Source: Cycle World
[[{“value”:”For 2024, the smallest Kawasaki Ninja in the US gets an additional 52cc and updated styling. (Kevin Wing/)Kawasaki has been producing the Ninja sportbike lineup for more than 40 years. That flash of neon green zipping by on the street is so recognizable that the Ninja moniker is known even by mainstream America. For dedicated motorcycle riders, the Ninja name means sport performance.Elbowing its way into the 2024 line is the new Ninja 500. The changes are few between the well-known Ninja 400 and the latest arrival. Most notably the larger displacement—up from 399cc to 451cc. Then there is the styling. The Ninja 500 more closely resembles its racy older siblings with updated bodywork and colors. Finally, the Ninja 500 gets a boost of technology with a fancier LCD display or TFT dash (depending on the model) and connectivity to the mobile devices through the Rideology app.Can the Ninja 500 earn a rightful spot among its ancestral clan of speed machines? Team Green invited us to familiar stomping grounds in Malibu to test the newest Ninja on some of the sportiest roads in Southern California to find out.Never before has the lightweight Ninja offering so closely resembled the big fast bikes, especially so in the KRT racing livery. (Kevin Wing/)2024 Kawasaki Ninja 500 Ergonomics and StyleThe already blurry line between EX and ZX models are challenged once again, as the Ninja 500 now sports the same aggressive styling as its larger and badder older brothers. Particularly in the face, the friendlier wider-eyed headlights of the older Ninja 400 is replaced with the furrowed brow of the more serious ZX styling. What Kawasaki calls “full volume bodywork” gives the Ninja 500 a larger presence, essentially puffing up its chest to mimic the size and gravitas of the bigger Ninjas.Kawasaki has redesigned the Ninja 500 seat shape and seat cover. It is a more comfortable ride and the faux leather covering allows for better sliding action compared to grippier materials of the past. (Kevin Wing/)Despite the flashy new body styling, the ergonomics and approachability of the Ninja 500 are the same as the 400. As a shorter than average rider at 5 feet, 4 inches, I find that I can comfortably touch down to the balls of my feet with the seat height at 30.9 inches. With a wet curb weight of 379 pounds, the Ninja 500 is also easy to maneuver at stops or slow speeds. Being a smaller rider, control levers and reach are all important factors. Although not adjustable, the clutch lever and brake lever are easily within reach and featherlight to operate. Many riders will rejoice knowing that nothing has changed about the rider triangle of the Ninja 500 compared to the proven Ninja 400. The Ninjette series has gotten top marks for comfort from riders of all sizes so Kawasaki has made a smart choice here in not changing a good thing just for the sake of change.The aggressive styling is most appreciated in the headlight assembly. Also take note of the taller windscreen, available stock on SE models. (Kevin Wing/)Lastly, in the new perks department is the high-contrast full-LCD instrument with smartphone connectivity to Kawasaki’s Rideology app on the base Ninja 500. The test models made available to ride in Malibu were the Ninja 500 KRT SE editions, which come with a whole smattering of upgrades. The full-color TFT dash and Kipass key fob ignition are the standout additions, but the SE package will also include add-ons like LED turn signals, tall windscreen, radiator screen, frame sliders, seat cowl, tank and knee pads, and USB charger.2024 Kawasaki Ninja 500 EngineCarrying on with the theme of glowing up the lightweight Ninjette, Kawasaki has taken the approach of a “stroker motor” to bump up the displacement of the parallel twin powerplant from 399cc to 451cc. This means the same bore and a new stroke of 70mm x 58.6mm (up from 51.8) is