Honda's CB500F and CBR500R - Mid-range perfection?

If you've been out riding recently, you might have noticed that the riding population is aging. What used to be a young man's chosen mode of transport is now mostly a middle age man's plaything. Honda, like much of the motorcycle industry, have also spotted this trend and decided to do something about it. The way they see it, we need new riders, and the way to do that is to focus on three factors: Cost, Ride-ability and Fun.

At first glance, Honda already have this covered with the CBR250R and NC700. However, the CBR250R with just 19bhp is a machine lots of riders will grow out of quickly, especially in horsepower hungry North America. The NC700, on the other hand, is a great machine, but it's a workhorse. The engine is tuned for fuel economy not giggles, and the 6,500rpm redline gets hit quite a bit, at least when you first ride it.

Step forward the CB500 range. It comes in three variants: The naked CB500F, sport-styled CBR500R and Adventure styled CB500X, though the latter won't be released until July.

All the bikes share the same 471cc fuel injected parallel twin engine, which makes just shy of 50hp. In European terms, this is an A2 machine, aimed at the intermediate rider, but it's not just for them. At 425 lbs fully wet, it's gentle enough to not scare newbies but grow with them, and it can reward even the most experienced rider with good, clean fun. In other words, it's the proverbial bike for all riders.

Most of the equipment is shared across the range - Same brakes, same suspension, same frame. All of it's more than competent and certainly does it's job. For Honda, this is the cost factor: Nothing here is top of the line, because nothing needs to be on an intermediate bike, and by reusing so much across the range, the costs can be better controlled. It's a strategy that worked well for the NC700 series last year.

Being a smaller bike, Honda will also be making it available in more markets, again reducing costs because they can sell more of them. While we in the west would consider this a budget or mid-range machine, in (say) India or Mexico, this would represent a big step up from the typical 125's.

That's not to say the details aren't there. One nice touch though is the digital dash. The backlighting on the screen can be dimmed for example, and units can be switched between imperial and metric. There's also a basic trip computer - two trip counters and fuel consumption /etc are all present. It's a big step up from the CBR250R and certainly more than most other "budget" machines.

CBR500R

While the CBR250R was styled after the VFR1200, the CBR500R more closely resembles the CBR1000RR. It's not a full race rep however. The bars are riser style rather than clip-on and the pegs are lower down, but that all makes for more comfortable ergonomics. Riding position for the R is pitched slightly forward, but not as aggressive as (say) the CBR600RR. Cost is CDN$5999 for the base model and $6499 for the ABS model.

If you're looking for add-ons. The R model doesn't seem to offer much - a sportier screen, rear seat cowl and some carbon bits are all that are listed today.

CB500F

By contrast, the CB500F is given to a more european naked styling. The bars are more like a dirt bike than the risers on the R. It lacks a fairing, but there is some wind protection for the legs from those plastic side covers. Riding position is slightly more upright. The cowl around the headlight does provide some wind protection, but it's fairly minimal. Cost is CDN$5499, or CDN$5999 with ABS.

The F offers many more options that it's R sibling, including luggage. Given the similarities between the two machines, I'd be surprised if the luggage doesn't also fit the R.

First Impressions

With the differences being mostly superficial, you might think both bikes ride very similarly. Well, you'd be right, and the best way to describe that is synergistically good. As I've already said, nothing is top of the line and it would have been so very easy for Honda to skimp on things, but that's not the Honda way. Instead, it's a mixture of average parts, all carefully selected and blended to create something that is more than the sum of it's parts.

From the minute you throw your leg over the saddle, the ergonomics are pretty much spot on. I'm six foot tall and 200 lbs and it doesn't feel cramped either in the arms or the legs, even after a reasonably long day on it.

Turn the key and the dash lights up in an impressive manner, while a very pleasant burble teases the ear as you fire up the starter.

You'll find the clutch is nice and light and can be held with two fingers as you tap down into a very positive first gear. Travel is perhaps a little long as you let the clutch out, but it's something you get used to and nothing a set of aftermarket levers can't cure. From then on, it's smiles all the way.

Twist the throttle and power builds in a positive, almost linear fashion. It'll pull nicely at any RPM as long as you're reasonably prudent with the gearbox, but keep it above 6-7,000 and it'll really move you. Talking of gearboxes, this one is pretty smooth. Each click of the ratchet is where you expect it with no sponginess and no false neutrals. Oh, and it's happy with clutchless upshifting for the street racers among you.

