1998 Kawasaki GPZ500 S (‘R’ reg – D5 model)
Kawasaki GPZ500S Specs…..
The Kawasaki
Confusingly, the bike was called the ‘GPZ500S’ in Europe and the UK, the ‘EX500’ in the US and other areas for a while then the name outside Europe was changed to the ‘Ninja 500’ in the mid 1990’s and the Ninja 500R in the late 1990’s).
The GPZ 500 S was a popular mid range sports bike with good reliability, decent handling and a good engine that loved to be revved. The bike was marketed to the ‘biking on a budget’ crowd, and although this showed in some areas (like brakes and shocks), it was generally cheap to run, maintain and insure making it very popular with commuters, 1st time ‘big’ bikers and couriers.
Although probably a bit ‘long in the tooth’ by today’s standards, it’s still a popular bike and things like the fairing and engine still make it fun to ride for commuting or a weekend blast.
Need parts for your GPZ500S? Kawasaki GPZ500 parts on Amazon…
A little bit about the Kawasaki GPZ 500…..
Basic model info… |
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|---|---|
| Manufacturer: | Kawasaki |
| Model: | GPZ500S |
| Model code: | EX500 |
| Also known as: | EX500, Ninja 500 and Ninja 500R |
| CC: | 498cc |
| Engine type: | Parallel-twin (4 stroke) |
| Years in production: | 1987 to 2004 |
| Style of bike: | Sports bike |
| Insurance: | Group 8 (of 17) – Insurance up for renewal? Try Confused.com |
Servicing your bike? You’ll need a GPZ500S workshop manual…
Models and years (in the UK) |
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|---|---|
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| EX500 A1 (Jan 1987 to April 1988)….. | |
| Frame number started: | EX500A-000001- |
| Description: | Middle weight sports bike with an 8 valve, water cooled parallel twin cylinder engine producing around 59 bhp. The GPZ500S also featured box section frame, lightweight 16 inch cast wheels, side and center stand, single disc front brake, drum rear brake, 2 into 2 exhaust with alloy wrapped end cans and a half fairing and belly pan. |
| Available colours: | Ebony or red |
| Price (new): | |
| EX500 A2 (May 1988 to Dec 1989)….. | |
| Frame number started: | EX500A-010001- |
| Description: | Same as above model with new graphics (‘twin cam 8 valve’ logo on the sides of the fairing) and a new ‘limited edition’ colour added to the range. |
| Available colours: | Ebony, red or ‘limited edition’ green/white |
| Price (new): | |
| EX500 A3 (Jan 1989 to Aug 1990)….. | |
| Frame number started: | EX500A-020501- |
| Description: | Same as above model but with ‘500S’ logo on the belly pan. |
| Available colours: | Red/white or white/grey |
| Price (new): | |
| EX500 A4 (Sept 1990 to Dec 1990)….. | |
| Frame number started: | EX500A-033001- |
| Description: | Same as above model. |
| Available colours: | Blue/white or red/white |
| Price (new): | £2949 |
| EX500 A5 (Jan 1991 to Dec 1991)….. | |
| Frame number started: | EX500A-060001- |
| Description: | Same as above model. |
| Available colours: | Ebony/grey or red/white |
| Price (new): | £3370 |
| EX500 A6 (Jan 1992 to Jan 1994)….. | |
| Frame number started: | |
| Description: | Same as above model with new graphics and no longer has the ‘twin cam 8 valve’ logo on the side of the fairings. |
| Available colours: | Ebony/grey or blue/white |
| Price (new): | £3499 for a ‘J’ reg £3425 for a 1992 ‘K’ reg £3365 for a 1993 ‘K’ reg £3495 for a 1993 ‘L’ reg |
