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Kawasaki KX 500

Make Model	Kawasaki KX 500
Year	1996 - 98
Engine	Two stroke, single cylinder, read valve
Capacity	499 cc / 30.5 cu-in
Bore x Stroke	86 x 86mm
Compression Ratio	8.4:1
Cooling System	Liquid cooled
Exhaust	Expansion chamber
Lubrication	Premix
Induction	KeihinPWK39 carburetor
Ignition	Electronic CDI
Starting	Kick
Max Power	66 hp / 49.2 kW @ 7000 rpm
Max Torque	65,7 Nm 48.4 lb-ft / @ 6000 rpm
Clutch	Wet, multi-plate, cable operated
Transmission	5 Speed
Final Drive	Chain
Primary Reduction	2.538
Final Reduction	3.357
Gear Ratio	1st 2.000 2nd 1.450 3rd 1.181 4th 0.954 5th 0.791
Frame	High-tensile steel semidouble cradle with aluminum bolt-on.
Front Suspension	41mm upside-down cartridge fork with 20-way compression and 20-way rebound damping
Front Wheel Travel	310 mm / 12.2 in
Rear Suspension	Bottom-Link UN'1-TKAK with adjustable preload and 20-way compression and 20-way rebound damping
Rear Wheel Travel	330 mm / 13.0 in
Front Brakes	Single 220mm disc
Rear Brakes	Single 190mm disc
Front Tyre	80/100-21 51M
Rear Tyre	120/90-18 64M
Trail	122 mm / 4.8 in
Wheelbase	1514 mm / 59.6 in
Seat Height	950 mm / 37.4 in
Ground Clearance	325 mm / 12.8 in
Dry Weight	100 kg / 220.5 lbs
Fuel Capacity	9.8 Litres / 2.6 US gal

Overview

In 1983 Kawasaki released the first KX500. Right from the start, it was destined to become a legend

Kawasaki would outlast all the others that followed, officially finishing up the 500cc two-stroke class in 2004. For over 20 years, it was generally accepted that if any bike made more power than a Kawasaki KX500, it was impractical. Today’s 450 four-strokes make about the same peak power as the first KX500 of 30 years ago.

But what made the 500 so formidable was the narrow powerband and harsh delivery. Unfortunately the market gradually moved away from the KX500 and the other 500s. When it was dropped from the Kawasaki line, it had been unchanged for more than 10 years, and its sales numbers were low. If the KX had moved with the times, it might have lasted longer.

At birth, the KX500 was fast, but had a poorly designed combustion chamber that resulted in self-destructive tendencies. The compression had to be lowered, and that killed any performance edge it might have had.

Two years later the first of the great KX500s was produced. It got a new motor with liquid-cooling and it was, for the first time in Kawasaki’s history, the best bike in its class. The next year, Kawasaki gave the KX a feature that no other 500cc two-stroke had ever seen, a exhaust power valve. After 1987, updates came yearly as Kawasaki and Honda locked horns in a battle for dominance of the class.

1997

The Kawasaki got a new frame and the side-access airbox was abandoned. The rear suspension was reconfigured, losing the big Unitrak rocker arm on top. In 1988 the KX500 got its last big redesign. It got minor mechanical changes and cosmetic updates afterward, but the most significant event was the arrival of the upside-down fork in 1990. Two years later, the ignition and crank were changed.

By the early ֹ’90s, Honda had given up the horsepower chase, leaving the KX unchallenged as the most powerful dirt bike made.

1998