Honda CBR 500 R, CB 500 F and CB 500 X, triple ROAD TEST

Honda CBR 500 R – CB 500 F – CB 500 Think about it: until ten years ago, small-displacement motorcycles were an absolute rarity in European markets. The naked bikes could be counted on the fingers of one hand, the crosstourers were few and far too poorly equipped when compared to that of the "real" adventure bikes with large displacements. Imagine, then, the super sports cars. It was difficult to even conceive of a faired sports car outside of the classic engine sizes so dear to us Europeans: 125, 600, 750 and 1000 cc. But, as we know, times change and with them fashions and customs change. And so small displacements also began to appear in European dealerships. The first impact, in reality, was rather cold: they were rightly seen as too simple motorbikes, with a chassis that was far too basic and unappealing for a refined palate such as that of the European (and above all Italian) motorcyclist, accustomed to much more refined and performing. At least initially, therefore, small displacements were relegated to the role of good bikes for eighteen-year-olds, for girls and for those who decided to ride a motorcycle for the first time. Fast forward to today. The market data clearly confirms that the sophisticated tastes of the European motorcyclist have finally met with the impressive offer of small motorcycles by the manufacturers. Thanks above all to the latter, who were able to grasp the need to "Europeanize" small-displacement motorcycles. And so, from simple and crude motorbikes that they were, they have now become true premium range models.

This is certainly the case with Honda and its 500 Series. A super sports car, a naked and a crosstourer, sharing the same engine but - obviously - profoundly different from each other. To confirm what we said above, during the press conference the Japanese engineers proudly showed us the overall sales data of their 500 cc range, from their first launch on the European market until today, therefore in the period 2013 – 2018:
• Naked +54%
• Crossover +65%
• Supersport +5%
Certainly flattering data. But we were even more struck by another fact: 72% of buyers of the CB 500 certain motorcycling background behind him. Thus, the cliché that "small motorbike - inexperienced motorcyclist" is definitively refuted. The CB 40 F, on the other hand, is appreciated rather homogeneously by all age groups, while the clientele of the CBR 500 R is mainly made up of under 500s, equal to 30%.

The 8-valve liquid-cooled parallel twin, common to the three models, has been significantly updated in many of its components. In fact, the intake and exhaust ducts and the valve timing have been revised. The airbox is also new, which grows in size and receives a greater air flow, thanks also to the repositioning of the battery, now further away so as not to interfere with the air flow. Finally, the exhaust has also been subject to modifications, both on an aesthetic level and in the internal components, with a new double outlet silencer which guarantees important improvements in terms of appearance and sound. Taken together, these changes have led to an increase in torque equal to 4% compared to the previous unit, with the maximum torque peak equal to 43 nm at 6500 rpm. The power, however, remains unchanged, equal to 48 hp (35 kW) at 8600 rpm. The latter is a particularly important fact, given that all three models can be driven with an A2 license at full power, without having to resort to annoying depowering kits. Performance has improved, consumption and autonomy remain reference points, thanks also to the larger tank compared to the past (now 17,1 liters for the CBR 500 R and CB 500 F, and 17,5 liters for the CB 500 ). The data in the WMTC average cycle speak of 28,6 km/l for the R and F, and 27,8 km/l for the X. Which means that the autonomy rises to 489 km for the naked and the super sports car and 492 km for the crossover.

In full coherence with that "Europeanization" process we talked about at the beginning, the slipper clutch has finally arrived for all three, thus becoming Honda's smaller displacement models equipped with it. Despite the necessary differences, for all three bikes we were able to see the enormous benefits on riding, with impeccable operation even in the harshest braking situations (to be clear, those that cause the four emergency indicators to automatically turn on). No less important, this new assisted clutch reduces the hardness of the lever by 45% compared to the previous model, to the delight of the left forearm muscles.

The instrumentation is also completely new, now full LCD with negative backlighting. Among the information provided, the gear indicator stands out, large on the left, in addition to instantaneous consumption, average consumption and the liters of reserve. Also beautiful and useful are the shift up lights, which flash to suggest a gear change, set by default at 8750 rpm, but easily modifiable. The only complaint we have concerns the latter, which are not always clearly visible, especially under the sun, at least not at the level of all the rest of the instrumentation, which instead always remains clear and sharp.

HONDA CBR 500 R

Unchanged in the chassis, the small CBR receives completely new fairing and tail, which improve its appearance, aerodynamics and reduce its weight thanks to the use of thinner plastics. What now emerges at first glance is the strong family feeling with Honda's flagship super sports car, His Majesty Fireblade. Especially in the front view, the resemblance is truly remarkable. To further embellish the look, the double Full-LED headlights are added, well integrated into the fairing and with a decidedly meaner design than the previous model. On the side, the small winglets stand out, i.e. the so-called fins that have caused so much discussion in MotoGP. These are, obviously, aerodynamic appendages of minimal dimensions, which have an impact more on an aesthetic level than an actual impact on aerodynamics. However, it is really interesting to note how they are also spreading on common motorbikes, and we are certain that in the near future of motorcycling (not just racing) there will be a lot of talk about fins. To finally make it more suitable for attack riding, the riding position has also been changed, with clip-on handlebars now
mounted under the upper steering plate, with the rider inclined +8° forward compared to the previous model, thus placing more load on the front.

