For a bike that wasn't particularly inspiring, the Kawasaki KLE500 had a decent run. It spanned 16 years between the first generation, launching in 1991, and the second generation, ceasing production in 2007. Just when we thought it was dead forever, we got a teaser at last year's EICMA, and since then, there have been even more rumblings to build the hype train, which have worked because people are giddy to see what it's like.
And now, we get to dive in.
Peel back the chassis and you'll find the engine you were probably expecting: a 451cc parallel twin with the same 70.0 x 58.6 bore and stroke as the one powering the Ninja 500. When I tested the Ninja 500, its mid-range power was what impressed the most, but Kawasaki states that the ECU settings on the KLE500 "smooth out power delivery on the road and provide plenty of low-end pull off-road." So, we have to imagine that it'll have been retuned.
Like the Ninja 500, the KLE500 will also feature Kawasaki's Assist & Slipper clutch, which provides an exceptionally light lever pull. As you can imagine, this is particularly handy in an urban environment. But this is an adventure bike. So, if it's really meant for off-road conditions, the light clutch lever action should help alleviate some of the stress from your left arm.
The powertrain features a downdraft intake system that delivers a short, direct path to the cylinders, which supposedly results in more efficient cylinder filling, particularly at high rpm. But this design also contributes to the ability to create a slim chassis layout, making it easier for riders to touch the ground from the bike's 33.8" seat height. Speaking about the chassis, the KLE500 is built on a high-tensile steel trellis frame, but instead of leaning into a motocross riding position, the brand has tailored the KLE500 with the intention of having the versatility to tackle everything from daily commuting to forest trails.
The frame weighs 41.8 lbs and uses the engine as a stressed member. Using short, rigid brackets, the powerplant was rotated forward around the axis of its output shaft, which is a sportbike-derived technique that lowers the center of gravity. The idea behind this is to keep the center of gravity low, which is particularly useful when maneuvering the bike at low speeds or even getting it off its side-stand for those who are vertically challenged.
The clever engineering behind keeping the center of gravity low hasn't detracted from the bike's off-road prowess, as it has 6.8 inches of ground clearance, partly due to the 43mm KYB cartridge-type inverted fork at the front, which offers 210mm of wheel travel. At the rear, you'll find Kawasaki's Uni-Trak suspension, which gives 200mm of wheel travel. The Uni-Trak suspension, as found on the KLX230R that we tested earlier this year, provides smooth action early in the stroke but maintains strong resistance toward the end to reduce the chances of bottoming out.
If you manage to bottom out the KLE500, there's a protective skid plate in place in place to absorb the brunt of the impact. Further emphasizing the fact that Kawasaki has built the KLE500 to tackle fairly rough off-road environments is the 21" front and 17" rear wheel combination and the use of aluminum rims paired with steel spokes. Wrapping the wheels are IRC GP-410 tires.
When it's time to bring the whole thing to a stop, the KLE500 bites down on a 300mm steel front disc, which is paired with a balanced actuation dual-piston caliper using 27mm pistons. At the rear, there's a 230mm disc that works with a dual-piston caliper, which is also fitted with 27mm pistons. Now, what really lets us know that this bike was made to play in the dirt is the fact that riders can disable ABS via a switch on the left handlebar, which is something every true off-road rider wants on their adventure. The system resets to its default mode, which is the front and rear ABS enabled, after the bike is switched off and restarted.
It's clear that Kawasaki has spent a lot of time ensuring the KLE500 will perform well off-road, but there's plenty on offer in terms of comfort for those who'll want to rack up the miles on pavement, starting with the windscreen. An adjustable rally-style windscreen sits atop a rally-inspired tall front cowl, offering three height positions: standard, 27mm higher, and 55mm higher. While that should take the windblast off your neck, removable rubber footpeg inserts are there to help keep vibrations to a minimum.
The rider triangle looks fairly relaxed, and the seat's stepped arrangement should provide some lumbar support for when you want to sit back and add to the odometer. Speaking of the odometer, the KLE500 features a fairly basic, high-contrast, but by no means lacking, full LCD instrument panel, which displays the odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, service indicator, and connected device notifications such as mail and telephone alerts.
If you do get the travel bug, you'll quickly find that the low-slung exhaust on the KLE500 isn't just a stylistic feature; it serves a practical purpose too. This model is begging to be fully loaded with panniers and a top case from Kawasaki's accessories range, and because of the low exhaust, you can mount said panniers symmetrically, helping you maintain composure when things get bumpy.
I quite like the simplicity of the dash for this type of bike, and I certainly wouldn't mark the KLE500 down for it, as the whole package costs just $6,599. If you want more, you'll have to pay more, but fear not, because Kawasaki has thought about that and also released the KLE500 SE.
The KLE500 SE features a taller 4.1" windshield, larger skid plate, metal-reinforced hand guards, and the 4.3" all-digital TFT color instrument panel we're used to seeing on most high-end Team Green models. The SE model doesn't just set itself apart in terms of off-road features but stylistically too, with LED turn signals. All the extra features on the SE model add $900 to the MSRP, meaning it'll set you back $7,499.
The KLE500 and KLE500 SE are available now, but has Kawasaki done enough to reignite the love for the 'KLE' badge? Let us hear what you think in the comments.
