A2 out of the box, or restricted to A2? Are you better off getting yourself a straightforward A2-compliant motorcycle, with predictable sharp handling and plenty of style - or go for a slightly higher capacity model with all the bells and whistles (rider modes, traction control) and restrict it down? Particularly if you’re on an A2 licence?

This Kawasaki Z 500 SE (launched March 2024) evolves from the Z400 before it and introduces 51 extra cc’s (to 451cc with 45 bhp), a new LED front light unit, a smartphone connectable TFT screen, and a pair of lovely colour options – and in 2024 has the Ninja 500 and Eliminator 500 for Sugomi-company.

Lightweight and aggressive, yet straightforward and easy to ride, with agility at its core – you know what you’re getting, and it’s a decent price for the A2-licenced rider. That’s whether you’re after something to add to the garage as a runaround, or your next main machine to do-it-all.

But don’t just dismiss the Z500 range as a for beginners only. Due to the predictable and lightweight handling, I’d say this is possibly even more enjoyable than throttling a 1200cc bike down the road.

As of writing, the 2024 Kawasaki Z 500 SE is priced starting at £6,049. However, as ridden, we also had the Akrapovic can (£849.95), rear seat cover (£144.95), and slightly larger front screen/meter cover (£63.95)—that brings the total as ridden to £7,107.85. But, crucially, you can just go for the Z 500 SE Performance for £6,799, which includes these accessories.

You can pick between red or green flavours for your colours (as you can see, we had green), and for comparison's sake the Z 650 starts at £7,139 – so just under £1,000 more with all the bells and whistles, and more power.

Rivals? There are loads. Honda has the 2024 Honda Hornet 500 (replaced the superb CB500F), there is the CFMoto 450NK, and Yamaha with the MT-03. Then you have the KTM 390 Duke and Triumph Speed 400 for single-cylinder competitors that we've tested at BikeMatters.

Kawasaki also has the Z400 and Z650 which are A2 friendly, so worth considering. Aprilia's Tuono 660 could tempt you in, or the BMW G 310 R. As mentioned, the light/mid-weight naked sector is packed with options – if you’re on a budget don’t forget older models too, these ones listed are just the new ones in dealers.

Want more options? Try the Top 10 A2 Motorcycles in 2024.

The 451cc parallel-twin comes in for 2024, an improvement by 50cc, likely with Euro 5+ in mind. In use, the twin revs up quickly whilst being nicely responsive to your inputs through the 6-speed box – though I did find the throttle a little bit twitchy in its application at lower speeds. Something you quickly get used to, but worth a note here.

Raw power figures are 45 bhp at 9000 rpm, and 42.6 Nm of torque at its peak – due to the lightweight nature of the bike, and fast-revving feel, acceleration is addictive and plenty for smooth overtaking where the opportunity arises.

The assist & slipper clutch here also gives a super light clutch feel, and stops the rear from skipping if you’re being aggressive on downshifts into corners – though if you’re particularly aggressive in your riding you’ll still get a bit of skipping on the rear. No system is better than honing your skills and working within the limits presented.

With the accessory Akrapovic can stuck on, the exhaust note is fruity but lacking a low rumble on idle that you may expect. Some comments on social media suggested it wasn’t quite what they expected to hear, but I’d still say the style is far more fitting, and it does have a fairly nice raucous sound to it at the low end. Thank Euro noise emissions for that.

Is the power enough? Plenty on the road, and A2 out of the box – so no ‘restriction’ feeling. If option for a Z650 (or any A2-restrictable bike) you’ll be at risk of feeling like you’re boxed in to not use the bike to its full potential – the power on hand here in the Z500 is still absolutely fun to use.

Final note, here, I noticed the pegs were quite vibey at the mid-to-high range revs, though key to note here is that the bike was delivered with 320 miles on, so may smooth out once it has been run in.

An extremely lightweight feel at 172 kg is great for new riders finding their feet in the 785mm saddle, or experienced riders after exploiting some backroad action with a very responsive feel, equally very predictable.

The waistline is narrow, meaning most riders will be able to get their feet to the ground, and the muscular bulk is added to the tank to fill it out a bit, with a high-tensile steel frame.