housed within the same engine casing as the Ninja 400. The intake and exhaust valve diameters have been adjusted, and the balancer shaft, crankshaft, connecting rods, and pistons are all newly designed to better match the enlarged displacement. The Ninja 500 sports a lower 11.3:1 compression ratio compared to the Ninja 400′s 11.5:1, and the redline has migrated from 13,000 to 11,700 rpm.The biggest change? The roughly 50cc bump from 399cc to 451cc on the Ninja 500. Some debate if the naming convention is fair, rounding up all the way to 500 from 450. (Kevin Wing/)The “stroker motor” doesn’t feel like a rocket ship. It instead translates into a faster connection from the wrist to the rear wheel—response feels sharper but not harder. Although we did not get the chance to really stretch the Ninja 500′s legs on the freeway, my past experience on the 2024 Z500 did demonstrate that the new 500 platform is more confidence-inspiring at top speeds. Put simply, the new power performance of the Ninja 500 (51 hp and 31.7 lb.-ft. of torque) is marginal but an appreciable improvement over the 400.Like all the lightweight Ninjas before it, the 500 is an absolute canyon carver. (Kevin Wing/)2024 Kawasaki Ninja 500 Chassis and HandlingNinja pedigree may come from the racetrack, but the playground of canyon roads in Malibu are also a favorite for sportbikes and cars alike. Tight switchbacks, off-camber hairpins, decreasing-radius turns, and fast sprints in between all speak to the strengths of the lithe Ninja 500. Overall, the chassis of the Ninja 500 is unchanged from last year’s Ninja 400. The same steel trellis frame, 41mm Showa front fork, bottom-link Uni-Trak KYB rear shock, Nissin dual-piston caliper with 310mm floating disc up front, and dual-piston caliper with 220mm disc at the rear all make a return.Another subtle change is Kawasaki’s decision to mount a 150-size tire on the Ninja 500 as compared to the 140 rear tire of choice on the Ninja 400. The same Dunlop Sportmax GPR-300 tires as last year are back for the newest Ninja offering. (Kevin Wing/)Just a few weeks back we got to ride the Z500, and a stiffer front suspension was noticeable onboard the Ninja. A Kawasaki spokesperson confirmed the Ninja has a revised and stiffer suspension setting but was tight-lipped on what the exact changes were. The result is what one would want from a fully faired sportbike: stable and predictable performance. What might have been most pleasing is despite some bumps in the midcorners, the Ninja never waivered or jolted off course but stayed committed to the lean angle and direction.Malibu was also full of surprises after the recent smattering of winter storms that had passed through; so road debris was a constant factor. Dodging piles of loose rock and silty dirt deposits in blind corners called for some fast evasive maneuvers, all of which felt effortless on the Ninja 500. That subtle extra oomph from the 451cc engine helped the Ninja squirt out of the way of danger without any drama.These colors and more are all up for grabs on the new Ninja 500. (Kevin Wing/)Closing ThoughtsThe new Ninja 500 is a small evolutionary step-up from the Ninja 400. Kawasaki already knows that the lightweight and affordable Ninjas are a beloved fan favorite, and it moves huge volumes of them. All it needed to do was tweak the winning formula with just enough spice to perk up entry-level shoppers. More power, sportier styling, and upgraded electronics and connectivity all check the boxes on Kawasaki’s marketing matrix. Not to mention the flashy newcomer to the scene, the Aprilia RS 457, rekindled the displacement war in the lightweight class. Kawasaki was not shy to meet the challenge. It does create tension in the P-twin Ninja lineup however as the 500 and 650 squeeze closer together in terms of performance and value.Graves Motorsports is a well-known name in the trackday