Trying to burn off a cop car on a GPzS500S ain't really recommended. The bike has a surprising surge of acceleration at 100mph, will even put 130mph on the clock. But the cops were in some huge Ford that stayed within an inch of my numberplate. Wailing away merrily. It was the M4, early in the morning and I should’ve known better. My licence perilously close to an excess of points and automatic ban. God knows what the magistrate would think of me trying to break through the 130mph barrier.
The Kawasaki was very stable flat out. I had one of the recent ones with a seventeen inch front wheel. That helped, especially in tyre choice, but the older model one of the which I'd run for 70000 miles before selling to buy a 3000 miler wasn’t as bad as the pundits made out. I never came off, anyway. The bike was lighter and narrower than the four cylinder mob, helped with the aerodynamics and ease of flickability.
Despite having a mere two cylinders vibration was never a problem. True to its nature (and 180 degree throw crankshaft) the engine wasn’t that pleasant below 3000 revs when drive-line lash also caused the chain to graunch away in the taller gears. Fortunately, the gearbox was a whole lot slicker than the older models, no problem using the six ratios to avoid the low rev traumas.
The engine, though, ran better the harder it was used, although below 6500 revs there was plenty of torque, could be strung along on moderate revs and still not be so slow as to send the rider asleep. Flirting with the red sector didn’t bring in any vibration of note, the engine felt bullet-proof even when thrashed, which was what I was doing to keep the cops on their toes.
The only way out was to do something stupid. With a turn-off just shooting past, I decided to pretend to pull over. Came almost to a halt on the hard shoulder with the cop car just behind me, used the bike’s agility to whip around facing the pigs, then roared off along their inside, back towards the exit on the hard shoulder. Fucking mad, but there was no way they could turn around. They probably had the helicopters out but they didn’t catch up with me. The previous owner was probably gang-banged by irate plod as I forgot to register the bike in my name.
I suppose there are two types of GPz owners. Those, like me, who want something for nothing, revel in the way the little twin performs despite its lack of power and cylinders. It’s faster than most people suspect, handles with such ease that it makes the rider out to be a hero and is something of a giant killer. Basically, use the revs and ride the thing as hard as possible all the time.
The other kind of owner sees the Kawasaki as a serious motorcycle, about the only bike on the market that is in any way comparable to all those hordes of seventies twins. It’s an extremely useful device without being silly in its use of fuel or consumables. Although water-cooled and sporting four valves per cylinder, it’s also a lot less threatening and overpowering than the Jap fours. It’s also never boring or bland, melding the best of both worlds. It can be ridden mildly or flat out, depending on conditions and the owner’s inclination.
But, as far as motorcycling goes, I've never been sensible. Put a bike between my legs and my right hand goes all twitchy. I like riding with manic intensity. The later bikes are better equipped for such excesses. Minor suspension upgrades make them a touch tauter and the bigger wheels improve security without in any way impairing the ease with which the bike can be chucked around.
I never had any problems with the old front disc/rear drum set up and the new bike, with discs all round, is just pandering to fashion. In fact, the rear drum was excellent, bags of feedback, just the right amount of power and absolutely no problems, with shoes that lasted for over 25000 miles. Even with just 14000 miles on the clock the rear caliper has begun to seize up and it has become an annoying on/off switch in the wet. Front pads were just as short-lived as on the older model, about 7500 miles, but both bikes are free of any wet weather lag. The old disc went all squeaky every 10000 miles, needed a strip and clean; the new brake has needed no such attention yet.
Despite many predictions of doom, I never needed to take the old Uni-trak back end apart, although by 20000 miles the shock had gone all soggy. No problems from the new bike yet, maybe Kawasaki are putting grease on the linkages, these days! One tip, use some rubber sheet to extend the rear mudguard so that there’s no gap between it and the swinging arm - that keeps most of crud off the linkages.
GPz500 engines are generally tough old things, though they do need regular oil and filter changes. Neglect that, the cams will end up pitted and scored before 25000 miles are done. I wouldn't bother with one with more than fifty thou on the clock, though 75000 miles ain't impossible. After that, figure a rebore, rebuilt top end and even new hyvoid primary chain. One good point about the sixteen inch wheel models, so many people fell off when the front tyre snapped away without warning that there are plenty of good engines in breakers. It’s possible to resurrect some cheap old rat.
Also, the finish wasn't brilliant. The tank and plastic weren't bad, but rust seeps out of the frame and swinging arm after as little as a year (my new 'un is better), when the fasteners will also come out in a rash of rust - this for bikes that are kept under cover when not in use. Manic despatching can turn them into rats in less than a year. This is mostly superficial, though, and they can be cleaned up with more elbow grease than actual hard cash.
Going back to that escapade with the cops, top of my wish list is more power. 60 horses and 380Ibs ain't a bad combination, and the aerodynamics make the best use of that power at high speed —the new fairing looks better and gives improved protection, though the screen is still too low.
It’s a pity that Kawasaki haven't developed the theme properly, I fancy 650cc, 80 horses and 325lbs - there’s plenty of excess in the chassis that could be pared down, not least in the way the frame bolts together on one side. The big question is how the engine would take the excess capacity, would it still be smooth or would the increased vibes ruin it? Kawasaki get away with such a lack of development because there aren't any alternatives. The 600 Bandit has the power but is otherwise too excessive in mass and girth. The TRX850 is far too expensive for me and has none of the cheap running costs of the GPZ. The new ER-5 budget 500, based on a slower version of the GPz500’s engine, is a bit of an insult to the fans of the breed. No thanks.
There is a Motad pipe for the 500, which I fitted to the old bike when the original rotted through at 54000 miles. Nice noise but no extra power that. I could discern I was almost convinced that the rush of power at 100mph was a little bit diminished but it might just have been the engine getting old. There’s loads of kit for upgrading them - from higher screens (which are silly as they flatten out at speed) to upside down forks, and it’s worth looking out for bikes that have been sensibly modded on the used market.
You'll have to pay £2500 for a really nice one, though runners are available for less than £1500. Don’t bother with dealers, they just mark them up to a silly extent. With Bandits becoming so popular because of their low prices, taking over from GPZ's as the cheap sportster, new prices have taken a bit of a dive, possible to get one discounted to £3650, which ain't bad value.
J.D.