Menus
- Three-variable equation, proof by X
- A roadster, a sports car and a trail, 3 possibilities 500
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
- Color CB500F
- Color CB500R
- Colors CB500X
- Test equipment
Three-variable equation, proof by X
A roadster, a sports car and a trail, 3 possibilities 500
Two boys, a girl … a roadster, a sportswoman, a trail, three possibilities. Little competition in this segment, Honda drives the point home by refining its three CB500. Roadster, sport and trail accentuate their difference for 2019, composing an equation of seduction with three variables: F, R and X. Thus after the CB650, Honda continues to decline its average displacement and in particular the A2 models with the CB 500, but declined in three versions: roadster, sport and trail.
And when we talk about CB500, we are not talking about just any motorcycle. We are talking about the mythical CB, the one that was one of the basics and the first motorcycle for several generations of bikers, since 1993. Its magic recipe: essentials and uncommon reliability allowing maintenance of the most economical. Young drivers, school motorbikes, peri-urban day-to-day backpackers and fans of simplicity have greatly appreciated the roadster, whether in bare or streamlined version, including for attacking the track. A success materialized by the creation of a dedicated championship, the CB500 Cup. Because its 499 cm3 in-line twin developing 58 hp at 9,500 rpm knew how to power the machine over the entire rev range.
A time disappeared, the CB500 returned in 2013. The twin cylinder increased to 471 cm3 and only produced 47.5 hp (35 kM) but soon declined in three machines available on the same basis: roadster CB500F, sporty CBR500R and a trail urban CB500X, with sales success with 70,000 CB of the three types sold (36,000 F, 21,000 X and all the same 13,000 R) both in Asia and in Europe.
Made in Thailand, the 2019 evolutions take care of their presentation, their ergonomics and a little their mechanics, each emphasizing its belonging to its own category. It is on the island of Teneriffe, (Canary Islands, Spain) that we test the new small Honda through a three-variable equation.
Discovery
The 3 CBs have a remarkable finish for entry-level machines, with more or less marked aesthetic changes depending on the model. If all three largely share their chassis and engine, the CB500F and CBR500R are the closest with similar dimensions despite their different trim and handlebars..
Sleek, the roadster is content to reinforce its scoops and lifts its face with stylish openings. On the sport, the evolution is more noticeable, declining as on the CBR650R the style of the hypersport Fireblade. What aesthetic power! Multiplying the cuts and aerodynamic surfaces, the little sportswoman mimics the larger displacement. Its tapered front face is a real success, as is the return of the lower fairing forming a spoiler. R and F have a 17.1-liter tank with marked shoulders and a contoured common rear loop. Here too, the dynamic effect casing evokes sport. Their end incorporates a reinforcement forming elegant, ingenious and discreet passenger grab handles. Double seats place the passenger high on a small saddle.
Less ostentatious, the CB500X is more statutory, seeming to look down on its sassy sisters. The Crosstourer 1200 clearly inspires the long scoops of the small "trail". With its wide shoulders framing a slightly larger 17.5 liter can, its front is muscular and more imposing. Dominating the headlight borrowed from the roadster, the screen is adjustable over 40 mm by removing the screws. The reception of the crew is to match. A long one-piece saddle is framed by long and solid passenger grab handles. They incorporate four lugs for attaching straps.
The three 500s are still based on a tubular diamond-type steel frame, integrating the engine as a supporting element. The parallel twin of 471 cm3 with square ribs (67 x 66.8 mm) evolves very little, renewing the characteristics of the 2013 models. However, its two modified ACTs optimize the lift of the four valves per cylinder. Combined with a larger air box, the set should improve the engine character from 3 to 7,000 rpm. Moreover, the maximum power of 35 kW / 47.5 hp is obtained 100 rpm higher, at 8,600 rpm and the torque is obtained 500 rpm lower than before, with 43 Nm at 6,500 revolutions. So, a little more extension but also mechanical availability. The profiled exhaust with asymmetrical outputs is renewed but the modified chambers take more care of the acoustics.