When riding, the CBR 500 R seems to have benefited the most from the 2019 improvements. The new driving position makes it easier to move the body when cornering, without however ever being tiring for the wrists or uncomfortable during long journeys at a slow pace . Indeed, by daring a little more we could have opted for higher and more rearward footrests. A good compromise between comfort and sporty riding has instead been achieved with the 41 mm telescopic fork, adjustable in spring preload, with 120 mm travel (common to the CB 500 F). It may not be a flashy upside-down unit, but it does its job very well, absorbing the irregularities of the asphalt and easily supporting riding at medium-high speeds, always transmitting a good sensation of grip from the front. Finally, the protection from the air on the motorway is surprising, which combined with the few vibrations, guarantees driving comfort that is unthinkable for a faired sports car.
Available colors and prices:
• Matt Axis Gray Metallic
• Grand Prix Red
Price: 6890 Euros FC

HONDA CB 500

Like its faired sister, the small naked also gets a new look, keeping the steel frame with diamond structure unchanged. Also in this case all the plastics are new, including the headlights and direction indicators, both Full-LED. The philosophy behind the new aesthetics of the CB 500 F is defined by Honda engineers as "mechanical aggressive", i.e. consisting in the greater use of silver parts and in deliberately reducing the other plastic components of the line to a minimum, so as to highlight the technical and mechanical aspects of the motorcycle, such as frame and engine. Overall, we consider the result really pleasant, given that the new lines give the CB 500 F a more modern and sharper look compared to the previous version which, on the contrary, appeared rather cheap. The new tank also contributes to this result, which in addition to being more capacious is also wider, thus giving the bike a more muscular and powerful appearance. Other significant updates concern the seat support frame, now with a rectilinear design, and above all the new biconical handlebar, aimed at improving control and riding comfort.
guide.

Driving the CB 500 F through the beautiful streets of Tenerife, the sensation of neutrality and ease of driving dominates. It's true, it's never good to speak in clichés, especially when it comes to saying that a Honda is easy to drive (probably the most obvious and repeated phrase of all time). But believe us, after riding this little naked it is truly impossible not to talk about the absolute ease of driving and the immediate feeling that it is capable of transmitting. Here the concept of "easy performances" so dear to Honda technicians, characteristic of all the sports bikes of the manufacturer, is taken to the extreme. It is, quite simply, the bike for everyone. It entertains the expert motorcyclist and never puts into difficulty those who have just gotten their license and have never ridden a two-wheeler before. The good feedback from the fork that we talked about with regard to the CBR also applies to its naked sister, given that the two models are equipped with the exact same unit. Inevitably different - and inferior - is the protection from the air at motorway speeds, but this is inevitable given that it is a naked bike.
Available colors and prices:
• Grand Prix Red
• Matt Gunpowder Black Metallic
• Pearl Metalloid White
Price: 6290 Euros FC

HONDA CB 500

The CB 500 X obviously deserves a different discussion. As you know, the compact-crossover segment has experienced a real boom in recent years. The manufacturers seem to have understood that all-purpose motorcycles do not necessarily have to be of gigantic dimensions, 1200 cc in displacement, with senselessly high power and, consequently, with often unattainable prices. Honda was perhaps the first to have grasped the concept, launching this small CB 2013 /offroad (“X” is, in fact, the acronym that distinguishes the motorbikes in Honda's adventure range).
This explains the arrival of the new 19'' front wheel, instead of the 17'' one and, above all, the +10 mm increased travel of the telescopic fork, now equal to 150 mm. As with the other two models, this unit is also adjustable in spring preload. Also contributing to completing the transformation process into a true adventure bike are the steering angle increased by 3°, now equal to 38°, the windscreen 20 mm higher, and the height from the ground increased by 10 mm compared to the previous model.

Our fear was that all these changes aimed at improving its off-road capabilities would compromise its on-road driving. To our relief, the fear was unfounded. Of course, the increased travel of the fork and the 19'' wheel make themselves felt, especially in the braking-turn entry phase when the pace is very lively, but once you get used to it the CB 500 easy and accessible to all. Precisely with regard to accessibility, the decidedly compact dimensions and the saddle height of only 830 mm deserve mention, thanks to which even those who are not very tall can put their feet on the ground in complete safety. This is no small thing, if we consider that those who stop below 1,75 in height (including myself) very often give up on purchasing an adventure motorbike precisely because the seat of this type of motorbike is too high . At the same time, however, even colleagues who are bulkier than ours have confirmed that they feel comfortable and well positioned in the saddle. But what surprised us most about this Honda CB 500 On the slopes of the Teide volcano we faced a beautiful stretch of dirt road, following a hard gravel path made of lava rock. Nothing extreme or challenging certainly, but the CB 500 X still impressed with the ease, ease and speed with which it allowed us to tackle it. Between the legs it is slim and slim, making it easy to squeeze between the legs while riding standing on the footpegs, which are also well positioned. Excellent traction from the rear and grip from the front, while during braking the ABS inevitably intervenes more than necessary, but without disturbing or excessively lengthening braking. In any case, the ease of driving and the lightness, combined with the well-manageable power, invite you to dare much more than you would on a heavy maxi-enduro with demanding power. With enormous advantages in terms of fun.
Available colors and prices:
• Grand Prix Red
• Matt Gunpoeder Black Metallic
• Pearl Metalloid White
Price: 6890 Euros FC