Bike review
‘Honda want to target new riders, those looking to trade up from a 125 and those who just fancy life in a slower lane’
Honda’s last 500cc machine, the CBF500, was a replacement for the indestructible CB500, beloved of bike couriers, commuters and training schools everywhere.
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So, why bring back the 500cc class now? Well, Honda want to target new riders, those looking to trade up from a 125, and those people who just fancy life in a slower lane. Enter the:
The sporty CBR500R, The naked CB500F
The adventure styled CB500X.
All three bikes share the same 471cc motor, 35mm steel frame and running gear, and are built in Thailand.
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Honda decided to produce an all-new DOHC, water-cooled parallel twin powerplant with an 180º phased firing order for the 500s, with the camshafts intentionally on show, a heritage design nod to the 1960s CB450s. The engine design was driven by the 35kW peak power needed for the recently introduced A2 licence, as well as being as fuel efficient as possible - as a result, 471cc ended up as the optimal capacity. A lot of effort has gone into it: a primary couple-balancer sits behind the cylinders to reduce vibration, four frame hangers each side make the motor a strongly stressed member of the chassis, there’s a very small yet efficient water pump for better cooling, plus an ‘anti-turbulence’ guide plate in the airbox separates the air flow evenly to each cylinder, a first for Honda. Design wise, it’s obvious the CBR and CB-F take their inspiration from the beefier Fireblade and naked CB1000R, while the mini-adventure styled
30 The ROAD
X looks eerily like the bigger Crosstourer. Let’s start with the R and the F. The main differences are a fairing plus riding position, achieved through a different bar set-up. The R has 40mm shorter clip-ons set 49mm lower for asportier, but still comfortable, riding stance. The standard ABS equipped R is also 2kg heavier than the ABS F.
Riding the CB-R first over in Spain, the creamy smooth, linear power delivery is pleasantly engaging, and while its 47bhp is never going to feel intimidating (a good thing for the intended market), it’s lively enough and responds well to a quick flick of the throttle, and feels stable at three-figure speeds too. It’s torquey as well, with the
best bit accessed between 3500 and 5000rpm (the max 31.7lb-ft torque kicks in at 7000rpm). This makes easy work of town riding and twisties alike, and the bike pulls well in most gears. Its light weight, low seat height and overall svelteness make this one easy bike to ride.
On track, the R showed it can be ridden surprisingly hard, even on standard road rubber and suspension set-up. The strong ABS stoppers helped, and the front end felt reassuringly stable and planted going into corners. Even a couple of quick, fairly brutal downshifts didn’t faze it. This 500 is forgiving in all the right places; perfect for soaking up any rider errors out on the open road.
Unfortunately it rained heavily when I came to ride the F, but the more upright feel helped in the bad conditions, while the heated grips (optional, but fitted to the launch bikes), worked a treat and were easy to operate with wet gloves.
Although the CB-F felt
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