New Honda CBR500R: Affordable entry point with a racing soul
If you've always dreamed of owning a full-fledged Honda Fireblade but are just starting your motorcycle journey, the CBR500R will be a good start—even though you'll have to make a few concessions.
The 2024 Honda CBR500R is not entirely new. Its design uses elements (like the engine) from other 500s, refreshed for the new model year. Cosmetic changes? Yes, but I understand why someone would choose the newer model.
The matter is quite simple: the CBR500R received a new fairing. It may not sound fascinating, but this element made it look like a "full-fledged litre" from the racing track. It stands out, makes an impression, and has additional aerodynamic channels. The manufacturer claims these channels improve stability, although, for everyday use, this might be an exaggeration. The Racing package adds features like a cover for the passenger seat and a slightly higher windshield—like the one on the unit in the photos.
Previously, I had the opportunity to ride another Honda 500—the CL500—and found it one of the friendliest brands on the market. The CBR500R has a slightly more aggressive suspension—the steering head angle is 25.5 degrees instead of 27 degrees, and the trail is 102 mm instead of 108 mm. The damping remains unchanged: a 41mm Showa fork with a steel swingarm and a five-step preload adjustment at the rear. The factory setting makes the CBR500R soft and not tiring on bumps.
I wouldn't hesitate to recommend the CBR500R as a first motorcycle because maneuvering is childishly easy, and the weight of 191 kg seems even exaggerated in the catalogue. Of course—even the higher windshield of the Racing package doesn't provide sensible wind protection on longer routes. Still, the position behind the handlebars is comfortable enough so that I didn't feel any discomfort even after 3 hours of riding (I am 5'11" tall). The large mirrors, which came in handy in the city, are also significant.
We have a new, readable 12.7 cm TFT display with smartphone pairing capability among the new electronic features. Fortunately, the joystick under the left thumb is exceptionally easy to use, which is not obvious considering the engineers' feats in the Africa Twin model. The CBR500R also has traction control, whereas the cheaper and smaller KTM 390 can boast a supermoto mode or ABS that takes cornering into account.
The two-cylinder engine has a displacement of 471 cc and generates 47 HP, suitable for an A2 driver's license. The 44 Nm of torque is available from 6,500 RPM, which means the CBR500R is flexible in the mid-range and doesn't require frequent gear changes when riding in the city. Additionally, this engine is incredibly economical: average fuel consumption during suburban riding is less than 3 L, which matches my experiences with the CL500. There's only one problem: it doesn't sound great, which disappoints those who "buy with their eyes" and fall for the looks of a "liter bike".
Honda wants CAD 8,000 for the new CBR500R. It competes with the Kawasaki Ninja (CAD 7,100), whereas Yamaha doesn't offer a similar capacity in this price range and can only offer the smaller R3.
