

on the handlebars, you can feel all these improvements, as the engine becomes available over a much wider rev range, and is willing to shift back into 5th gear as soon as the 2,000 rpm mark has been passed. Revs rise briskly and smoothly, with linear thrust up to 6,000 rpm, and a ladleful more once past that mark. The sound improves in proportion to engine revs, and becomes flattering when those same 6,000rpm are passed, the precise moment when the mill also becomes much more expressive. An engine with 2 faces! One for leisurely cruising, the second for sporty gearshifting. With the tachometer's barograph easily titillating its red zone, you'll quickly get into the swing of things, and the sensations become exhilarating! The gearbox is an invaluable ally: the ratios are perfectly adapted to the 500, allowing you to get the most out of it, and the gears follow one another up and down without the slightest jolt.

how do you stop a Z? In the traditional way for this displacement range, single front and rear discs of 310 and 220 mm respectively, fitted with 2-piston calipers. Dynamically, the result is safe, dosable braking, even when in arsail mode. You'll have to push a bit to see the limit, but you'll have so much fun before that that you won't have any worries. Note that the discs are no longer of the wave type found on the Z 400.

on the subject of chassis, Kawa has drawn on the late Z 400' s organ bank to equip the little newcomer, with 41mm forks and Showa-sourced shock absorbers, with 120 and 130mm of travel respectively. This may seem a little bland in terms of suspension, but ask yourself the right question: what's the purpose of this Z? To learn the ropes on 2 wheels, or to set the fastest time on the track? Well, yes, it could be a little better, especially when riding hard. The tires are a bit stingy on dialogue, and the fork hydraulics lack restraint under the stresses of hard riding. This doesn't allow you to take full advantage of the precise front end, but it's quite sufficient and satisfying for the target clientele - who aren't looking for the dynamics of a streetfighter.

in the saddle, at a leisurely pace, the suspension will be forgotten. If you rotate your right wrist a little more, you'll feel a slight lack of firmness when the road deteriorates. The caster angle here is 24.3°, compared with 24.5° on the Ninja, which has a positive influence on the bike's liveliness when cornering. On the handlebars, it's almost too easy! The Kawa lets you tame it with your fingertips. The Z 500's biggest plus point is its first-rate agility. A real ballerina, bouncing from bend to bend. Its controlled weight and architecture make it incredibly easy to handle. You don't need to ride it for miles and miles to understand it, just sit at the controls, shift into 1st gear... and have fun! As rigorous as the Ninja 500 is, its cousin is just as much fun. As a 1st bike, for someone looking for confidence, don't hesitate!

Lionel "Guido" Baffert - Manufacturer's photos