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Kawasaki KX 500

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Make Model

Kawasaki KX 500

Year

2002 - 04

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
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2003

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.

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.

 

2004