2019 Honda CB 500 X Test: The Road to X
Honda is refining its CB 500 range for 2019 with technical and cosmetic improvements on the three motorcycles that make it up, particularly on the CB 500 X trail which is evolving the most. First try.
CB500X Test Page 1: Daily Adventure !
In 2013, Honda launched a new generation of CB500X specially designed to meet the constraints of the A2 motorcycle license limiting beginners and young riders to a machine with a maximum power of 35 kW (47 hp)..
A beautiful trilogy of motorcycles based on the same cycle and engine base, with slight differences depending on the genre: CB500F (roadster) and CBR500R (sport), followed in 2014 by the CB500X (trail version).
These models were still evolving in 2016, the CB500X then benefiting from a larger capacity tank, a higher windshield, LED sidelights, a brake lever adjustable in spacing and a preload adjustment. fork springs.
For 2019, it is again the CB500X which evolves the most. Logical, since this trail variant is of interest to more and more bikers with an increase of + 65% for the "on-off" segment, compared to + 54% of the "naked" segment and + 5% of the "supersport" segment.
However, the roadster model remains the most popular model overall, since it has since 2013 totaled more than half (36,000 units) of CB500X sales in Europe (70,000 in total). The target is not the same, however: the F is of particular interest to young bikers under 30, while the X casts a wider net and aims to be more multi-generational..
A "pampered" trail version
The 2019 Honda CB500X first adopts a 19-inch front wheel (17 previously) to consolidate its trail positioning. Aluminum rims change to 7 split-spoke Africa Twin style.
We also note the appearance of new Dunlop Trailmax Mixtour tires, with a mainly road profile but suitable for small off-road forays. The CB500X also benefits from a new tapered profile handlebar, a new dual-outlet exhaust silencer, as well as a new more incisive and racy style design, inspired by those of its predecessors VFR800X Crossrunner and CRF1000L Africa Twin.
The redesigned side scoops and trim elements contribute as much to its look as to the improvement of the overall aerodynamics. Particularly at the level of the fairing and the screen, 20 mm higher and still adjustable with tools for an additional 40 mm, further improving the protection of the driver at high speed.
The saddle for its part gains in finesse in order to facilitate the installation of the feet on the ground, as well as the movements of the pilot and the conduct in a standing position. The diamond-type tubular steel frame is unchanged, despite an improved steering angle of 3 ° (38 ° now).
The caster and drag values are the same, but the suspensions are improved with increased fork travel (+10 mm for a stroke increased to 150 mm) and a new single-wall rear shock absorber (travel increased from 118 to 135 mm ), adjustable in spring preload in 5 positions. The ground clearance is for its part increased by 10 mm (180mm). A new chain tensioning system is also adopted.
In terms of performance, the limitation to 35 kW does not exclude improvements in terms of torque, engine response and ease of use. In fact, the CB500X benefits from a significant gain in torque at mid-range (+ 4% between 3000 and 7000 rpm), thanks in particular to an optimized intake, a new distribution setting (+ 5 ° in the closing phase , + 0.3mm of lift) and a larger airbox. Like its sisters, it also benefits from a new clutch with assisted slip which minimizes the effort to provide to the lever and facilitates the shifting of gears..
All models also benefit from a new LCD counter with gear engaged and gear change indicator (calibrated at 8750 rpm but adjustable in steps of 250 rpm), as well as LED indicators.
Consensual and natural
Easy to access with its 830 mm seat height, the CB500X offers a natural riding position, upright torso, with a firm but comfortable seat and a perfect handlebar / footrest positioning.
For each version of CB500, the positioning of the footrests and the handlebars in height and distance varies depending on the driving position desired by the manufacturer: more forward for the sports car, a little less for the roadster and straighter and relax for the trail.
The X gains noticeably in size, but without being too intimidating for a beginner rider. The new digital dashboard is compact and functional, but it lacks readability under the sun. However, it has the essential indicators, tachometer, tachometer, gear indicator engaged, fuel level and temperature gauges, clock, instantaneous and average consumption indicator, odometer, trips and usual warning lights..
