Just passed your test? Or have little legs? Or a bit lacking in the muscle department? All three? Then the Kawasaki GPz500S could well be the bike for you. With a twenty-seven inch seat height, getting your feet down is no problem even for the shortest of riders. At 176kg dry weight it can hardly be called a fatty. Since being introduced in 1987, the GPz has developed a reputation for reliability. Kawasaki have always kept it at a competitive price and until the one and only revamp in 1994, a six year old model was just as good a purchase as a one year old, providing that the mileage and condition were in order. Even now, the older model still proves popular. 
The pre-1994 model suffered from criticism for having a narrow front tyre and poor ground clearance. On the revamped model the wheels went from sixteen to seventeen inches, making tyre choice much easier and improving the roadholding considerably. The other main improvement was the replacement of the rear drum brake by a disc, giving it sharper stopping power. Unchanged since the first one rolled out of the factory is the engine. It is an eight-valve water-cooled parallel twin equipped with a six-speed gearbox. It supplies 59 bhp at the rear wheel and a decent GPz will reach 120mph without any problems. This is the engine loaned out to such other Kwak "babies" in de-tuned form as the ER-5, but works best in it’s original home. Essential for the novice rider are easy to read clocks. The GPz has the best display ever to grace a bike. Large, clear clocks set in an uncomplicated dash give instant information to the rider. There is no fuel indicator, but the trip switch makes up for this, once used to the economy. The mirrors give reasonable feedback. Post-1994 models are mounted higher up on the frame, improving visibility markedly. The GPz500S, in true Kawasaki fashion, is pretty bullet-proof, if looked after and serviced regularly (every 4,000 miles). Miss a service and it will start getting ratty very quickly. But what is it like on the road? Well, it will pull cleanly from three thousand revs, but really likes being wound up over six thousand, right up to the eleven thousand redline. There is an annoying flat spot between four/five thousand revs, generating vibrations that obscure the mirrors, but this is cured with just a touch more throttle. Acceleration, whilst not up there with the best, is definitely good enough to out-haul any four-wheeler on the road. Just drop down a gear, crack open the throttle and the GPz will lay down enough power to get you past through with ease. The GPz will plod along happily in whichever gear you stick it in, but to get the best out of the bike, you will have to get that left foot working. Brakes are sharp enough to cope with the power. Again, they are not the most impressive around, but under really hard braking supply enough oomph to make the bike squirm. Post-1994 models lay down much sharper stopping power, due to the rear disc. The handling is a bit unsure though, especially with the earlier models. It is difficult to tell exactly what the front end is doing, mainly due to the sixteen-inch rubber at the front. Later models are better, but it should be borne in mind that this bike was designed in the mid-eighties so can hardly be expected to match the handling of the latest machines. That said, once you get used to the idea of setting up in good time for the bend, the GPz will happily accept being thrown about all day, with it’s light weight and easy manoeuvrability making up for deficiencies in feel. Bridgestone BT35’s are recommended as giving the best combination of durability and road-holding. Fuel economy is good. Using the performance or doing mainly commuter work the GPz will return around forty miles to the gallon. Normal day to day riding should see consumption improve to fifty mpg. At normal consumption, the GPz will do around two hundred miles to a tank of petrol, falling to around a hundred and sixty if the bike is being worked hard. The saddle is comfortable for up to 150 miles, which is just about time to fill up the tank anyway. Some owners complain that the screen is too low and at speed deflects too much wind into the rider. If you find this to be the case, then a taller replacement screen is available from M&P at around £49 and comes in a range of colours. So what does this make the GPz? Out and out sportster? Definitely not, but it is good enough to put a grin on your face on a Sunday morning blast. Commuter? Well it copes happily with town work, but something like a GS500E is probably better suited to the job. Touring bike? It will sit on the motorway at 80 or 90 without any problems, but the Honda Deauville is better suited to the touring role and comes with integral panniers The only class left is ‘All Rounder’. This is an overworked title, but it suits the GPz down to the ground. If you only have the cash for one bike and need it to be a Jack of all trades, then the GPz could be the bike for you. Back to Bob's index... |
© 1998 Bob Pickett