Kawasaki Ninja 500 SE Test 2024 - the superbike for the poor?

Kawasaki's strategy may seem a bit amusing at first glance: it took the renowned green brand four generations of entry-level Ninjas to finally settle on the optimal engine displacement. If we look back, the Ninja 250 could be considered the original ancestor, passed down to the Ninja 300 and then the Ninja 400. Now, with the Ninja 500, Kawasaki has reached the peak for the time being. This progression is quite intriguing, especially when compared to Honda's approach with the CBR500R - despite having models like the CBR250R and CBR300R, Honda had already established the 500cc CBR as a counterpart to the CB500F.

On the contrary, this further development is actually quite beneficial, as with each generation, the increased displacement brings more power, especially in terms of torque and overall control, as seen in the new Kawasaki Ninja 500 and Ninja 500 SE. The increase in displacement to 52 cubic centimeters is achieved solely through a longer stroke, while the bore remains at 70 millimeters. This results in a torque boost from 37 Newton meters (Ninja 400) to 42.6 Nm in the Ninja 500, while maintaining the power output at 45 hp - a change that truly pays off. Despite its undeniably sporty appearance, this motorcycle is not just about raw power at high revs - for that, Kawasaki (and only Kawasaki) has the unmatched ZX-4RR in its lineup. The Ninja 500 SE delivers its 45 hp at 9000 rpm, 1000 rpm earlier than the Ninja 400, which also produces 45 hp. Revving it out may not be necessary, as there is no additional power at the top end, but the Ninja 500 will roar even louder and deeper - adding to the excitement of riding it with enthusiasm.

When it comes to the Kawasaki Supersport, the focus is on everyday practicality, such as commuting to work, school, or university. The key is not just high power output above 10,000 rpm, but rather a smooth torque delivery at lower and mid-range rpms. The Kawasaki Supersport impressively builds up power from as low as 2000 rpm, showcasing more authority than anticipated, especially compared to its predecessor, the Ninja 400.

When it comes to handling, the mature approach is evident - and I mean that in a positive way. The Kawasaki Supersport, weighing in at 171 kilos (172 kilos for the SE version), boasts tires (110/70-17 front, 150/60-17 rear) that are narrower than those found on many rival sports bikes, making it almost effortless to lean into corners. However, you quickly adapt to this and soon realize (in a favorable light, of course) that the Ninja 500 SE always maintains ample stability. The engineers have excelled in the suspension department, as adjusting the rear shock absorber's spring preload in five stages requires skill to cater to all needs. It's also remarkable how this suspension performs adequately, if not superbly, for both light and heavy riders. Overall, the Ninja 500 SE strikes a perfect balance - firm enough for spirited riding, yet comfortable for longer journeys.

Whoever assumes that long tours are not possible due to the uncomfortable seating position spread over the tank has underestimated the Ninja 500. Kawasaki's supersport bike offers a surprisingly comfortable saddle height of 785 millimeters, making it accessible to a wider range of riders. The handlebar position, while high, complements the sporty look without compromising comfort. A comparison with the naked Z500 SE reveals only slight differences in height and width, with the Ninja 500 being slightly lower and narrower. For those looking for a more front-wheel-oriented ride, a 30 millimeter higher saddle is available as an accessory.

The Kawasaki Supersport impresses not only with its powerful single-disc brakes, which provide ample stopping power without overwhelming novice riders, but also with its serious super sporty appearance. The Ninja 500 and Ninja 500 SE models take advantage of the visual presence of Kawasaki's own supersports bikes and superbikes, giving them an impressive look. The standard Ninja 500 comes in a discreet matte black color, blending in seamlessly with its relatively old-fashioned LCD dashboards. However, for a few extra hundred euros, upgrading to the Kawasaki Ninja 500 SE will get you a well-structured color TFT display that can be connected to your phone through connectivity (known as Rideology by Kawasaki). Whether the Kipass system, a keyless ignition system standard on the SE version, is necessary remains to be seen, as you still need the key to open the fuel tank in analog mode.

In my opinion, the standout feature of the Kawasaki Supersport SE is definitely its paint job. Even the black SE model, with its green decals and green rim stripes, exudes more energy than the plain black standard version. Personally, I would opt for the eye-catching lime green Ninja 500 SE - the motto is clear: if you can, go for it! With a 500 euro surcharge in Austria and 600 francs in Switzerland compared to the standard version, the SE version is well worth it for its more modern features and cooler paint scheme. In Austria, the Ninja 500 is priced at 7099 euros, while the SE version costs 7599 euros. In Switzerland, the standard Ninja 500 is 7190 francs, with the SE version at 7790 francs. In Germany, the SE version is priced at 7345 euros (including transfer costs), with no standard Ninja 500 available for purchase. This is a clever strategy to avoid dealing with low sales figures for the standard version.