2026 Kawasaki KLE500SE Motorcycle Review

Although Kawasaki has been largely absent from the popular adventure bike category in recent years, the KLE500 name should be familiar.

The Japanese brand’s closest offering to an adventure bike recently has been its road-orientated, four-cylinder, ‘tall-rounder’, the Versys 1000 and 1100. While in the middleweight class, its nearest offering is the again road-orientated twin-cylinder Versys 650.

At the same time, we’ve recently seen the emergence of two new popular adventure bike sub-categories. With ‘full-bore’ adventures such as BMW’s GS getting ever bigger and more expensive (in the GS’s case growing from 1250 to 1300ccs in 2024), a new ‘midi-adventure’ bike category emerged after 2019’s successful launch of Yamaha’s Ténéré 700, followed by Honda’s Transalp 750, Suzuki’s V-Strom 800 and more.

While the equally popular launch of Royal Enfield’s 450 Himalayan in 2023 in turn spawned a new, even smaller, more affordable, c.450cc adventure bike class, in turn followed by 450cc offerings from the likes of Chinese brands CFMoto and QJMotor plus also, this year, BMW’s new F450GS.

Kawasaki’s new KLE500 now enters the latter category and is the Japanese brand’s most anticipated new bike for 2026. We took a half-day ride on an example loaned from Kawasaki UK’s press fleet in and around rural Hertfordshire, to see how it measures up…

The original KLE500 was launched in 1991 as a quirky, ‘street off-roader’ based around Kawasaki’s then GPZ500S parallel twin powerplant. 

Dropped in 1998, it was revived in 2005 as a sort of budget commuter but proved crude and unpopular, living only to 2007. But the name has been revived for this more conventional middleweight, the latest addition to the increasingly competitive c.500cc, A2-compliant adventure bike class characterized best by Royal Enfield’s single-cylinder 450 Himalayan at one end and Honda’s NX500 twin at the other.

On face value, the new KLE looks very generic, being a fairly typical, off-road capable adventure bike that happens to be powered by a c.500cc parallel twin.

There’s nothing new in that: recent Chinese offerings from the likes of CFMoto (450MT), QJMotor (SRT450) and Voge (DS525X) to name but three all have similar layouts, to say nothing of Honda’s long-ruling A2 adventure twin, the NX500, and BMW’s new but more enduro-styled F450GS.

Two KLE variants are offered – a base bike with LCD dash, and the upspecced SE tested here with TFT dash, bash plate, handguards and taller screen.

The base KLE500 at launch costs just £5999 new, which not only significantly undercuts the £6999 Honda NX500 and £6990 BMW F650GS, it’s also in the same ballpark as Chinese offerings such as the £5699 CFMoto 450MT, £5499 QJMotor SRT450 and also £5499 Voge DS525X. The SE version tested here with a selection of higher spec parts is £6599, but it remains good value. 

Like all current Kawasakis, both KLE500s are available now from Kawasaki UK’s current network of over 140 dealers, with more than 130 operating as full dealerships. You can locate your nearest showroom using the Kawasaki UK Dealer Locator. 

The KLE’s 451cc parallel twin is derived from that of Kawasaki’s Z500 roadster and Ninja 500 sport bike, both debuting in 2024 as enlarged (by 52cc) replacements for the old Z400 and Ninja 400. 

Peak power is 44bhp (33.4kW) @ 9,000rpm, or slightly under the A2 limit of 47bhp, with peak torque of 42.6Nm (31.4lb-ft) @ 6,000rpm. Electronics-wise it’s fairly basic. There are no modes but there is ABS. The gearbox is a conventional six-speed affair with final drive by chain.

At the end of the day, the new KLE500 is a deliberately targeted, A2-compliant, sub-47hp machine, so there’s only so much performance available. That said, it’s as good as most of its rivals, or at least very close to.

With peak power of 44bhp, the KLE’s within reach of the class-leading 47bhp Honda NX500 and, by being a twin, is also pleasingly smooth yet characterful.