Suspension is a 41mm conventional-way-up fork, with a rear monoshock with preload adjustment. It’s a pretty simple setup, but considering the weight and basic setup here, it’s plenty adequate to continue the streetfighter feel on the road.

Brakes are a single 310mm disc up front (same disc as on the Z1000) with dual-piston caliper, paired to a rear 220mm disc with dual-piston caliper. sharp and responsive, only single-sided on the front but more than adequate considering the weight. The initial bite is very nice, and good for pushing on with confidence in the right conditions.

One note on the particularly wet road review on YouTube was the slimmer 150/60 17” rear tyre (110/70 17” front) struggled somewhat in the wet, with the smaller contact patch on the tyres felt quite heavily on seriously damp roads. The brakes, despite ABS being present, were prone to get squirmy under the lightest of contact.

Though note that these were no issue at all in dry conditions, just a bit more prevalent in wet conditions with no traction control or rider modes to jump in and help. Uneasy riding in the rain will naturally occur to varying degrees on every other two-wheeled machine on the road… electronics or not. But it’s here that you may find that a specced-up model with added rider aids may be wise for an unsure rider.

No rider modes, and fairly basic tech (eco indicator & ABS is your lot), but the Z500SE thrives on the basic rewarding (and accessible) nature. Just simple good fun to ride. Only you can decide if you really need a rain mode at 45 bhp – and if you’re willing to pay more for the privilege, or just take it steady!

You have a 14-litre tank, with fuel remaining and range displayed on the dash, alongside current gear, revs, speed, time… all the good stuff. But that’s it, and you don’t have much else to play with unless you are tempted to pair your smartphone.

As a daily commuter and weekend blaster, the Z500SE will tick both boxes happily. It’s light and easy to ride in town with that super lightweight clutch lever and low overall weight, which equally measures up for chucking it around in the countryside, chasing the redline for each and every gear.

Riding position, therefore, does a bit of both – your upper body is pretty upright, but your legs are surprisingly tucked up in an almost sports-like riding position. It’s comfortable enough for your average riding, though my long legs (at 6’3”) would certainly feel a bit of stiffness after a few hours in the saddle.

My only hesitations would reside with riding in the rain, evidenced by a pretty sketchy review ride in the BikeMatters video - sure, take it nice and steady on the way to work, but sometimes that back wheel stepped out with just a hint of the rear brake going on.

If you want more rider modes, spec, and more gadgetry thrown in, look at the Z650 and restrict it down for an A2 licence (or just ride it at the full licence level as-is) priced starting at £7,139 in 2024. This 500 thrives in the simplicity of life – I’m sure there’s a saying for that, not quite Sugomi, perhaps ‘joie de vivre’. Let me know if there’s a better quote to use!

Kawasaki Z 500 SE (2024) Pros and Cons

Pros

• Simplicity. Switch on and go.
• Lightweight.
• Narrow width, everyone should get feet to ground.

Cons

• Lack of rider aids.
• Vibey pegs (may improve after run-in period).
• Riding in rain was sketchy.

So, why buy the Kawasaki Z 500 SE? This 2024 model is the simple streetfighter that’s A2-compliant out of the box, pure riding fun with excellent agility, and you feel like you can get the very best out of the bike – and as a result you as the rider. That could be exactly what makes this one worth getting over the better-spec Z 650…

In the end the choice is weighted by what exactly you’re after, and the licence in your hand. Higher spec sits elsewhere, with rider aids, uprated brakes, plus the larger overall weight and feel on the road. But this Z500SE proposes a ‘bare bones’ exhilarating ride every time – along with a slightly cheaper price tag.

There are plenty of rivals on the market, is this one good enough to win out? I’ve ridden plenty of the ‘rivals’ whether new or old, and this Z500 could well be one of the more aggressive – though it is vibey and doesn’t feel quite as ‘top spec’ as some. Power is smooth and it revs up quick, but suffers from a slightly twitchy throttle at the lower end of the revs.

The ‘Z’ range is long-loved in two-wheeled history, and well storied with modern renditions, working from the 125cc entry-level range to the chart-topping Z H2. The Z500SE swoops in as the A2-licence compliant motorcycle fresh off the dealer floor, and despite not having the bells and whistles that the Z650 possesses, that could well be a good thing…

Cheers to Kawasaki UK for the loan, head to the UK website for more info. Check below for the video review.