‘94 Kawasaki EX500 Ninja vs ‘94 Suzuki GS500
MotorCyclist - April 1994 Comparo Article
Motorcyclist- April 1994

Kawasaki EX500 Ninja vs. Suzuki GS500E

If you spend the majority of your motorcycling time ogling and/or riding the latest, fastest and trickest high-performance machinery, you probably haven’t paid much attention to today’s 500 twins. But if bang-for-the-buck figures prominently in your two-wheeled priority scheme, Kawasaki’s redone EX500 Ninja and Suzuki’s GS500E have no doubt become considerably more interesting, especially as new-bike prices leap ever higher and lift used bike prices with them.

Both of these budget bullets have appeared frequently in the pages of Motorcyclist over the last few years. Because they represent good motorcycling value and because the EX500 strides into1994 with a long list of updated hardware, we decided that now was as good a time as any to feature them once again, in a comparison test.

Neither of these 500s is armed with hefty doses of advanced technology. The EX500 engine dates back nearly a decade, when the liquid cooled, eight valve, 454cc twin it was derived from was created by basically slicing a 900 Ninja mill in half. The air cooled, four valve GS500E engine traces its roots back to the first Suzuki four-strokes. The 1977 GS400 became the GS425, then the GS450, and finally the GS500, which retains the same basic layout and qualities, such as reliability, that made the original GS engines so appealing.

Although the EX500’s 498cc powerplant remains basically as before, a digital electronic ignition replaces the previous analog type, while redesigned second and third gears have also been reconfigured for smoother shifting.

The EX’s chassis, however, received a substantial makeover for 1994. Wider, 17-inch wheels take the place of narrowish 16-inchers fitted to the original EX. Bridgestone Excedras are stock rubber, with a 110/70 G540 up front and a 130-section G550 out back. There’s a more rigid fork, too, with 1mm thicker stanchions (now 37mm) than before. The new EX’s brakes have been upgraded as well, with twin piston caliper and 280mm disc up front and a disc replacing a drum setup in back.

Kawasaki also upgraded the EX’s bodywork with a redesigned fairing (with revised headlight) and windscreen that offer slightly better wind and weather protection. Slightly lower handlebars offer a more sporty riding position. Other appearance items include new two-piece side covers, a redone tail section (with a new taillight), chrome muffler covers, new turn signals and the addition of a “Ninja” logo that confirms the bike’s more sporting nature.

As you’d guess, the downside to all these alterations is a heftier price tag. At $4399, the Ninja is $700 more than the GS500, which, at $3649, is $450 more than the mechanically identical ‘93 GS. The price boost also puts the EX500 at precisely the same level as Yamaha’s four cylinder, 600cc Seca II.

The EX engine fires instantly, requiring choke only on colder mornings. The GS, on the other hand, needs maximum choke not only on start, but also for the first mile or so until it warms up sufficiently to accept throttle applications. Even when fully warm, the Suzuki engine feels lean and balky and though this lean carburation results in better fuel mileage (over 200 miles a tankful), it makes the Suzuki engine much less pleasant to use.

In terms of engine performance, the EX slams the door on the GS in every area, sprinting through a quarter mile almost a second quicker than the GS’s 13.79-second at 93.89-mph run and posting a 118-mph top speed versus the Suzuki’s best of 106 mph. In fact, its 12.98-second corrected quarter-mile performance is almost half a second quicker than the four cylinder Seca II, which posted a 13.42-second corrected run in our January 1994 test. In terms of performance, at least, the EX justifies its higher price.

The power differences are less noticeable around town, though it’s clear that the EX is stronger in most situations. The Suzuki is geared slightly shorter, helping to make up some of its power disadvantage with more revs. On the freeway it indicates about 200 more rpm than the EX, which at an indicated 65 mph (actually 62 mph) is running just under half of its 11,500-rpm redline. Still, when it’s time to pass, the EX pulls away. It not only pulls harder than the GS, it pulls farther, with a redline that’s 500 rpm higher.

Both bikes’ clutches engage progressively, although the Kawasaki’s offers a lighter pull. The EX also shifts a bit more smoothly and positively than the Suzuki, although we have no real complaints about the GS500.

