Kawasaki KLE500 (2026 - ) review

On face value the new KLE looks very generic, being a fairly typical, off-road capable adventure bike with a circa 500cc parallel-twin. That makes it equivalent to the recent influx of similar Chinese bikes like the CFMoto 450MT, QJMotor SRT450 and Voge DS525X, to say nothing of Honda’s long-ruling NX500 A2 adventure twin and much-anticipated BMW F 450 GS. And that’s before we consider single-cylinder alternatives like the 450 adventures such as Royal Enfield 450 Himalayan. What sets the KLE apart is its offer of Japanese quality for something near to Chinese prices, which may well be enough for many buyers. But the KLE is also cleverly pitched with no excess or waste, and the choice of two variants to help keep the entry price down. Whichever version you go for the KLE looks credible, has pretty much all the equipment you actually need yet is also well-built and has that reassurance of a familiar and proven name on the tank. Few bikes are so well positioned in what has very quickly become such a competitive market sector.

Again, there’s nothing particularly surprising here. Genuine off-road prowess dictates big 21-inch/17-inch wheel sizing, long travel suspension and an inevitably lofty 870mm seat height. That may put some people off, and there’s no getting away from the fact it’s on the tall side. On the plus side the saddle is refreshingly slim and the bike as a whole is manageably light, helping confidence and manoeuvrability. On the move the high seat and upright posture gives a commanding view, the wide enduro bars and slim wheels provide nimble steering and the 106mm taller screen of the SE version we tested gives reasonable touring comfort.

Whatever engine class they operate in adventure bikes that are genuinely off-road capable are about as versatile and practical as motorcycles get, and the surging popularity of this new sub-500cc class makes them more versatile and practical yet. The new Kawasaki KLE is a typical example. Its 44 horsepower twin is spritely enough to enjoy B-roads and handle motorways alike while the bike as a whole is still small enough to carve city traffic. On top of that it can cut it (just about) in the dirt, is unintimidating for novices and, at a push, can take pillion and/or luggage as well, all for under six grand.

At the end of the day the new KLE500 lands this side of the 47 horsepower A2 limit, so there’s only so much performance available. That said, it’s as good as most, is within reach of the slightly more powerful NX500, has an off-road dimension the Honda can’t match and, being a twin, is pleasingly smooth yet characterful. For the rest of the time there’s little to criticise. Braking, meanwhile, is acceptable, but little more. The single front disc is grasped by a twin-piston caliper and, while more would possibly overwork the narrow 90-section semi-knobbly tyre, it does feel a touch lacking with demanding use and certainly benefits by being supplemented by the rear. On the whole, though, it’s OK.

Considering the KLE is inevitably built down to a price in terms of non-adjustable suspension, basic brakes, off-road wheel sizing and budget IRC Trailwinner tyres the ride and handling are actually better than expected. The ride is impressively plush and controlled, its steering light, neutral and nimble and the Kawasaki feels like a full-size – but lightweight – adventure. Off-road it’s OK, although some have criticised a slight lack of ground clearance. But considering the likely abilities of most buyers it shouldn’t be an issue. Overall, in view of the KLE’s price and target audience, it’s excellent.

A2-class bikes should never be that expensive to buy or run, given they play to cost-conscious younger riders. Happily, the KLE undercuts big-name alternatives from Honda and BMW and is in the same price ballpark as Chinese rivals like CFMoto, QJMotor and Voge. Yes, the SE version tested here adds to the cost but, for the extra kit, remains good value. Nor should it be too demanding in consumables like chains, brakes and the rest. Kawasaki’s established reputation should see residual values hold strong, too.

The KLE500 may be a brand-new model but it has a proven pedigree. The engine is basically identical to that of Kawasaki’s Z500 and Ninja 500, neither of which have any reliability concerns we’re aware of. It also has a fairly basic spec, which should help durability.

The new KLE500 comes with Kawasaki’s standard two-year warranty covering all parts and labour from first registration. However, similar to many in the industry, this is extendable to four years under what Kawasaki calls K-Care if maintained at an authorised dealer. Servicing-wise, the new KLE requires routine annual servicing every 7,600 miles with major valve check/adjustment services due every 15,000 miles.

Essentially the new KLE500 is a budget-focused, entry-level machine but it actually comes out well. It’s also a bonus that it comes in two different trim levels – the base model and SE. The base bike comes just in black/grey and has an LCD digital dash. The SE comes in three choices of colour, has a colour TFT dash, LED indicators, USB charger, bash plate and hand guards plus a 106mm taller screen. Both models are also, in typical Kawasaki fashion, available with Tourer, Rally and Urban accessory packs. Our test bike was also fitted with an accessory Akrapovič exhaust and additional crash protection.

If you fancy a ‘first big bike’ A2 class adventure bike your choice has suddenly got a whole lot harder thanks to the KLE500. It offers class competitive performance and spec for Chinese bike style prices, which is hugely tempting. The fact that it also undercuts rivals from Honda and BMW is a bonus while the knowledge it’s a decent to excellent all-rounder and a style all its own is the cherry on top. Welcome back KLE500 – we’ve missed you!