Kit Palmer | July 3, 2024
The new Ninja 500 joins Kawasaki’s extensive fleet of Ninja sportbikes, featuring a larger 451cc engine than the previous Ninja 400. The 500 also sports a new sleek design akin to its sportier counterparts, such as the ZX-6R or ZX-10R, and offers advanced tech like a modern display and mobile connectivity via Kawasaki’s Rideology app.
Photography by Kevin Wing
Kawasaki recently welcomed Cycle News to Malibu for a quick test ride on the latest Ninja along the sporty back-canyon roads of Southern California, where many Ninja 400 owners call home on the weekends.
The New Ninja
Despite the updated body styling of the Ninja 500, the ergonomics and accessibility remain consistent with the Ninja 400, most importantly its low and inviting 30.9-inch seat height. The motorcycle’s manageable wet curb weight of 379 pounds results in easy handling during stationary or low-speed maneuvers. And none of this is lost as speeds tick up and the real fun kicks into overdrive. Anyone who has ridden the Ninja 400 already knows this.
With the new Ninja 500, Kawasaki retained all the things we liked about the Ninja 400 and gave it more power and some cool bling. Life is good.
Swinging a leg over the bike for the first time, you’ll notice all the rider controls are right where they should be. While lacking adjustability, both the clutch and brake levers are conveniently accessible and require minimal effort to operate. It is noteworthy that the rider triangle of the Ninja 500 remains unchanged from the comfy Ninja 400, which has already pleased a diverse range of riders for years, including me and my 6’1” frame.
The Ninja 500 now features a high-contrast full-LCD panel with smartphone connectivity to Kawasaki’s Rideology app. Our test ride in Malibu, however, focused on the Ninja 500 KRT (green coloring) SE ABS editions, which offer enhancements over the base models like a full-color TFT instrumentation, KIPASS key fob ignition, LED turn indicators, extended windscreen, radiator guard, frame protectors, seat cover, tank and knee protectors, and a USB charging port. You get all that for an extra $700 over the base Ninja 500 ABS model, depending on what color Ninja you choose. The least expensive Ninja 500 is the non-ABS base model at $5299, while the top-of-line Ninja 500 SE 40th Anniversary Edition (special color and graphics) ABS costs $6599. Kawasaki offers most of these upgrade items as accessories for the non-SE Ninjas.
You can have as much fun on the Ninja 500 on back canyon roads as you can on higher-performance sportbikes but without the intimidation factor.
Kawasaki upgraded the Ninja by increasing the parallel-twin powerplant’s displacement from 399cc to 451cc. The engine retains the same 70.0mm bore but with an increased stroke of 58.6mm from 51.8mm. Valve diameters were also adjusted, and various components were redesigned to match the larger displacement. The Ninja 500 features a lower 11.3:1 compression ratio and a redline at 11,700 rpm, differing from the Ninja 400’s 11.5:1 compression ratio and 13,000 rpm redline.
The stroked engine improves responsiveness without exhibiting any additional harshness. The Ninja 500 power is instead super smooth and predictable, and there is plenty of it to be way fun. The Ninja 500 gets a slight power boost from 44 horsepower to 51 over the previous model. While that’s not a dramatic difference, you will notice it after coming off the Ninja 400.
The Ninja 500 at home.
The Ninja 500 excels on Malibu’s canyon roads with its abundance of tight turns and fast sprints, showcasing the Ninja’s excellent agility. Its chassis remains unchanged from the Ninja 400, featuring familiar components like the steel trellis frame, non-adjustable 41mm Showa front fork, Uni-Trak rear suspension system, and Nissin disc brakes, which are plenty powerful. A slipper clutch also aids in the whole slowing down process.
Kawasaki didn’t skimp when it came to the SE’s TFT display.
We recently reviewed the new Z500, a more casual and city-friendly naked version of the Ninja 500 and found the suspension slightly stiffer than the Z model, which isn’t surprising. But the Ninja still felt plush overall for my 165 pounds. The Ninja delivers stable and predictable performance, maintaining its lean angle and direction through mid-corner bumps without wavering.
Wrap-Up
It almost goes without saying that the new Ninja 500 is an incremental upgrade from the Ninja 400, enhancing the lightweight and affordable Ninja with more power, sportier styling, and advanced electronics.
With styling like this, the Ninja 500 is a budget-friendly sportbike that doesn’t look budget.
Chuck Graves, a renowned Ninja 400 tuning specialist, joined us on our press junket while riding his personal and fully equipped (and sweet-sounding) track-day-ready Ninja 500. He reported that most past tuning endeavors for the 400 model will seamlessly apply to the 500 in terms of knowledge and components, which is good news indeed. So, most of those aftermarket goodies you bought for your 400 should bolt up to your new 500 without any drama.
Hopefully, you can get your hands on one of the 40th Anniversary Special Limited Edition models. It sure is pretty.
The 2024 Ninja 500 is, like the Ninja 400, a fantastic motorcycle—only better. It has a cool edge that catches eyes, handles twists and turns with ease, offers comfort for any ride, and is budget-friendly, too. If you are new to street riding and looking for something cool and sporty that will wow your friends but motorcycles like the ZX-6R or the ZX-10 seem a bit too intimidating, the Ninja 500 is an excellent option. And it’s a great bike in general for new riders looking to learn and enjoy the ride, whether it’s around or out of town. Or around the track. CN
VIDEO | 2024 Kawasaki Ninja 500 First Ride
2024 Kawasaki Ninja 500 KRT Edition SE ABS Specifications
| MSRP |
$6,399 |
| Engine |
4-stroke, parallel twin |
| Displacement |
451cc |
| Valvetrain |
DOHC, 8-valve |
| Bore x Stroke |
70.0 x 58.6mm |
| Compression Ratio |
11.3:1 |
| Cooling system |
Liquid |
| Transmission/Final Drive |
6-speed/sealed chain |
| Claimed Horsepower |
51 hp at 10,000 rpm |
| Claimed Torque |
31.7 ft-lb at 7500 rpm |
| Fuel System |
DFI w/ dual 32mm throttle bodies |
| Clutch |
Wet, multiplate slip and assist; cable actuated |
| Ignition |
TCBI w/ digital advance |
| Frame |
High-tensile steel trellis |
| Front Suspension |
41mm hydraulic telescopic fork |
| Rear Suspension |
Horizontal back-link, spring preload adjustable |
| Front-Wheel travel |
4.7 in. |
| Rear-Wheel travel |
5.1 in. |
| Front Brake |
2-piston calipers, 310mm semi-floating disc w/ ABS |
| Rear Brake |
1-piston caliper, 220mm disc w/ ABS |
| Wheels |
Star-pattern aluminum 5-spoke; 17 in. |
| Front tire |
Dunlop Sportmax GPR-300, 110/70R-17 in. |
| Rear tire |
Dunlop Sportmax GPR-300, 150/60R-17 in. |
| 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. |
| Weight (curb, claimed) |
379 lbs |
