Kawasaki GPZ 500 S / Ninja 500R (1994–2009): The Timeless Middleweight for Every Rider

Introduction

The Kawasaki GPZ 500 S, later rebadged as the Ninja 500R in North America, is a motorcycle that defies obsolescence. Produced from 1994 to 2009 with minimal changes, this parallel-twin sport-tourer carved out a legacy as one of the most versatile middleweights ever built. Whether you’re a new rider seeking confidence or a seasoned motorcyclist craving a lightweight commuter with sporty DNA, the GPZ 500 S delivers a ride that feels both familiar and thrilling.

After a day spent tossing this bike through canyon roads, navigating city traffic, and even stretching its legs on the highway, it’s clear why Kawasaki kept this design largely untouched for 15 years. It’s not about chasing specs—it’s about delivering a balanced, accessible machine that quietly excels at everything. Let’s dive into what makes this generation a cult classic.

Design: Function Over Flash, But Timelessly Sharp

The GPZ 500 S’s design language screams late-’90s pragmatism. The 1994 facelift introduced a sleeker half-fairing with a ZX-inspired headlight, replacing the boxy look of earlier models. While it won’t turn heads like a modern supersport, the design has aged gracefully. The fairing provides surprising wind protection at highway speeds, and the 17-inch wheels (a 1994 upgrade from 16-inch) lend a planted stance.

Ergonomics are where this bike shines. The 775 mm (30.5-inch) seat height is approachable for shorter riders, while the upright handlebars and slightly rearset pegs create a neutral riding position. The seat itself is wide and plush—a rarity in sport-focused bikes—making it ideal for hour-long commutes. The analog dashboard is refreshingly simple, with twin trip meters and a temperature gauge, though the lack of a fuel light (relying on a petcock reserve) feels quaint by modern standards.

Color options evolved over the years, from bold ’90s hues like Metallic Violet to understated blacks and reds in the 2000s. The bodywork hides a steel double-cradle frame that’s built to last, though the exhaust’s chrome pipes are prone to discoloration without regular care.

Engine & Performance: Smooth, Rev-Happy, and Surprisingly Quick

At the heart of the GPZ 500 S lies a 498 cc liquid-cooled parallel twin with DOHC and four valves per cylinder. Output hovers around 60 HP (43.8 kW) at 9,800 RPM and 46 Nm (33.9 lb-ft) of torque at 8,500 RPM, though dyno tests often show rear-wheel figures closer to 55 HP. Numbers don’t tell the whole story, though. This engine is all about linear delivery and character.

Throttle Response: The twin Keihin CVK34 carburetors (a constant through 2009) provide crisp low-end response. There’s no abrupt power spike—just a steady climb from 3,000 RPM to the 10,000 RPM redline. Vibrations are present above 6,000 RPM but never intrusive, thanks to rubber-mounted footpegs.

Real-World Speed:
- 0–100 km/h (0–62 mph): ~4.9 seconds (quicker than many modern 300 cc bikes).
- Top Speed: 195 km/h (121 mph) indicated, though 170–180 km/h (105–112 mph) feels more sustainable.
- Fuel Efficiency: 4.7–5.1 L/100 km (50–55 MPG) with gentle riding.

The 6-speed transmission is butter-smooth, and Kawasaki’s “Positive Neutral Finder” eliminates the dreaded false neutrals at stops. Clutch pull is light, making it city-friendly.

Handling & Comfort: A Dance Partner for Backroads and Boulevards

Chassis & Suspension: The steel frame and 37 mm telescopic forks prioritize stability over razor-sharp agility. With a 1435 mm (56.5-inch) wheelbase and 27-degree rake, the GPZ 500 S leans into corners predictably. The UNI-TRAK rear suspension (adjustable for preload) soaks up bumps well, though it’s softly sprung for aggressive riding.

Brakes: Earlier models (1994–2003) used dual 270 mm front discs with 2-piston calipers, while later years switched to a single disc. Either setup provides adequate stopping power, but aftermarket pads or steel-braided lines are worth considering for track-day enthusiasts.

Tires: The 110/70-17 front and 130/70-17 rear Bridgestones prioritize longevity over grip. Swapping to modern rubber like Michelin Road 6s transforms cornering confidence.

Highway Manners: At 120 km/h (75 mph), the engine hums at 7,000 RPM in sixth gear. Wind buffeting is minimal, and the seat’s gentle slope keeps you from sliding forward under braking.

Competition: How the GPZ 500 S Stacks Up

In the 500 cc sport-touring segment, the Kawasaki faced three key rivals:

1. Honda CB500 (1993–2003):
2. Similar power (57 HP) but air-cooled. More retro styling.
3. Heavier at 189 kg (417 lbs) vs. Kawasaki’s 176 kg (388 lbs).

4. Verdict: The CB500 is smoother but less engaging.

5. Suzuki GS500E (1989–2009):

6. Air-cooled twin with 48 HP. Lower seat height (785 mm).
7. Cheaper but slower, with dated suspension.

8. Verdict: The GS500 is a budget pick; the Kawasaki feels more premium.

9. Yamaha YZF-R3 (2015–Present):

10. A modern competitor with 42 HP. Lighter (169 kg) and fuel-injected.
11. Lacks the Kawasaki’s torque and touring comfort.
12. Verdict: The R3 is sharper, but the GPZ 500 S is more versatile.

The Kawasaki’s blend of liquid cooling, 6-speed gearbox, and sub-180 kg weight gave it an edge in longevity. Even today, used GPZ 500 S models command loyal followings on forums like EX-500.com.

Maintenance: Keeping Your GPZ 500 S in Prime Shape

The GPZ 500 S is famously reliable, but a few quirks demand attention:

1. Cam Chain Tensioner: The automatic tensioner can fail, causing rattling. Upgrade to a manual CCT (available at MOTOPARTS.store).
2. Carburetors: Clean jets annually if the bike sits. Consider a jet kit for smoother midrange.
3. Brakes: Swap fluid every 2 years. MOTOPARTS.store’s EBC HH sintered pads improve bite.
4. Suspension: Progressive-rate springs ($150) fix the front-end dive.
5. Electrics: The stock regulator-rectifier can overheat. A MOSFET upgrade is wise.

Recommended Upgrades:
- Exhaust: A Delkevic slip-on sheds 5 kg (11 lbs) and adds a throatier note.
- Seat: Corbin or Sargent seats enhance long-distance comfort.
- Gearing: A 15T front sprocket (+1 tooth) reduces highway RPM.

Conclusion: The Everyman’s Sportbike That Outlived Trends

The Kawasaki GPZ 500 S isn’t about cutting-edge tech or lap records. It’s about delivering a ride that’s fun without intimidation, capable without complexity. Whether you’re filtering through traffic, carving backroads, or planning a weekend tour, this bike adapts to your skill level and never complains.

In an era where motorcycles are increasingly disposable or hyper-specialized, the GPZ 500 S stands as a testament to thoughtful engineering. It’s a bike that rewards tinkering but never demands it—a canvas for riders to make their own.

At MOTOPARTS.store, we’re proud to support this legend with upgrades that honor its legacy. From carb kits to stainless steel brake lines, we’ve got everything to keep your GPZ 500 S running like it’s still 1999.

Ride safe, wrench often, and keep the rubber side down.

Specifications sheet