Cornering is a similarly rewarding experience. Steering is pretty quick and and the suspension does it's job providing great feedback. At no point does it feel overwhelming with great stability no matter the speed.

The brakes also do they're job quite nicely. Squeeze them and you'll stop after a short while. The best bit is they'll do that in a nice, predictable manner. There's enough feel you can trail brake with confidence and should you go too hard, there's always the optional ABS. I was riding pretty hard today but at no point did the ABS kick in, at least unless I was trying to make it lock. In other words, it doesn't get in the way.

What this means to you, the rider, is hours of unadulterated fun. Hop on, twist the throttle and your cares will be gone.

How does it ride?

I spent the best part of the day jumping back and forth between the R and F models. While they are very similar, they do have a different feel. The R is a more sporty riding position. You're inclined to lean in further and it's more than happy to have you hang off in the corners. The fairing does give you a little more wind protection, though the screen could be a little taller. I'm 6' and 200lbs and I spent most of my time in a fairly neutral riding position as you can see and I could have easily done that all day. No numb butt, no burning wrists and no tingling extremities. From time to time, as the revs rose, I did tuck a little further in. Age and a sizeable mid-riff stopped me doing that for too long though, but I'm the same on most sports bikes.

The F model is more upright and without the fairing you're going to get more buffeted around, though the plastic side panels do deflect some wind off of your legs. In all, it makes the F a little more tiring to ride but not by much. I've no doubt I could ride it all day but then I do like being out there in the breeze. I'm thinking more of the good lady wife. She likes a little more wind-protection. If that's you, you'll probably want to try the R. Or wait for the X.

Based on looks, I'd have the say the F does take the points. That's not to say the R is an ugly bike, not by a long shot, but the F just looks more modern and aggressive. To my mind, only the tail pipe lets the aesthetics down.

Both bikes do exhibit the famous Honda build quality. There's no rough edges here. Everything fits together nicely and you end up with a bike that certainly looks more than it costs.

Criticisms

Were you able to tell I really liked this bike? In all honesty, there's not much I can say bad about either the F or the R model. The clutch travel is a little far compared to some other bikes, but you'll cope. Wind protection could be better, but that's something you could say about a lot of machines.

I guess it could be cheaper, but then so could a Ferrari. You have to remember it's not that kind of bike. For what Honda are asking, you're getting a lot of machine and if you're expecting a Fireblade, you should be shopping for a Fireblade.

I actually do have one more gripe with the 500: The position of the turn signals. Honda have decided that they should switch position with the horn from now on. It's the same on the NC series. The net result is that every time you go to turn off the signals, you sound the horn instead. Honda say it's due to safety - in this position the horn is easier to reach in an emergency. OK, sounds reasonable enough, but we've had the switchgear that way for a while. Even BMW are coming around to it, so why change now? Still, I doubt it's enough to put anyone off really.

Summary

Whether you'll consider the CB500 as your next bike depends on your state of mind. If you've already graduated to a "big" bike, you're likely to overlook it. If this is what you're thinking to yourself, take a moment to reflect: How much of that big bike power do you really use? Yes, it sounds fantastic at 14,000rpm, but the minute you hit second gear, you're already in danger of losing your license. You can take it to track, but how often do you do that?

For you, the seasoned rider, the CB500's are both cheaper to buy and insure. They'll be a little slower off the mark, but I doubt your friends will be leaving you behind in the dust on too many rides. You could even buy two for the price of a 'Blade and still have change. That, or it would make a perfect second bike - economical enough for commuting and yet still fun.

If you're in the market as a new rider, this is a bike you can grow with. It's going to give you the confidence to learn and will reward you with many fun memories. In Europe, you'd have to ride this for about two years before you could trade up. If you did that, I can imagine there'd be some of you that wouldn't need or want to move up. There really isn't that great a need unless you're Marc Marquez.

No matter which of the above you are, I urge you to ride this motorcycle. Both the R and the F represent something we haven't seen in a while, something bikes should be: Light, agile, and most importantly, FUN. And it's all that for $6000 (OK - $6500 for the R, which is what I'd go for). I suspect at that price, it'll sell incredibly well. I'm seriously tempted to pick one up for myself.