Engine running, we immediately appreciate the rounder and slightly hoarse sound of the new exhaust silencer. As before, the gearbox uses the same selection system as the larger-displacement RR models, with fairly short ratios here which promote rapid revving but limit the drawdown to the full six..
In the urban cycle, the CB500X evolves smoothly and easily accepts cruising in under-revving without knocking from 2000 rpm. The cable clutch control is effortless and the throttle response is good as soon as the grip is applied. Unsurprisingly, we find the linearity of the Honda twin-cylinder with its hyper square dimensions (67 x 66.8 mm), with its crankshaft crank pin setting at 180 °, its counterbalance shaft, its double overhead camshaft and its 4 valve cylinder heads.
The engine, fueled by injection and cooled by water, is designed to favor torque at low and medium speeds while taking turns quickly thanks to its low inertia. On this 2019 vintage, the torque value is identical to that of the previous model (43 Nm), but this value is obtained 500 rpm earlier (6,500 rpm instead of 7,000). A good point which accentuates the ease of use of this new motorcycle on the small winding roads of our test on the island of Tenerife, in the Canaries..
We haven’t had a chance to check the top speed of this 2019 CB500X, but it should be very close to the 180 km / h full-six (on track) from the previous vintage. Certainly less than an old generation CB500X of 57 horses which reached 200 km / h, but much more than enough to lose in the blink of an eye its very recent A2 license. !
Fuel consumption remains very reasonable for the category, with an average of 4.5 l / 100 km during this test (according to the on-board computer), i.e. a theoretical range of around 390 km with this fuel tank. 17.7 liters.
A reassuring chassis
Like its counterparts, the CB500X benefits from the robustness of its frame made up of a main beam, a double lower cradle in steel tubes and an engine contributing to the rigidity of the whole, with four points of anchoring on each side.
Stable in line at high speed, it displays a healthy and rigorous behavior on the road while offering good protection from the wind. The angle grip is natural, without excessive liveliness or reluctance, thanks in particular to the wide handlebars which facilitate the entry in curve as the rapid changes of angles. The new Dunlop Trailmax Mixroads contribute to this feeling of ease, offering good grip in the dry and also making it possible to occasionally venture out of the asphalt. However, their definition remains at 90% road, like that of the Pirelli Scorpion Trail from the previous vintage..
Despite its rather touring-oriented trail look, the CB500X shows surprising virulence when it is whipped on small winding roads. Intuitive, easy to place and rigorous on the angle, it is certainly less incisive and playful than the roadster F version, more lively, but it still allows the more "sports" to have fun by playing the selector and throttle grip. Especially since this CB500X, like its sisters, has an efficient and safe braking system, entrusted to a single 320 mm front disc with double piston caliper, a 240 rear disc with single piston caliper and an ABS anti-lock system. not combined.
Sufficient in most cases, except perhaps when riding the CB in duet and descent with weapons and luggage…
Although limited, the "off-road" capabilities of the 2019 CB500X are obviously increased by the adoption of the 19-inch front wheel, the improvement in ground clearance and above all the increase in front and rear suspension travel. . Be careful, however, to excess optimism, because the suspension does not take long to tail off sharply if you hit a protruding stone or pass a pronounced crevice … especially as the engine guard is no longer original present !
With this model, it is better to favor groomed tracks and slightly uneven paths, unless you already have some off-road driving skills and the physical necessary to contain the sharp reactions of the motorcycle to the passage of a constraint. . Despite its popular backpacker look, the CB500X’s favorite terrain is undoubtedly the road and its catchy bitumen..
Verdict
This 2019 Honda CB500 vintage fully benefits each of the models in the range, but even more to the CB500X which is clearly on the rise and appeals to both breakfast and forties and beyond..
It is certainly the most consensual of the three, but at the cost of a slightly higher price. Offered at the same price as the CBR500R, the CB500X is sold for € 6,899 (€ 6,699 in the launch phase), i.e. 600 euros more than the CB500F roadster which must remain more attractive to young people at € 6,299 (€ 6,199 in the launch). These increases are however in line with the improvements made.
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