scene. You could drop some major change to get this purpose-built Graves Ninja 500, but Chuck himself said a lot of 400 parts will be an easy swap onto the 500 platform. (Kevin Wing/)For the trackday enthusiast or club racer, Chuck Graves himself was on-site and riding his fully kitted-out Ninja 500. His perspective was that Kawasaki is staying true to the “DIY” racing enthusiast by keeping the Ninja 500 a simple package. One where most of the past efforts in tuning the 400 will transfer over to the 500 when it comes to knowledge and parts. Still, the newest edition will create headaches for racing clubs nationwide as they will need to create new rules and classes to make room for the latest Ninja edition.The Ninja 500 is not an earth-shattering debut, but rather a considered chess move by Kawasaki as it defends its position in the lightweight sportbike segment. In which case, it has produced another Ninja that meets the needs of new riders and enthusiasts. Well played, Kawasaki, well played indeed.2024 Kawasaki Ninja 500 KRT Edition SE ABS Specs
MSRP:
$6,399
Engine:
DOHC, liquid cooled, 4-stroke parallel twin
Displacement:
451cc
Bore x Stroke:
70.0 x 58.6mm
Compression Ratio:
11.3:1
Transmission/Final Drive:
6-speed/sealed chain
Claimed Horsepower:
51 hp @ 10,000 rpm
Claimed Torque:
31.7 lb.-ft. @ 7,500 rpm
Fuel System:
DFI w/ dual 32mm throttle bodies
Clutch:
Wet, multiplate slip and assist; cable actuated
Engine Management/Ignition:
TCBI w/ digital advance
Frame:
High-tensile steel trellis
Front Suspension:
41mm hydraulic telescopic fork; 4.7 in. travel
Rear Suspension:
Horizontal back-link, spring preload adjustable; 5.1 in. travel
Front Brake:
2-piston calipers, 310mm semi-floating disc w/ ABS
Rear Brake:
1-piston caliper, 220mm disc w/ ABS
Wheels, Front/Rear:
Star-pattern aluminum 5-spoke; 17 in.
Tires, Front/Rear:
Dunlop Sportmax GPR-300; 110/70R-17 / 150/60R-17
Rake/Trail:
24.7°/3.5 in.
Wheelbase:
54.1 in.
Ground Clearance:
5.7 in.
Seat Height:
30.9 in.
Fuel Capacity:
3.7 gal.
Claimed Wet Weight:
379 lb.
Contact:
kawasaki.com”}]]
Full Text:
[[{“value”:”
For 2024, the smallest Kawasaki Ninja in the US gets an additional 52cc and updated styling. (Kevin Wing/)
Kawasaki has been producing the Ninja sportbike lineup for more than 40 years. That flash of neon green zipping by on the street is so recognizable that the Ninja moniker is known even by mainstream America. For dedicated motorcycle riders, the Ninja name means sport performance.
Elbowing its way into the 2024 line is the new Ninja 500. The changes are few between the well-known Ninja 400 and the latest arrival. Most notably the larger displacement—up from 399cc to 451cc. Then there is the styling. The Ninja 500 more closely resembles its racy older siblings with updated bodywork and colors. Finally, the Ninja 500 gets a boost of technology with a fancier LCD display or TFT dash (depending on the model) and connectivity to the mobile devices through the Rideology app.
Can the Ninja 500 earn a rightful spot among its ancestral clan of speed machines? Team Green invited us to familiar stomping grounds in Malibu to test the newest Ninja on some of the sportiest roads in Southern California to find out.
Never before has the lightweight Ninja offering so closely resembled the big fast bikes, especially so in the KRT racing livery. (Kevin Wing/)
2024 Kawasaki Ninja 500 Ergonomics and Style
The already blurry line between EX and ZX models are challenged once again, as the Ninja 500 now sports the same aggressive styling as its larger and badder older brothers. Particularly in the face, the friendlier wider-eyed headlights of the older Ninja 400 is replaced with the furrowed brow of the more serious ZX styling. What Kawasaki calls “full volume bodywork” gives the Ninja 500 a larger presence, essentially puffing up its chest to mimic the size and gravitas of the bigger Ninjas.