| EX500 D1 (Feb 1994 to Dec 1994)….. | |
| Frame number started: | EX500D-000001- |
| Description: | Now has rear disc brake, new, larger 37mm forks, 17 inch front and rear wheels, new bodywork and lower seat height. |
| Available colours: | Black or wine red |
| Price (new): | £3995 |
| EX500 D2 (Jan 1995 to Dec 1995)….. | |
| Frame number started: | EX500D-009001- |
| Description: | Same as above model with new graphics. |
| Available colours: | Red or blue |
| Price (new): | £4095 for an ‘M’ reg £4195 for an ‘N’ reg |
| EX500 D3 (Jan 1996 to Dec 1996)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | Red/grey or ebony/grey |
| Price (new): | £4395 |
| EX500 D4 (Jan 1997 to Dec 1997)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | Black or red |
| Price (new): | £4395 |
| EX500 D5 (Jan 1998 to Oct 1998)….. | |
| Frame number started: | EX500D-040001- |
| Description: | Same as above model. |
| Available colours: | Same as above model. |
| Price (new): | £4395 |
| EX500 D6 (Nov 1998 to Dec 1999)….. | |
| Frame number started: | JKAEX500DDA048001- |
| Description: | Same as above model. |
| Available colours: | Black pearl or candy red |
| Price (new): | £3450 for an ‘S’ reg £3450 for a ‘T’ reg £3550 for a ‘V’ reg |
| EX500 D7 (Jan 2000 to Oct 2001)….. | |
| Frame number started: | JKAEX500DDA055001- |
| Description: | Same as above model. |
| Available colours: | Blue or ebony |
| Price (new): | £3750 for a ‘V’ reg £3750 for a ‘W’ reg £3750 for a 2000 ‘X’ reg £3795 for a 2001 ‘X’ reg £3795 for a ‘Y’ reg £3795 for a ’51’ reg |
| EX500 E9 (Nov 2001 to Oct 2002)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | |
| Price (new): | £3750 |
| EX500 E10 (Nov 2002 to Oct 2003)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | |
| Price (new): | £3795 |
| EX500 E11 (Nov 2003 to Oct 2004)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | |
| Price (new): | £4145 |
| EX500 E12 (Nov 2004 – Discontinued)….. | |
| Frame number started: | |
| Description: | Same as above model. |
| Available colours: | |
| Price (new): | £4145 |
GPZ500S in blue and white
Engine and gearbox specs….. |
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|---|---|
| Displacement: | 498 cc |
| Engine type: | Parallel-twin |
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| Stroke: | 4 stroke |
| Bore×Stroke: | 74x58mm |
| No. of cylinders: | 2 |
| Cam shaft configuration: | DOHC (double overhead cam) |
| Compression ratio: | 10.8:1 |
| Cylinder compression pressure (GPZ500 A – Up to Jan 1994): | 8.8 to 13.5 bar (128 to 196 psi) |
| Cylinder compression pressure (GPZ500 D/E – Feb 1994 onwards): | 9.0 to 13.8 bar (131 to 200 psi) |
| Valves: | 8 valve (4 per cylinder) |
| Spark plug (GPZ500 A – Up to Jan 1994): | NGK DR8ES (x2) |
| Spark plug (GPZ500 D/E – Feb 1994 onwards): | NGK DR9EA (x2) |
| Spark plug gap: | 0.6 to 0.7mm |
| Spark plug torque: | 14nm |
| Firing order: | 1 – 2 |
| Engine oil (GPZ500 A – Up to Jan 1994): | 10w40 API SE/SF or higher |
| Engine oil (GPZ500 D/E – Feb 1994 onwards): | 10w40 API SG or higher
|
| Engine oil capacity (GPZ500 A – Up to Jan 1994): | 3.0 litres |
| Engine oil capacity (GPZ500 D/E – Feb 1994 onwards): | 3.4 litres |
| Engine oil drain bolt location: | Bottom/underneath of the engine |
| Oil filter type: | Canister type |
| Oil filter (GPZ500 A1 to A4 – Up to Dec 1990): | Hiflo HF202 / Filtrex OIF003 |
| Oil filter (GPZ500 A5, Jan 1991 onwards): | Hiflo HF303 / Filtrex OIF006 |
