Menus
- The latest generation of CB 500s delighted “young licensees” for over a decade. Her replacement was therefore expected at the turn, crystallizing the expectations of future A2 license holders as well as the memories of the old ones.. Both will not be disappointed ….
- Presentation
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Braking
- Comfort and duo
- Practical aspects and accessories
- Consumption
- Conclusion
- Competitors:
The latest generation of CB 500s delighted “young licensees” for over a decade. Her replacement was therefore expected at the turn, crystallizing the expectations of future A2 license holders as well as the memories of the old ones.. Both will not be disappointed ….
Honda has put the small dishes in the big ones to present us its new CB 500: idyllic setting (Tarragona in Spain), escapade on track for the road / sport declination R (test to come) and the presence of three Japanese engineers responsible for the development for answer all of our questions. Without forgetting an impressive troop of photographers and cameramen to provide images to the small dozen privileged journalists invited to the event ….
Logically, this CB 500 – available in three versions thanks to the “magic” of common platforms – is a product of conquest. On a worldwide scale, the average displacement of machines has gradually drifted from 500 to 650/700 cm3, widening a ditch with the 125 models. On the European side, the harmonization of the motorcycle license has given birth to the famous A2 license which limits power to 35 kW (47.5 hp) for first-time buyers. Honda has therefore decided to kill two birds with one stone by adapting its all-new twin to these regulatory constraints. No need therefore to look for any tutorial on the internet explaining how to pass this credit card in “full”. Even the Cup kit reserved for competition will be reduced to a simple racing pot lined with a more permeable air filter…. Enough to grab a handful of ponies, not much more! So why then have you developed the CB 500 knowing that the Honda NC 700 (Integra scooter, roadster and trail) already meet the constraints of the A2 license? Won’t the two concepts cannibalize each other? For Honda, the answer is a categorical NO, arguing that the targeted customers are not the same. Because if the NC 700 is a pure product of commuting (note: a tool!), Miss CB has a more fun vocation and targets a much larger audience: pilots going down (old) or rising (young) in displacement and motorists passing or returning to two wheels, without forgetting the fairer sex. A little everyone what !
Presentation
The new twin is the centerpiece of this new CB 500. Cubing exactly 471 cm3, it has square ribs with a bore equivalent to the stroke (67 mm x 66.8 mm). As usual, Honda prides itself on a linear and progressive power curve, a guarantee of ease of handling without character. The 47.5 horses are obtained at 8,500 rpm against 7,000 rpm for the maximum torque (43 Nm). Not enough to fall back on when you remember that the old CB 500 developed 58 horsepower when it was released in 1993. Fortunately, the specifications of the old CB, deemed to be indestructible, have also been retained. The life of the block is therefore announced for more than 300,000 km with reduced maintenance to its simplest expression, ie an oil change every 12,000 km and a look at the valves every 24,000 km.
Finally, due to the economic context, consumption has received much attention. According to the WMTC standard, the vertical twin only swallows 3.52 liters per 100 km, which is even less than the already very frugal block of the NC 700 (3.6 L). On the technical side, here too Honda has unpacked the big game: roller rockers to reduce the level of friction, use of pistons with grooved skirts type CBR 600 RR supposed to trap the oil for better lubrication, balance shaft to eliminate vibrations , rectilinear air supply ducts and partitioned air box improving filling, engine casings incorporating the crankshaft configuration, primary and secondary shaft of the CBR 600 RR (again) for optimum compactness…. I will spare you the rest of the press kit, the last important point to underline being that the engine contributes to the rigidity of the whole. Suddenly Honda adopted an open type frame made of 35 mm section steel tube while containing the whole to 192 kg all full made with the ABS delivered as standard. As a reminder, the old CB 500 weighed 204 kg.
In the saddle
Personally, I always have a problem when getting on a Honda, I know in advance that I will write the same because the ergonomics and handling are almost always flawless. In this case, the saddle is only 785mm from the ground and narrow enough at the crotch that I have both feet flat and my legs flexed from the top of my 170cm. The handlebars fall as naturally under the hands as the footrests under the heels and you instantly feel at home.
The dashboard constantly displays the engine speed, speed, fuel level and time and you can scroll through a window two partial mileages, the average or instantaneous consumption or the number of liters consumed. Everything is complete and readable even in direct sunlight.
The overall finish is of a very good standard with engine bolts entirely in stainless steel BTR, quality paintwork and line-of-string body part adjustments. Well, we can imagine that all the electric wires are stashed under the two huge black plastic covers under the saddle, but the whole is rewarding. The only real complaint to be made comes from the fixed brake and clutch levers (even if their ergonomics do not pose any problem) because they are sacrificed on the altar of the final sale price.
In the city
Here again, no surprise. On the handlebars of the CB 500 F, the first kilometers of our grip in an urban environment immediately feel at ease. The clutch is smooth, the gearbox uneventful and the twin significantly more available than the spec sheet suggests. Capable of resuming under 2,000 rpm on the last report, i.e. 47 km / h, it offers correct revivals from 3,500 rpm on intermediate gears and we instinctively engage the upper gear at around 7,000 rpm, maximum torque threshold . The movements at low speed are quite disconcerting with a neutral and progressive front end at the angle and which seems riveted to the ground despite a surprising lightness considering the weight of the whole. Admittedly, the tires are modest in size (120/70 at the front and 160/60 at the rear) but it feels like the whole thing weighs at least 30 kilos less. More good news, the CB 500 F steers short and the U-turns should be done in a big handkerchief. The Spanish bitumen, although slippery in this seaside area, was more of the billiard type. Difficult, therefore, to judge the suspension settings. No excessive stiffness to report on the side of the springs but the hydraulics seem much more sport-like than – by chance – the NC 700S without being uncomfortable.