Kawasaki has redesigned the Ninja 500 seat shape and seat cover. It is a more comfortable ride and the faux leather covering allows for better sliding action compared to grippier materials of the past. (Kevin Wing/)
Despite the flashy new body styling, the ergonomics and approachability of the Ninja 500 are the same as the 400. As a shorter than average rider at 5 feet, 4 inches, I find that I can comfortably touch down to the balls of my feet with the seat height at 30.9 inches. With a wet curb weight of 379 pounds, the Ninja 500 is also easy to maneuver at stops or slow speeds. Being a smaller rider, control levers and reach are all important factors. Although not adjustable, the clutch lever and brake lever are easily within reach and featherlight to operate. Many riders will rejoice knowing that nothing has changed about the rider triangle of the Ninja 500 compared to the proven Ninja 400. The Ninjette series has gotten top marks for comfort from riders of all sizes so Kawasaki has made a smart choice here in not changing a good thing just for the sake of change.
The aggressive styling is most appreciated in the headlight assembly. Also take note of the taller windscreen, available stock on SE models. (Kevin Wing/)
Lastly, in the new perks department is the high-contrast full-LCD instrument with smartphone connectivity to Kawasaki’s Rideology app on the base Ninja 500. The test models made available to ride in Malibu were the Ninja 500 KRT SE editions, which come with a whole smattering of upgrades. The full-color TFT dash and Kipass key fob ignition are the standout additions, but the SE package will also include add-ons like LED turn signals, tall windscreen, radiator screen, frame sliders, seat cowl, tank and knee pads, and USB charger.
2024 Kawasaki Ninja 500 Engine
Carrying on with the theme of glowing up the lightweight Ninjette, Kawasaki has taken the approach of a “stroker motor” to bump up the displacement of the parallel twin powerplant from 399cc to 451cc. This means the same bore and a new stroke of 70mm x 58.6mm (up from 51.8) is housed within the same engine casing as the Ninja 400. The intake and exhaust valve diameters have been adjusted, and the balancer shaft, crankshaft, connecting rods, and pistons are all newly designed to better match the enlarged displacement. The Ninja 500 sports a lower 11.3:1 compression ratio compared to the Ninja 400′s 11.5:1, and the redline has migrated from 13,000 to 11,700 rpm.
The biggest change? The roughly 50cc bump from 399cc to 451cc on the Ninja 500. Some debate if the naming convention is fair, rounding up all the way to 500 from 450. (Kevin Wing/)
The “stroker motor” doesn’t feel like a rocket ship. It instead translates into a faster connection from the wrist to the rear wheel—response feels sharper but not harder. Although we did not get the chance to really stretch the Ninja 500′s legs on the freeway, my past experience on the 2024 Z500 did demonstrate that the new 500 platform is more confidence-inspiring at top speeds. Put simply, the new power performance of the Ninja 500 (51 hp and 31.7 lb.-ft. of torque) is marginal but an appreciable improvement over the 400.
Like all the lightweight Ninjas before it, the 500 is an absolute canyon carver. (Kevin Wing/)
2024 Kawasaki Ninja 500 Chassis and Handling
Ninja pedigree may come from the racetrack, but the playground of canyon roads in Malibu are also a favorite for sportbikes and cars alike. Tight switchbacks, off-camber hairpins, decreasing-radius turns, and fast sprints in between all speak to the strengths of the lithe Ninja 500. Overall, the chassis of the Ninja 500 is unchanged from last year’s Ninja 400. The same steel trellis frame, 41mm Showa front fork, bottom-link Uni-Trak KYB rear shock, Nissin dual-piston caliper with 310mm floating disc up front, and dual-piston caliper with 220mm disc at the rear all make a return.
Another subtle change is Kawasaki’s decision to mount a 150-size tire on the Ninja 500 as compared to the 140 rear tire of choice on the Ninja 400. The same Dunlop Sportmax GPR-300 tires as last year are back for the newest Ninja offering. (Kevin Wing/)
Just a few weeks back we got to ride the Z500, and a stiffer front suspension was noticeable onboard the Ninja. A Kawasaki spokesperson confirmed the Ninja has a revised and stiffer suspension setting but was tight-lipped on what the exact changes were. The result is what one would want from a fully faired sportbike: stable and predictable performance. What might have been most pleasing is despite some bumps in the midcorners, the Ninja never waivered or jolted off course but stayed committed to the lean angle and direction.