| Oil filter torque: | 10nm |
| Cooling system: | Liquid cooled |
| Cooling system capacity: | 1.8 litres |
| Clutch: | Wet (oil immersed) multiplate clutch |
| Clutch operation: | Cable |
| Clutch lever free play: | 10 to 20mm |
| Gearbox: | 6 Speed manual (1st gear down, 2nd to 6th gears up, neutral between 1st and 2nd gears) |
| BHP: | 49 bhp |
| Torque: | 34 ft/lb |
| Top speed (claimed): | 125 mph |
| 0 to 60mph time (claimed): | 3.76 seconds |
| Quater mile time (claimed): | 12.7 seconds |
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| Piston ring to cylinder bore clearance: | New: 0.043mm / Max 0.070mm |
| Valve clearance (inlet): | 0.13mm to 0.18mm (when cold) |
| Valve clearance (exhaust): | 0.18mm to 0.23mm (when cold) |
| Idle speed (GPZ500 A – Up to Jan 1994): | 1,150 to 1250rpm |
| Idle speed (GPZ500 D/E – Feb 1994 onwards): | 1,200rpm (+/- 50) |
Starter motor from a 1998 ‘D5’ model
Final drive stuff….. |
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|---|---|
| Final drive: | Chain |
| Front sprocket: | 16 teeth |
| Rear sprocket: | 42 teeth |
| Chain pitch/length: | 520 pitch / 104 links |
| Chain free play (GPZ500 A – Up to Jan 1994): | 35 to 45mm |
| Chain free play (GPZ500 D/E – Feb 1994 onwards): | 35 to 40mm |
| Chain stretch limit: | 323mm over 20 links |
Hiflo HF202 oil filter – GPZ500S A1 to A4
Hiflo HF303 oil filter – GPZ500S A5 model onwards…
Carb, fuel and oil stuff….. |
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|---|---|
| Fuel system: | Carburetor |
| MPG (average): | 45 miles per gallon (very approx) |
| Fuel tank range (approx): | 175 – 200 miles
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| Fuel tank capacity: | 18 litres |
| Fuel type: | Unleaded petrol (95 octane grade – aka standard petrol from your local garage) |
| Carb make: | Keihin (2x) |
| Carb type: | CVK 34 (34mm flat-slide carbs) |
| Pilot screw opening (GPZ500 A – Up to 1993): | 2 turns |
| Pilot screw opening (GPZ500 A – 1993 to Jan 1994): | 1.75 turns |
| Pilot screw opening (GPZ500 D/E – Feb 1994 onwards): | 2.25 turns |
| Engine oil (GPZ500 A – Up to Jan 1994): | 10w40 API SE/SF or higher |
| Engine oil (GPZ500 D/E – Feb 1994 onwards): | 10w40 API SG or higher
|
| Engine oil capacity (GPZ500 A – Up to Jan 1994): | 3.0 litres |
| Engine oil capacity (GPZ500 D/E – Feb 1994 onwards): | 3.4 litres |
| Engine oil drain bolt location: | Bottom/underneath of the engine |
| Oil filter type: | Canister type |
| Oil filter (GPZ500 A1 to A4 – Up to Dec 1990): | Hiflo HF202 / Filtrex OIF003 |
| Oil filter (GPZ500 A5, Jan 1991 onwards): | Hiflo HF303 / Filtrex OIF006 |
| Oil filter torque: | 10nm |
GPZ500S Aftermarket exhaust downpipes
Electric stuff….. |
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|---|---|
| Ignition type: | Electronic CDI |
| Starter: | Electric start |
| Electrical system voltage: | 12 volts |
| Battery voltage (fully charged): | 13 to 13.2 volts |
| Battery will need charging if below: | 12.4 volts |
| Regulated voltage (GPZ500 A – Up to Jan 1994): | 14.5 volts (@ 4000 rpm) |
| Regulated voltage (GPZ500 D/E – Feb 1994 onwards): | 15 volts (@ 4000 rpm) |
| Spark plug (GPZ500 A – Up to Jan 1994): | NGK DR8ES (x2) |
| Spark plug (GPZ500 D/E – Feb 1994 onwards): | NGK DR9EA (x2) |
| Spark plug gap: | 0.6 to 0.7mm |
| Spark plug torque: | 14nm |
| Spark plug ignition: | 2 x coil |
| Battery: | CB14L-A2 / YB14L-A2 / GB14L-A2
|
1987 to 2004 Kawasaki GPZ500S battery (YB14L-A2).