Both the GS and the EX rely on counterbalancers to iron out the vibration that plagues most vertical twins. The Suzuki’s combination is slightly more successful at most speeds, although both machines are smooth enough for daylong adventures. Vibration control is the only area of comfort where the Suzuki beat the Kawasaki, although the bikes’ riding positions scored fairly equal marks. The Ninja’s seat is flatter, wider and better padded, its fairing offers a higher degree of wind protection, and also provides a significantly more compliant ride.

Riding the two bikes back to back, the Suzuki’s narrower, sloped seat began to become annoying before the 90-minute mark. Gravity and braking maneuvers gradually slide the rider forward up against the tank where the seat is at its narrowest. Conversely, the Kawasaki remained comfortable even after 200 nonstop miles. EX riders will stay a bit warmer on colder days too.

Due to their well-balanced power, and because you can generally use all the acceleration they have to offer, these bikes can actually be more fun to ride quickly than some larger-displacement sportbikes. Their light weights and short wheelbases give them the kind of responsive handling that many of the bigger sportbikes can only envy. The GS has a slight edge on smooth pavement thanks to its 20-pound weight advantage and more exact steering, which makes it even more nimble than the EX. When the road gets even the slightest bit rough, however, the EX’s superior suspension puts it quickly back in front (although it’s still not in the same league as sportbikes like the CBR600F2 that utilize more expensive suspension componentry). The switch to 17-inch wheels makes the Kawasaki steer more predictably and increases its stability. In fact, it’s now a bit more stable than the Suzuki when the pace is brisk.

Cornering and braking on both bikes are limited by similar budget-grade Bridgestone Excedra tires. You can corner hard enough to drag things, but you approach that point with some caution. The new brake on the EX is stronger than the Suzuki’s front stopper, though both can deliver more power than the stock tires can absorb. Fortunately, the dual-piston front brakes and single-piston rear brakes are quite progressive and predictable, and the tires give some notice before unsticking. If you have a long-term relationship with one of these bikes, premium rubber can improve performance in a variety of ways.

The Suzuki used a bit more oil (perhaps two tablespoons in 800 miles) than the Kawasaki, although some of that was doubtless due to the fact that it was delivered into our clutches with essentially no miles on it. Except for the Ninja’s trip meter-reset knob that fell off after being inadvertently loosened by a tester, the bikes were trouble-free in their months with us. Dual trip meters are just one of the extra features on the Kawasaki. Both bikes include nice details like adjustable front brake levers, dual-bulb taillights and center stands, which are very welcome during warm-up and maintenance. Details exclusive to the EX include running lights in the front turn signals, four-way flashers, a slightly less apologetic horn, metallic gray wheels that better conceal dirt and flip-up bungee cord hooks instead of the studs welded to the Suzuki’s frame.

The differences in bungee cord hooks serve to summarize the differences in the two bikes. The Kawasaki hooks are more expensive and more likely to be damaged in a crash, but the perform better, are more versatile and are generally more pleasant to use. On the other hand, the Suzuki’s simple hooks do the job, and the price is right.

The Kawasaki is clearly the best 500 twin. It offers more power at any speed, has more equipment, slightly better componentry and plusher accommodations. It is much more pleasant on extended rides, and it looks sportier to boot. On the other hand, it’s also 20 percent more expensive than the Suzuki. For its frugal price, the GS500 offers enough power for any situation short of towing a trailer and it extends that money-saving nature into its fuel consumption and insurance costs as well.

So if you’ve forgotten about 500 twins, take another look. You just might be surprised.

PERFORMANCE

1994 Kawasaki 500 Ninja

1994 Suzuki GS500E
45 to 52 mpg; 48.5 mpg avg.

Fuel Consumption
49 to 59 mpg; 53.9 mpg avg
6th gear, 72.0 mph; 5th gear, 77.3mph

Average 200-Yard Acceleration from 50 mph, Terminal Speed

6th gear, 69.2 mph; 5th gear, 72.3 mph
12.98 seconds @99.0 mph

Corrected Best 1/4-mile Acceleration

13.19 seconds @93.9 mph
118 mph

Measured Top Speed:106 mph