More dynamic means more equipment. The power-assisted limited-slip clutch is introduced to make shifting easier and prevent the rear wheel from locking up when stacking gears during downshifting. In addition, it halves the effort made on the lever. And now with more dogs, the box is more precise.
Mimetic in mechanics, the CB500 are hardly less in part-cycle. Roadster and Sporty have the same rake angle and wheelbase of 25.5 ° and 1,410 mm. The X model, with its more adventurous pretensions, increases its stability: 27.5 ° and 1.445 mm wheel center distance. The ground clearance of 145 mm of the F and R is opposed to the now 180 units of the trail (+10 mm). If all are based on a telescopic fork with 41 mm valves and a shock absorber mounted on rods, both adjustable in preload. But the travel of the "bituminous" is 120 and 118 mm against 150 and 135 units for the X. The latter now sports a 19-inch front wheel to get out of the asphalt better (against 17 "). The split branches also receive different envelopes: Michelin PR5 on the roadster, Dunlop D222 for the sports car, in 120/70 and 160/60. But unpublished and exclusive Dunlop Mixtour in 110/80 and 160/60 equip the trail.
To stop the small Honda’s, a two-piston front caliper clamps a 320 mm single petal disc (310 mm on the X), the opposite single-piston clamp a 240 m disc. ABS watches over the assembly and an emergency braking signal detects sudden braking, activating the hazard warning lights.
The new products are rewarding and have a very good finish. Elegant, the Honda boiler features cylinder head covers and side casings in a bronze tint for the most beautiful effect on roadster and sports cars. It unfortunately looks duller on the trail, dressed in gray. The engine limits the use of hoses and its peripherals are judiciously integrated. Surface of the metal elements integration of the elements comply with the house standard. Finally, the weight is down on the F, 189 kilos (-2) and the R, 192 kg (-3). The X, more opulent, admits 197 kg and we regret the absence of a central stand. A shoe had finished dressing even more elegantly roadster and trail.
In the saddle
The sports car is the lowest with 785 mm of saddle height. Hardly less accessible, that of the roadster climbs to 789 units. The X culminates its comfortable seat at 830 mm, but, narrow, this limited value is hardly noticeable.
On the CB500F, the pilot switches to a large handlebar with variable diameter. The pressure on the wrists is moderate, providing just the right amount of support for the front axle. Another atmosphere on the sports car, the half-handlebars, now mounted under the upper tee, are much more sporty. 72 mm lower and 51 mm further apart than on the roadster. Without extreme, but enough to make the bust plunge further (+ 8 °) towards the short bubble. Both machines leave correct leg curl. Always more welcoming, the CB500X awaits the hands of its pilot on a wide handlebars, high carried by long saddles. Her footrests are also more forward than those of her sisters.
Like the 650s, the CB500s are equipped with the same latest generation digital LCD instrumentation. A circular bargraph tachometer surrounds the gear engaged indicator light. The display also includes tachometer, water temperature gauge, fuel, clock, instantaneous consumption, an odometer and two partials. Engine speed is also available in figures. For each one is retained average speed, travel time and average consumption. A programmable shiftlight (250 rpm increment) will indicate the right time to shift. Only the brake lever is adjustable in spacing but the clutch lever, cable, seems well positioned.
In the city
The quiet pounding of the little twin gently hammers the air. Pleasant, this sound becomes more metallic in the towers. Three principles dictate the behavior of the CB500s: obvious handling, neutrality and precision. At different levels, we therefore find these qualities in the three small Honda. At the controls of the F, agility is the best, optimizing its urban evolutions using its wide handlebars. Hardly less at ease, the CBR remains easy, skillfully composing between sport and everyday life. And in traffic, the little wader is placed with the eye and the tip of the gloves: a glance, a light pressure on its generous hanger…. the 500 X flies over the mirrors and "sees" far.
The mechanical flexibility is always appreciable, letting the machines evolve on the intermediates at 2,000 laps. Voluntary, the twin energizes the movements, well supported by a softer gearbox and a precise selection, all controlled by a lever of an unusual softness. In good Honda, the CB500 also reveals great qualities of balance at very low speed. The excellent weight distribution allows the benefit of very agile machines, with a small footprint. F and X allow tight U-turns. On the handlebars of the R, there is a larger turning radius. Finally, devoid of vibration, the mirrors return a clear image and a wide field.