Shocks, brakes and wheel specs….. |
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|---|---|
| Front wheel type: | 3 spoke cast wheel |
| Front tyre size (GPZ500 A – Up to Jan 1994): | 100/90-16 |
| Front tyre pressure (GPZ500 A – Up to Jan 1994): | Solo: 28psi (2 bar) / With pillon: 32psi (2.2 bar) |
| Front tyre size (GPZ500 D/E – Feb 1994 onwards): | 110/70-17 |
| Front tyre pressure (GPZ500 D/E – Feb 1994 onwards): | 32psi (2.2 bar) |
| Front wheel spindle torque: | 88nm |
| Front wheel spindle clamp bolt torque: | 20nm |
| Rear wheel type: | 3 spoke cast wheel |
| Rear tyre size (GPZ500 A – Up to Jan 1994): | 120/90-16 |
| Rear tyre pressure (GPZ500 A – Up to Jan 1994): | Solo: 32psi (2.2 bar) / With pillion: 36psi (2.5 bar) |
| Rear tyre size (GPZ500 D/E – Feb 1994 onwards): | 130/70-17 |
| Rear tyre pressure (GPZ500 D/E – Feb 1994 onwards): | 36psi (2.5 bar) |
| Rear wheel spindle torque: | 110nm |
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| Front brake: | Single hydraulic disc brake with 2 piston caliper |
| Front brake disc: | 280mm single disc. Part no: EBC MD4016 (1x) |
| Front brake pad: | EBC FA129 (1x) |
| Rear brake (1987 to Jan 1994 – GPZ500S A1 to A6, drum rear brake models): | Drum brake |
| Rear drum brake pad: | EBC K706 |
| Rear brake (Feb 1994, GPZ500S D1 onwards – disc rear brake models): | Single hydraulic disc brake with single piston caliper |
| Rear brake disc: | Single 230mm disc. Part no: EBC MD4051 (1x) |
| Rear brake pad: | EBC FA067/3 (1x) |
| Brake fluid (front and rear): | DOT 4 brake fluid |
| Front suspension: | Telescopic forks |
| Front fork stanchion diameter (GPZ500 A – Up to Jan 1994): | 36mm |
| Front fork stanchion diameter (GPZ500 D/E – Feb 1994 onwards): | 37mm |
| Recommended fork oil (GPZ500 A – Up to Jan 1994): | 15w fork oil |
| Fork oil volume (GPZ500 A – Up to Jan 1994): | 287 cm3 (per fork) |
| Recommended fork oil (GPZ500 D/E – Feb 1994 onwards): | 10w fork oil |
| Fork oil volume (GPZ500 D/E – Feb 1994 onwards): | 300 cm3 (per fork) |
| Rear Suspension: | Monoshock rear suspension |
GPZ500S aftermarket rear shock absorber
Weights, measures ‘n stuff….. |
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|---|---|
| Overall length (GPZ500S A1): | 2050mm |
| Overall length (GPZ500S A2 to A6): | 2110mm |
| Overall length (GPZ500S D/E): | 2095mm |
| Overall width (GPZ500S A1 to A6): | 675mm |
| Overall width (GPZ500S D/E): | 700mm |
| Overall height (GPZ500S A1 to A6): | 1165mm |
| Overall height (GPZ500S D/E): | 1160mm |
| Wheelbase (GPZ500S A1 to A6): | 1,440mm |
| Wheelbase (GPZ500S D/E): | 1,435mm |
| Seat height (GPZ500S A1 to A6): | 770mm |
| Seat height (GPZ500S D/E): | 775mm |
| Ground clearance: | 120mm |