Malibu was also full of surprises after the recent smattering of winter storms that had passed through; so road debris was a constant factor. Dodging piles of loose rock and silty dirt deposits in blind corners called for some fast evasive maneuvers, all of which felt effortless on the Ninja 500. That subtle extra oomph from the 451cc engine helped the Ninja squirt out of the way of danger without any drama.
These colors and more are all up for grabs on the new Ninja 500. (Kevin Wing/)
Closing Thoughts
The new Ninja 500 is a small evolutionary step-up from the Ninja 400. Kawasaki already knows that the lightweight and affordable Ninjas are a beloved fan favorite, and it moves huge volumes of them. All it needed to do was tweak the winning formula with just enough spice to perk up entry-level shoppers. More power, sportier styling, and upgraded electronics and connectivity all check the boxes on Kawasaki’s marketing matrix. Not to mention the flashy newcomer to the scene, the Aprilia RS 457, rekindled the displacement war in the lightweight class. Kawasaki was not shy to meet the challenge. It does create tension in the P-twin Ninja lineup however as the 500 and 650 squeeze closer together in terms of performance and value.
Graves Motorsports is a well-known name in the trackday scene. You could drop some major change to get this purpose-built Graves Ninja 500, but Chuck himself said a lot of 400 parts will be an easy swap onto the 500 platform. (Kevin Wing/)
For the trackday enthusiast or club racer, Chuck Graves himself was on-site and riding his fully kitted-out Ninja 500. His perspective was that Kawasaki is staying true to the “DIY” racing enthusiast by keeping the Ninja 500 a simple package. One where most of the past efforts in tuning the 400 will transfer over to the 500 when it comes to knowledge and parts. Still, the newest edition will create headaches for racing clubs nationwide as they will need to create new rules and classes to make room for the latest Ninja edition.
The Ninja 500 is not an earth-shattering debut, but rather a considered chess move by Kawasaki as it defends its position in the lightweight sportbike segment. In which case, it has produced another Ninja that meets the needs of new riders and enthusiasts. Well played, Kawasaki, well played indeed.
2024 Kawasaki Ninja 500 KRT Edition SE ABS Specs
MSRP:
$6,399
Engine:
DOHC, liquid cooled, 4-stroke parallel twin
Displacement:
451cc
Bore x Stroke:
70.0 x 58.6mm
Compression Ratio:
11.3:1
Transmission/Final Drive:
6-speed/sealed chain
Claimed Horsepower:
51 hp @ 10,000 rpm
Claimed Torque:
31.7 lb.-ft. @ 7,500 rpm
Fuel System:
DFI w/ dual 32mm throttle bodies
Clutch:
Wet, multiplate slip and assist; cable actuated
Engine Management/Ignition:
TCBI w/ digital advance
Frame:
High-tensile steel trellis
Front Suspension:
41mm hydraulic telescopic fork; 4.7 in. travel
Rear Suspension:
Horizontal back-link, spring preload adjustable; 5.1 in. travel
Front Brake:
2-piston calipers, 310mm semi-floating disc w/ ABS
Rear Brake:
1-piston caliper, 220mm disc w/ ABS
Wheels, Front/Rear:
Star-pattern aluminum 5-spoke; 17 in.
Tires, Front/Rear:
Dunlop Sportmax GPR-300; 110/70R-17 / 150/60R-17
Rake/Trail:
24.7°/3.5 in.
Wheelbase:
54.1 in.
Ground Clearance:
5.7 in.
Seat Height:
30.9 in.
Fuel Capacity:
3.7 gal.
Claimed Wet Weight:
379 lb.
Contact:
kawasaki.com
“}]]