In the city test, the trail already has my vote. Dedicated to everyday life, small Honda models also know how to take to the seas.
Motorway and expressways
Of course, the reduced power of the block doesn’t produce arm-wrenching acceleration. Progressive and constant, the linear acceleration of the twin is efficient and still leads to nearly 180 km / h in top speed, at the switch; enough to lose the 6 points of the A2 license. Lying on the tank of the F, one thinks that it is easier to reach in CBR, with efficient fairings, but with limited protection. But the limited recoil in their saddle does not favor the big ones.
The CB500X will take you less quickly in absolute terms but in a very pleasant comfort. Its high bubble and its wide scoops provide excellent shelter for the head, bust and legs. And the long and thicker seat makes you eye the horizon with envy ….
Sporty and trail riding bring up more vibrations when accelerating. But not all machines vibrated the same way during our test…. Legally, the twin booms at 6,000 rpm, almost at the peak of its strength. What to ensure a just correct recovery. Moderately readable, the tachometer information is appreciated "by guesswork", penalized by too small graduations and a display lacking in contrast.
On fast links, one more point for the CB500X. And it’s not the sequel that will complicate the equation.
Departmental
On the flanks of the Teneriffe volcano, the neat asphalt makes up a snake with multiple rings. And it is once again Mr. Steve Plater who opens the road (British SuperSport champion 2009, 8 victories in the Northwest 200, 3 in Macau, 2 in the TT including the lap record). The twin of the CB500 does not lack strength but needs to be held beyond 6,000 revolutions to be effective in dynamic driving. Now no longer available, the mechanics are more efficient on intermediaries. When the layout is tight, the Honda block then delivers a convincing mechanical approval, relaunching the machines boldly but always in a linear fashion. On the assault of the slopes, we do not feel a real lack of engine and the hairpins go in 2, without downtime. But we notice more vibrations during acceleration. Nothing painful but the twin likes to communicate his life. When downshifting, we appreciate being able to enter several gears without (too much) sliding the rear wheel. The limits of physics still allow some very pleasant drifts.
When the road is looser, the performance limits may tick off the most demanding. Especially as a duo. It will be easy, on the roadster and the sports car, to convince your passenger to stay at home. With the trail, your other half will appreciate this engine with the contained rage. Do the same…. or go alone.
In pursuit of a colleague, it is always better with two but each on his machine, the roadster demonstrates good liveliness of the front axle. Its precision makes it possible to optimize the trajectories and allows efficient evolutions in bends. Especially since its Michelin Pilotroad 5 deliver a very good reading of the road. Well calibrated in hydraulics, F and R do not move on the strongest decelerations and allow to approach the curves at a good pace. Sport ergonomics are noticeable on the sports car, the half-handlebars of which hamper the feedback a little. And the carcass of Dunlop D222 tires, too stiff, does not improve the picture. On the other hand, turning at one block, the CBR500R reacts promptly to downforce. On the attack, ready to sway, we take care of our style and trajectories. Fans will appreciate its thoroughness but will deplore a limited ground clearance.
Mass transfers are barely more marked on the X. But the latter has an ultimate card in its road game. Despite its 19-inch front rim, its neutrality and the superior obviousness of its chassis work wonders. On its handlebars, piloting is instinctive as the machine is easy. Stable, it fits on the angle of a block and brings down its trump card on the table with its much higher ground clearance. Well supported by its high performance mixed envelopes, the CB500X is ultra efficient. And since its comfort is superior, you will also have others to wear…. or by cutting across fields. The new trail arrangements greatly optimize its off-bitumen capacities. More travel, stability, adapted tires and a larger front wheel now give it full access to mountain tracks and country paths..
Be careful, however, its non-spoked rims require a little restraint on rough terrain. But the position of the handlebars is correct and adjustable and the guidance of the front axle is efficient. Hanging correctly on rocks and gravel, the Dunlop Mixtour are also convincing in light and dry offroad. What to take a lot of fun in the middle of nature. Taunting its sisters F and R, the CB500X spins into the background. Meet at the beach ….
