Menus
- In-line twin, 471 cm3, 45 hp at 8,500 rpm, 44.6 Nm at 6,000 rpm, 190 kilos, € 6,299
- A small accessible bobber intended for A2 licenses on a mechanical basis of CB 500
- Discovery
- In the saddle
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption / autonomy
- Honda CMX 500 Rebel video test
- Conclusion
In-line twin, 471 cm3, 45 hp at 8,500 rpm, 44.6 Nm at 6,000 rpm, 190 kilos, € 6,299
A small accessible bobber intended for A2 licenses on a mechanical basis of CB 500
Against all expectations, the expression of motorcyclist coolness was able to satisfy itself, and in the long term, even with the Canada Dry syndrome.. An example worth more than a long speech, imagine the following scene: in a moment of madness, that a guy, kind sucks, let’s say Cri-Cri d’Amour, from the series "Helène et les frères", takes himself for Steeve McQueen and claims direct parentage. Everyone would cry deception and the poor boy would see very muscular gentlemen arrive at his place who would offer him large white pajamas with the sleeves behind their backs. And that would only be justified.
Well and against all odds, we said, this phenomenon has nevertheless taken place in the world of motorcycles. Because the cool machine, on a motorbike, the thing to thrill chicks, the machine that puts a pimp in front of the entrance of a bar, it’s a Harley-Davidson, that’s it. It is indisputable and the Milwaukee firm has been working diligently on this for 120 years, so you are not going to teach it its job..
The archetype of the thing is him, Lorenzo, the Rebel who smells like hot sand:
Lorenzo Lamas at the time of the series Le Rebelle
And yet, the world of custom and coolness has accepted the Cri-Cri d’amour syndrome without complaining. Remember: at the turn of the 90s, custom was in fashion. Yamaha XV 535 Virago, Suzuki LS 650 Savage and Honda VT 600 Shadow (powered by Transalp, but box 4) were a real hit. The Canada Dry syndrome being permanently established, this has even allowed small engines to spread over the same niche: we remember the Honda 125 Shadow, while some exotic brands have successfully started their establishment in Europe thanks to the small custom. , such as the Kymco 125 Zync or the Daelim VT 125.
And then, the modes, it passes … The roadster and the scooter have supplanted the small custom. But the A2 license for all pushes Honda to return to this niche, certainly not crowded by the competitors, with this CMX 500 Rebel, developed on the mechanical basis of the CB 500.
Honda CMX 500 Rebel review
Discovery
Small motorcycle, than this CMX 500 Rebel. Short, narrow, compact. Honda has chosen a style more bobber than chopper, evidenced by the collected look and the absence of chrome, as well as the color chart, where a red accompanies a gray and a black. The general look does not lie: we are in the bobber family where minimalism is set up as a way of life (and a means of not spending too much money!) And the uniformly black surface treatments reinforce the bad boy look. wish. Obviously, we are more used to finding V2s in this kind of motorcycles than inline twin-cylinders, but this contributes to the compactness of the machine, while the 16-inch wheels shod with Dunlop put it well on the ground. What catches the eye is both the unusual shape of the frame and the proportions, thin and tall, of the 11.2-liter tank, while at the rear, it is obvious that the saddle is easily removed to clean the whole, the frame making a loop behind the rider’s seat.
Honda CMX 500 Rebel
Looking closely, however, we have the right to find that the finish of the whole is nothing extraordinary, with hoses not hidden and a host of really cheap elements, like the rear light. wholesale black plastic.
Honda CMX 500 Rebel headlight
In the saddle
That’s easy: with a "height" perched at 690 mm, the CMX 500 Rebel is really accessible to everyone. Often, small customs are false good ideas for vertically challenged people, because if the saddle is low, the feet have to get their supports quite far and it is even worse for the arms, with a wide and high handlebars, which becomes problematic during the robbery: in short, it is often designed for gibbons.
The twin cylinder is taken from the CB 500
Not this CMX 500 Rebel, which has the good taste of centralizing everything: close and narrow handlebars, footrest in a central position, everything is at hand and here is, for once, a motorcycle that has been really designed to offer accessibility maximum for small sizes.
Once in the saddle, there is little chance of being distracted: the levers cannot be adjusted and it is not the dashboard that will disturb you. In the small digital window on a bluish background, the information is easily readable with a fuel gauge, the clock and two trips. That’s all.
Honda CMX 500 Rebel speedometer
In the city
We said it: compact and easy ergonomics, it helps everyone to feel at ease. Good point: fairly smooth controls, a box that locks well and also smoothly, what more could you ask for? Flexibility? There are some, with this in-line twin which picks up on a trickle of gas and without flinching, in 4th at 40 km / h. For the rest, the CMX 500 does not shine by its practical aspects: switch on one side, anti-theft lock on the steering column, you will put the lock around your neck, thank you. But what matters is that his agility is just amazing; in real life, the CMX 500 is a Romanian gymnast with wheels.
Taking into account the commercial target, the fact that the braking is dosable and not very biting is certainly a quality. ABS, however, doesn’t go off unexpectedly in town, that’s all good.