| Dry weight (GPZ500S A – no oils, fluids etc): | 169kg |
| Kerb weight (GPZ500S A – with oils, fluids etc): | 171kg |
| Dry weight (GPZ500S D/E – with oils, fluids etc): | 176.5kg |
GPZ500S rear light
Useful torque settings….. |
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|---|---|
| Cam cover: | 10nm |
| Cylinder head (stage 1): | 51nm |
| Cylinder head (stage 2 – GPZ500S D/E models): | 10nm |
| Spark plugs: | 14nm |
| Front wheel spindle (GPZ500S D/E models): | 88nm |
| Front wheel spindle clamp (GPZ500S D/E models): | 20nm |
| Rear wheel spindle (GPZ500S D/E models): | 110nm |
| Magneto / flywheel (GPZ500S A1 to A6): | 69nm |
| Magneto / flywheel (GPZ500S D/E): | 11nm |
| Cam cover: | 10nm |
| Camshaft sprocket: | 15nm |
| Clutch hub: | 130nm |
| Oil filter: | 10nm |
GPZ500S Pillion grab rail
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Service stuff….. |
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|---|---|
| Servicing your bike? You’ll need a GPZ500S workshop manual… | |
| Engine oil | |
| Engine oil check: | 3,000km (1,864 miles) |
| Engine oil change frequency: | Every 10,000km (approx 6,214 miles) or 12 months |
| Engine oil (GPZ500 A – Up to Jan 1994): | 10w40 API SE/SF or higher |
| Engine oil (GPZ500 D/E – Feb 1994 onwards): | 10w40 API SG or higher
|
| Engine oil capacity (GPZ500 A – Up to Jan 1994): | 3.0 litres |
| Engine oil capacity (GPZ500 D/E – Feb 1994 onwards): | 3.4 litres |
| Engine oil drain bolt location: | Bottom/underneath of the engine |
| Oil filter (GPZ500 A1 to A4 – Up to Dec 1990): | Hiflo HF202 / Filtrex OIF003 |
| Oil filter (GPZ500 A5, Jan 1991 onwards): | Hiflo HF303 / Filtrex OIF006 |
| Oil filter torque: | 10nm |
| Chain drive | |
| Final drive chain frequency: | Now repeat after me… ‘I MUST LUBE MY CHAIN LITTLE AND OFTEN!!’ |
| Chain and sprocket size: | 104 link / 520 Pitch chain 16 Tooth front sprocket 42 Tooth rear sprocket |
| Hydraulic brake system (front and rear) | |
| Brake fluid change frequency: | Change every 24 months or 20,000km (approx 12,427 miles) |
| Brake fluid: | DOT 4 brake fluid |
| Fork oil | |
| Front fork oil change: | 30,000km (approx 18,641 miles) or 36 months |
| Recommended fork oil (GPZ500 A – Up to Jan 1994): | 15w fork oil |
| Fork oil volume (GPZ500 A – Up to Jan 1994): | 287 cm3 (per fork) |
| Recommended fork oil (GPZ500 D/E – Feb 1994 onwards): | 10w fork oil |
| Fork oil volume (GPZ500 D/E – Feb 1994 onwards): | 300 cm3 (per fork) |
| Cooling system | |
| Change every: | 30,000km (approx 18,641 miles) or 24 months |
| Cooling system: | Liquid cooled |
| Cooling system capacity: | 1.8 litres |
Genuine tool kit from a 1998 GPZ500S D5
Frame number location…..