Motorway and expressways
On our test route, the fast sections were rare. Like any bad self-respecting roadster, the non-existent protection limits the ardor to the regulatory 130 km / h. At this pace, the twin without milling, still turns at 6,000 rpm on the sixth and last report. On an open section, our small group tried to test the maximum speed (I know, it’s a sin) with various results, the limit being around 190 km / h.
Departmental
Our presentation initially planned a trip to the heights of Tarragona. The disastrous weather decided otherwise. Snow that had fallen the day before and a freezing temperature at altitude confined us to the seaside roads, quite slippery and most of the time congested by herds of cyclists, a pinch of motorhomes and a large ladle of natives in automobiles taking themselves for Fernando Alonso…. In short, conditions far from ideal to tease the limits of this CB 500 F equipped with the Metzeler Roadtec Z8. No problem, between a good proportion of blind corners that close and a few cars spinning to death in the pif-paf, the chassis showed an excellent capacity for improvisation. Carried out well, the CB gives you as much confidence as it does in an urban environment. The front end, always reassuring, accepts without flinching the corrections of course and freezes only moderately when braking on the angle. There is also no rocking horse phenomenon to report on big slowdowns or blur on sharp angle changes. The front and rear work in perfect harmony and the whole is as healthy as it is homogeneous. Good surprise, the engine is also pleasing when you take the trouble to keep it between 7 and 8,500 rpm, then taking its laps with gusto. It still lacks a bit of gniak at high revs to compete with the old version but compared to the twin of the NC 700, at the equivalent power, it borders on sensory nirvana despite a rather discreet exhaust sound..
Braking
The simple 320 mm diameter front disc and its two-piston caliper could lead to fear of the worst as regards the slowing power of this little roadster. However, it is not. The power is there, as is the feeling and this modest equipment even offers a bite that is as surprising as it is welcome at the start of the race. Some bleeding colleagues have reported a lack of power in “trapper” mode. A detail that we will be sure to check the next time we get started on French territory, just like endurance in intensive use ….
The rear element (240mm and single piston) is a good stabilizer and even offers surprising feedback, too. No untimely triggering of the ABS to report despite the precarious conditions of adhesion, proof that the settings are rather permissive. Aspiring pilots with sporting inclinations will not need to rummage in the fuse box to deactivate the control unit ….
Comfort and duo
No harm to the arpions to report, the unit is free of vibrations. The saddle is rather firm but again, not to the point of arousing pain in the foundation during our too short grip. The consistency of the passenger element is of the same ilk but the position is comfortable and the grab handles are ideally placed.
Practical aspects and accessories
In addition to the presence of a warning control on the handlebars, which will delight commuters, the CB 500 has a thick catalog of accessories. GTists will be able to fall back on the entire luggage rack and top-case of 35 liters (119 €), the side cases (NC), heated handles (420 €) and even a protective bib for the shock absorber (111 €). As for the sportsmen, they will have the choice between an Akrapovic exhaust (599 €), a passenger seat cowl (156 €), various protective elements (engine guard tank, plastic film….) And the motorcyclist equivalent of Botox (net wheel, carbon mudguard….).
Consumption
As the driving conditions in press presentations are always out of the ordinary (high acceleration-braking for the multiple photo runs, acceleration and recovery tests, etc.), the fuel consumption recorded is rarely in line with the figures announced by the manufacturers. In this case, the on-board computers of two of our test machines were showing 4.7 and 4.2 L / 100 km, respectively. A remarkably low level which suggests that the manufacturer figures can be reproduced on a daily basis in the context of more serene use.
Conclusion
After that, the Honda CB 500 F turned out to be much more attractive than its spec sheet suggested. Like all Honda’s, its handling is obviously rare and its handling is difficult to fault. As for the finish, the Honda productions from Thailand (where all the versions of the CB 500 are assembled) are largely at the level of the expectations of European bikers. But the new twin that the world’s leading manufacturer has concocted for us is a real good surprise. Supple, torquey in the mid-range and at ease in the laps, it gives the CB 500 a very endearing personality. Where an NC 700 just “does the job” to get you from point A to point B, the CB offers nearly the same versatility while adding a lot of fun. Lightweight, easy and sufficiently efficient in absolute terms, it has all the qualities to appeal to a much larger audience than the young people allowed.
The CB 500 F ABS will be marketed in March 2013 at a price of € 5,590, or € 500 less than the NC 700 S in the C-ABS version. Versions without the anti-lock system exist but they should be reserved for motorcycle schools only on the French market. As for the list of potential competitors, it is either very long or non-existent. With the exception of the Kawasaki Ninja 300 and Suzuki Inazuma 250, which already meet the requirements of the A2 license, all manufacturers should indeed enrich their range with an A2 offer by restricting existing models. But to date, only Honda has developed a range of models incorporating new European legislation into its specifications ….
Strong points
- Healthy and playful part-cycle
- Frugal and fun engine
- Price-quality ratio
Weak points
- Some finishing details
Competitors:
LIST OF MOTORCYCLES meeting A2 regulations
BMW G 650 GS / Honda
NC 700 S and X, VT 750 Shadow / Kawasaki Ninja 250 and 300, KLX 250,
W 800, VN 900, Z 800 E / Suzuki Inazuma 250 / Triumph America Speedmaster / Yamaha WR 450 F, MT 03, Tenere 660, XT 660 R and XT 660 X, XJ6 N
User reactions and testimonials on the test forum
User reactions and testimonials on the motorcycle guide
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A comment that I will include in the test