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 is a good starting point—even though you'll have to make a few concessions.
The 2024 Honda CBR500R isn't an entirely new model. It incorporates elements (like the engine) from other 500cc models, refreshed for the latest model year. There are cosmetic updates, but I understand if someone opts for the newer version.
The main change is straightforward: the CBR500R sports a new fairing. It might not sound thrilling, but this modification makes it look like a "full-fledged liter bike" from the racing track. It creates an impression, stands out, and features additional aerodynamic channels. The manufacturer claims these channels improve stability, although this may be an exaggeration for daily use. The Racing package adds a cover for the passenger seat and a slightly higher windshield, similar to the one in the photos.
I previously had the opportunity to ride another Honda 500—the CL500—and I found it one of the friendliest bike on the market. The CBR500R has a slightly more aggressive suspension—the headstock angle is 25.5 degrees instead of 27 degrees, and the trail is 4 inches instead of 4.25 inches. 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 comfortable over bumps.
I wouldn't hesitate to recommend the CBR500R as a first motorcycle because maneuvering it is childishly easy, and the weight of 421 lbs feels even lighter than stated. Of course, even the higher windshield of the Racing package doesn't provide adequate wind protection on longer routes. Still, the riding position behind the handlebars is comfortable enough that even after 3 hours of riding, I didn't feel any discomfort (I am 5'11" tall). The large mirrors are also helpful, especially in city traffic.
Among the new electronic features, there's a new, readable 5-inch TFT display with smartphone pairing capability. Fortunately, the joystick under the left thumb is exceptionally easy to use, which isn't always the case, considering the complex controls on models like the Africa Twin. The CBR500R also has traction control, although, for example, the cheaper and smaller KTM 390 offers a supermoto mode or cornering ABS.
The two-cylinder engine has a displacement of 471 cc and generates 47 HP, making it suitable for an A2 driver's license. The 32 lb-ft of torque is available from 6500 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 0.8 gallons per 100 miles, similar to my experiences with the CL500. There's only one downside: it doesn't sound great, which disappoints those who "buy with their ears" and are attracted to the looks of a "liter bike."
Honda is asking $7,400 for the new CBR500R. It competes with the Kawasaki Ninja ($7,300), whereas Yamaha doesn't offer a similar capacity model in this price range and can only offer the smaller R3.