I doubt the Kawasaki is quite as effective and slick as the Honda, but there’s not much in it, and you’d probably only notice with a back-to-back test. For the rest of the time there’s not much to criticize. 

My half-day ride took me out from Kawasaki UK’s base in Bourne End through quaint Hertfordshire and Buckinghamshire villages such as Cookham on a mix of B and A roads before looping back towards Bourne End after taking in around 40 miles.

First impressions are at a standstill. As the KLE500 aims to offer genuine off-road prowess (something, incidentally, Honda’s NX500 doesn’t) it has big 21/17in wire wheels; fairly long travel (210mm front, 196mm rear) suspension and, as a result, an unavoidably tall-ish, 870mm seat height. 

That will put off some, and there’s no getting away from the fact that the KLE is tall and slightly awkward to climb on board. But its saddle is also refreshingly slim and the bike as a whole manageably light, making manoeuvring not a problem. 

On the move, the KLE is fairly easy and familiar, too.

The high seat and upright posture give a commanding view; the wide enduro bars and slim, big wheels provide nimble steering; and the 106mm taller screen of this SE version (we didn’t ride the base model) gives reasonable touring comfort.

For a budget-priced, middleweight adventure bike there’s nothing to criticize on-road here and off-road it should be pretty decent, too. Braking, meanwhile, is acceptable, but little more. The single front disc is grasped by only a twin-piston caliper and, while any more would possibly overwork the narrow 21in x 90 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.

Although the KLE in some aspects is ‘built down to a price’, ie the suspension is virtually non-adjustable, the brakes are basic, it rides on narrow, off-road-orientated dirt hoops and the tyres are budget IRC Trailwinners, its ride and handling are actually better than expected, impressively set up and considering the bike’s chosen role, more than up to the job.

The ride is impressively plush and controlled, its steering light, neutral and nimble, and the whole plot feels like a full-size - but lightweight - adventure. Off-road it’s OK, although some have criticized a slight lack of ground clearance. But considering the likely abilities of most buyers, it shouldn’t be an issue. 

Overall, considering the KLE’s price and target audience, it’s excellent.

Essentially, the new KLE500 is a budget-focused, entry-level machine so it’s only natural to expect basic levels of equipment.

But in the context that it’s also a lightweight, off-road capable adventure machine, 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 while our test bike was also fitted with an accessory Akrapovic exhaust and additional crash protection.

Both KLE500s come with Kawasaki’s standard two-year manufacturer-backed warranty covering all parts and labour from first registration.

However, similar to Honda’s current scheme, this is extendable to four years under what Kawasaki calls ‘K-Care’ if serviced at an authorised dealer. For full info go to the Kawasaki UK website.

Servicing-wise, the KLE requires routine annual servicing every 7,600 miles with major valve check/adjustment services due every 15,000miles.

The KLE is a typical example of a twin-cylinder bike in the new c.450cc adventure bike class.

Its 44hp twin is capable of pleasantly spritely performance, certainly enough to enjoy a twisty B-road. It’s also more than adept at 80mph motorway cruising yet is sufficiently slim and nimble to slice through city traffic as well. 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.

Virtually nothing, at this price point, can do so much. That said, the KLE is not conspicuously better than any of its rivals either, such as the CFMoto 450 or Honda NX500, but that barely matters.

As a result, if you fancy a ‘first big bike’ A2 class adventure bike – and going by their popularity more and more of us do – your choice has suddenly got a whole lot harder. The KLE500 offers class-competitive performance and spec (and a whole lot of versatility) for Chinese bike-style prices. That’s hugely tempting in itself.

The fact that it also undercuts rivals from Honda and BMW is a bonus, while the knowledge that it’s a decent-to-excellent all-rounder with plenty of refinement, well-chosen features and a style all its own is the cherry on top. Welcome back KLE500 – we’ve missed you!

Thanks to Kawasaki UK for the loan of the press bike.

Pictures by Phil West/Kawasaki