The frame number is usually stamped onto the right side of the headstock (the front part of the frame just below the handle bars).
Useless stuff…..
Surprisingly sporty middle weight bike which has withstood the test of time. Although the bike was called the ‘GPZ500S’ in Europe, it was originally called the ‘EX500’ in other areas (like the US). The bike name was changed in 1994 from EX500 to Ninja 500 and then to the Ninja 500R in 1998.
The bikes high revving and sporty nature meant it was used in the ‘production twins’ racing class in the US as well as several racing series.
Because the bike was quite forgiving if you made a mistake whilst riding, it proved popular with new racers getting into bike racing and new ‘big bike’ road going owners.
Kawasaki designed the bike to be reasonably cheap and easy to maintain which meant it was a popular bike with commuters and experienced riders looking to bike on a budget.
The GPZ500S was discontinued in the UK in 2004, probably partly due to the engine not meeting the new Euro 2 emissions regulations.
Buying advice…..
Firstly, if your thinking of buying one always HPI check it (there’s still loads about so no point risking getting stuck with a lemon!).
These are good, reliable and are ideal for both experienced riders on a budget and riders looking for their 1st ‘big bike’.
Although servicing and running costs are fairly cheap and the bike is fairly bullet proof you do tend to get what you pay for, obviously a bike that’s had frequent oil changes and has a good service history is likely to be better.
As the bike had a fairing, it wasn’t very popular with rider training schools (unlike other twins like the CB500), but it was a reasonably popular courier bike and was used in a few racing series which means there are likely to be a few dog’s out there.
Exhaust downpipes and headers do rot though (mild steel!), so in the unlikely event of the bike having the original headers, best to budget for replacing them. (however due to them being a twin with a simple exhaust design, end can’s and downpipes are readily available and not stupidly overpriced.
The only other thing to consider when buying one is the age. The youngest of these beasties will be over 14 years old now, so if your buying one give it a good check over, especially rear shocks, fork stanchion condition (helps if the forks have had fork gaitors
Obviously, it’s worth paying a bit more for a lower mileage bike with a small rainforest of service paperwork then one of the ‘barn find’ type bikes that seem to be cropping up regularly.
Happy biking 🙂
Sources / Thanks to / Useful GPZ500 / EX500 sites:
GPZ500S article on MCN
Article written by an EX500 owner
www.ex-500.com/ Loads of helpful owners and info
If you’ve got any questions, comments or suggestions please feel free to leave them below 🙂
Disclaimer: The information on this page is correct to the best of our knowledge. But the info should NOT be taken as 100% accurate as we can, occasionally make mistakes!
Nice write up about the often overlooked 500s, thanks. Good to see you got the HP figure right – I always thought they were more at the 50 HP output rather than the 60 as specified by the manufacturers. Very reliable bikes, engines are rock solid and quick! Had mine for years +… it’s a handy wee bike for me.
Thanks, really useful information. My GPZ500s E9 2002y runs fantastic, nice and simple bike with some power, great runner.
can any body help I have attempted to put a engine out of a 1999 d6 modle into my ex 500s 2002 e9 frame and have issues lining up the mountain bolts and brackets
can anybody tell me if it should fit and I am not doing somthink correct
thanks colin
Could you tell me torque for camshaft caps has in book Haynes I snapped the first bolt so did not do any more now will have to get another cylinder head they stated 78 pound feet thanks jonathan
I was delighted to see this review of the GPZ500s. I have got back on a bike after a few years and this one stop shop for the GPZ500s has saved me a bucket load of time trying to find accurate specs. Well done and thanks again.
Just got my 1990 GPZ , has been looked after reasonably well , runs perfect except for I tried to start it last night , this is on a brand new battery and there was little or no power so it failed to start , could this be a rectifier problem ? Also I’ve noticed cracks in the front tyre wall and tread and upon inspection it’s a 2009 tyre ! Can I take issue with the dealer to replace this doc as I’ve only had bike a week, am I right in thinking I’ve got 30 days to bring these issues to his attention and he is liable to fix them ?