The Honda CMX 500 Rebel in town
On motorways and main roads
Let’s be frank: during this short test, not really a motorway on the program, except on 6 terminals to leave Barcelona. The equation is therefore the following: compact motorcycle, tight riding position, flat handlebars: you will avoid crossing France by enriching Vinci, thank you. On the other hand, we note that the CMX 500 finally fulfills the mission without complaining. The small twin has length, since even if it has slightly lost power (less 2 horsepower compared to a CB 500) and gained in torque (+ 10 Nm, 1000 rpm lower), it does not however, the final reduction is shorter than on a CB 500, with one tooth less in the crown. Suddenly, the revisions, if they do not lengthen your arms, do not seem neurasthenic either..
As little as we could judge from the short test, straight line stability at "high" speed appeared to be correct..
Stability remains good at high speed
On departmental
There, two options are essential: cruising mode, to begin with. Knowing that we can swing the 6th from 60 km / h and start again smoothly, we then see that the small twin bends well to the exercise. And this especially since the chassis is of a confusing ease. Admittedly, the front axle engages a little. A little bit: engage, that means for our beginner friends, the target of this bike, that when you steer a little bit, like in a roundabout, the front will tend to accentuate this steering and you will have to dial on the handlebars so that the motorcycle does not fall towards the inside of the bend.
The Honda CMX 500 Rebel on the road
In fact, this little habit comes quickly, in particular because the wheelbase (1488 mm), the dimensions and the weight remain reduced and, frankly, are within the reach of all. Suddenly, we compensate without even thinking about it…
And when the pace increases, what happens? To criticize the ground clearance would be to criticize a Toulouse cassoulet for being too fatty. Obviously, the CMX 500 ends up rubbing the footrests on the ground, but whether the target clientele will drive this way, nothing is less certain. There, we praise the fairly natural balance of the chassis, its ease of handling and its ability to be manhandled to finally provide a little pleasure..
Like any custom, the Rebel only offers limited ground clearance
What is more open to criticism, on the other hand, is the braking. Admittedly, once again, the target clientele and the motorcycle philosophy do not encourage one to seek limits. But we find them, quite easily besides and during small blunders between colleagues, there are times when we say to ourselves that we will end up going to strike the group. But hey, it happened and it was beautiful.
The main fault of the Rebel comes from its braking
Part-cycle
Only classic here: a double cradle frame, 16-inch wheels, a 41 mm diameter fork (travel: 130 mm) and adjustable preload shocks. Given the express test, we did not have time to play on the suspension settings. As for Dunlop tires, they already don’t like white stripes in the dry; bad omen for the wet, even if we do not take much angle on this machine.
Honda CMX 500 Rebel silencer
Brakes
Single disc at the front, single disc at the rear. Equality, therefore. ABS is not too sensitive, that’s fine. Staying in the spirit of the bike, let’s say the braking performance is fine. On the other hand, if we try to increase the pace a little bit, the braking is objectively soft, with little bite and a power that does not come too much either, even by crushing the lever..
What you have to admit is that this machine is meant for beginners who will likely find that it slows down hell. And that the average customer of a mid-size bobber probably doesn’t tend to ride like a Super Asshole. So much the better, in fact.
The front brake of the CMX 500 Rebel
Comfort and duo
No duo on this test and a mixed feeling on comfort. First, because the rear suspension is firm. Of course, we have not played with it, but if it is adjustable in preload, it is especially in relaxation that we found it a bit rough..
The ergonomics of this CMX 500 Rebel are openly geared towards small and medium sizes. So much the better, because the machines dedicated to them do not run the streets; on the other hand, large carcasses like yours truly are a bit cramped. The knees super bent, this causes pain in the lower thigh. To be taken into account, of course. As for the passenger, she should be petite and in love. It is good too.
The saddle of the Honda CMX 500 Rebel
Consumption / autonomy
11.2 liters in that tall, narrow tank, you’d think that’s not much. Except that from experience, we know that the CB 500 engine can be satisfied with less than 4.5 l / 100 in most circumstances, which gives a range much greater than 200 kilometers. Let’s say it’s enough given the vocation of the motorcycle.
Honda CMX 500 Rebel video test
Conclusion
The generalization of the A2 license obliges manufacturers to diversify their offer and the CMX 500 Rebel intervenes in this context. In the States, it is also available in a 300 cm3 version, which will not cross the doors of Europe. What it is targeting is a clientele interested as much by the look as by the ease of driving. On these two tables, we can say that the CMX 500 scores points. And this, especially since its competition is sparse, with, already, few machines and above all, more expensive motorcycles and not necessarily better equipped..
Of course, if we come back to our initial premise, we can say that the big custom is "born to be wild" and the CMX 500 Rebel is rather "born to be mild". But she does it well. And so, we have to start somewhere…
The Honda CMX 500 Rebel
Strong points
- Perfect for small builds
- Super easy to get started
- Intuitive driving
- Little look
- Super low seat
- A2 license
Weak points
- Not made for tall people
- Braking
- Front axle which engages a (very) little
- Mediocre tires
- Finishing details
- Firm rear suspension
Honda CMX 500 Rebel technical sheet
Test conditions
- Route: 75 kilometers (yes, it’s very little), mainly on small roads, in the region of Barcelona (Spain)
- Motorcycle mileage: 470 km
- Problem encountered: none
Competition: Used Hyosung GV 650 Aquila, Kawasaki Vulcan 650, Harley-Davidson Street 750
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