Part-cycle
Remarkably healthy and neutral, rigid, the chassis of the CB500 is associated with a simple but effective cycle part. Controlled hydraulics make it possible to drive at a good pace with efficiency. In duo, the suspensions will be more painful. A more sensitive concept on the X. Sporty and roadster limit their capacity for this use..
Braking
With their single front disc, the CB500s are not lacking in deceleration power. Progressive, it is easily modulated with the lever, whose grip on the angle does not lift the machines. The rear clamp, very powerful, allows to smooth the evolutions. ABS is only triggered when advised, allowing strong braking without intrusion. Finally, turning on the flashing lights on "emergency braking" is effective when driving in a bundle to avoid any surprises..
Comfort / Duo
Welcome to the CB500X. On a daily basis as on a long trip, the trail does better than its sisters. And if you want to take your conquest to discover the world, or at least yours, the pocket wader will do better than the sport folding seats of the roadster and the sports car..
Consumption
Whatever the machine, consumption fluctuates between 3.8 and 4.3 liters, despite a drum beating test. Enough to limit passages at the pump every 400 km and even more in cool urban use.
Conclusion
Eureka! With a clear demonstration, the Honda CB500X wins, in my opinion, in points against the fun roadster and the racy sports car. All three are convincing but the versatility and efficiency of the trail make it my favorite. Limited in dynamic performance, the Honda will make the difference on a daily basis with particularly low maintenance costs.
For the CB500F, count € 6,299. The CBR500R will cost you € 6,899, like the CB500X. We regret the inflation suffered by these models. In 2013, the roadster was worth less than € 6,000. But Honda "offers" € 200 at the launch of its 2019 vintages on the X and R, € 100 on the F.
The competition is heterogeneous and not very direct and rather with lower cylinders: Kawasaki Z400 at 5.599, Yamaha MT03 at 5.299 € and especially the very powerful MT-07 at 7.099 €, the real opponent to the Honda roadster. The sportswoman will have to deal with a very efficient Kawasaki Ninja 400 at € 6,199 and the Yamaha YZF-R3 at € 5,899. Finally, the Honda wader will box with the Kawasaki Versy X300 priced at € 5,299; real trail but much less efficient.
Attractive, the Honda triplet offers an interesting compromise in terms of performance / price / finish. The more pronounced character of other machines may make the calculation difficult when choosing.
Strengths CB500F
- Engine character at mid and high revs
- Precision of the chassis
- Front axle agility
- Progressive braking
- Efficient ergonomics
- Sound in the towers
- Precise selection
- Limited slip clutch
- Quality of finishes
- Overall dynamic efficiency
- Tire fitting by default
Weak points CB500F
- Instrumentation
- Seated
CBR500R strengths
- Engine character at mid and high speed Stability and precision of the chassis Progressive braking Efficient ergonomics Sound in the revs Precise selection Limited slip clutch Quality of finishes Overall dynamic efficiency Tire fitting by default
Weak points CBR500R
- ground clearance
- Instrumentation
- Vibrations during acceleration
- Tire fitting by default
- Seating
Strengths CB500X
- Engine character at mid and high revs Stability and precision of the chassis Progressive braking Efficient ergonomics Sound in the revs Precise selection Limited slip clutch Quality of finishes Comfortable seat Efficient duo Overall dynamic efficiency
Weak points CB500X
- Instrumentation
- Vibrations during acceleration
The technical sheet of the CB500F roadster
The technical sheet of the trail CB500X
The technical sheet of the sport CBR500R
Color CB500F
- Red
- Matte Black
- White Blue
- Orange
Color CB500R
- Red
- Matte Gray
- White
Colors CB500X
- Silver
- Matte Black
- Red
Test equipment
- HJC R-Pha 70 Helmet
- Vanucci Nubuck Jacket
- Jean Vanucci Armalith 2.0
- Vanucci Speed Profi IV Gloves
- Vanucci Boots
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