Check the battery terminals are tight and can’t be moved by hand (this is a common fault). It there ok you’ll need a voltmeter to check the battery charge (it needs to be over 12.5 volts to start the bike).
Cracks aren’t always an issue as it depends on the size….. They are usually a sign of an older tyre (often on bikes/cars that are stored outside).
Most vehicle spraying places will be able to match the paint. The original paint codes may not be much use as colours fade over time (due to sunlight etc) so the original paint may not match the paint on your bike now?
You’ll have to go to the dealer if you’ve got questions about warranties as I can’t say what they would do?
Also , sorry forgot to ask where can I get paint specification/match as I want to get wheels repainted? Thankyou
Much appreciated, the battery is new and terminals tight , the guy who sold it to me also suggested a voltmeter am going to see him this week and sort the tyre out, it’s too old 2009 for a front tyre in my opinion, the recommended life is 5/6 years so am going to argue it out that it’s replaced at his cost , he may not like it but trust me the tyre isn’t good , thanks for your advice I like this site .
I recently bought a pretty decent 1990 GPZ 500 , it runs as good as the day it left the factory, the thing is some clown painted the frame with a paint brush ( not good ), now I’ve sourced a 1989 frame part of a discontinued restoration project. It’s been grit blasted and spray painted with two coats of hard wearing black gloss , new s/steel bolts all round and head race all new £ 175.00 . Question is will it fit my bike and is it worth it ? I’ve also been offered a new pair of wheels also blasted and sprayed properly £ 350 again what you think . I’ve got a really nice bike and I want it as near mint as I can get it . Any advice welcome…Brendan
Yes, they were the same so the frame should fit your bike (but please double check to make sure).
Totally up to you, the parts are unlikely to ad alot of value to the bike, but if you want it to look good for yourself and can afford the parts, go for it?
Much obliged, thanks for your advice, it’s great having found white dog bikes , so informative and plenty to read upon, keep up the good work …Brendan
Had the same problem, the previous owner painted over rust chips etc on the frame, paint brush marks like a 5 year old had done it. I rubbed it all back, sprayed it with rattle can Halfords metallic black – looks like new. These bikes do suffer one well known problem – rectifier! Change it every 20,000 miles, its a 5 minute job and the cost of the part isn’t too bad. Otherwise these bikes are rock solid, dependable, fast as fook for a 500 and look the business. Had mine for 8 years now, summer AND winter riding. Just keep changing the oil and filter every 3,000 miles and leave the rest. Only other comment is consider a slightly upgraded battery for cold winter starts, I think they need this.
Thanks for your comments, I have since had a new rectifier and battery fitted since my posting and have hadno problems. I’ve ridden the bike all through winter on some damn cold days and it’s been brilliant, I couldn’t ever part with it as even if I just pop to the local shop I always come back with a smile on my face . And yes they are quick, but so easy to handle and so forgiving. Thanks for the tips I will take it all on board
Hey guys fixing up an 87 goz500s wondering what is the max width tyre U can fit to the rear. Cheers Mark
Anyone have any idea where I can get some replacement exhaust collets?? I have the Nexus 2into1 which uses these collets at the eaxhaust port. The collets act as a kind of spacer between the port and the exhaust flanges. Anyway, as you know Nexus went out of business and obtaining parts for their zorts is impossible. The zorst on mine is okay, no rot, but when I changed to exhaust gaskets recently, the collets were rotted through! basically the bike is off the road at the moment and a new zorst is too expensive…..
Hello fellow GPZ owners, I have a GPZ500 1990 and the right hand fork seal has blown, how big a job is it to replace and is it best putting new bushes in at same time ? What’s the procedure and as a novice mechanic is it reasonable to be able to do the job ? Much obliged Brendan