Is there anyone who has not been anticipating the arrival of the new CB500’s? But, if like some, you’ve thought to yourself, “Here come the smaller versions of the NC” – essentially Honda’s ‘commuter’ bikes in Europe – let us inform you that you’re mistaken. The Japanese are a meticulous lot, and if they’ve decided to call these bikes CBs, it’s because they live up to the name. As such, they sport a more conventional (and sporty) appearance compared to the NC700S. The only thing in common between the two projects is the idea of making three different bikes on the same technical base. However, let’s not allow ourselves to be distracted from the essential point here – a CB is a CB. All it takes is one good look at the striking slimness of the front view of the NC700S, and, conversely, the large shoulders of the CB500F, inspired by the CB1000R, to understand the phase that points out ‘design doesn’t have to be expensive.’
True substance does not deceive
Honda considers the 500 to be ‘fully-cylindered’ and treats it as such – there is nothing superfluous on the CB500F, but neither is there a scarcity of anything either. At first sight, this Honda is agreeable – one needs to get up close (and have a trained eye) in order to notice that the truss on the swingarm is actually simulated by the chainguard, or that the engine area consisits of all manner of plastic caps and hoods, and that the frame’s aluminium attachment plates serve a mere aesthetic purpose rather than a structural one (they cover the tubes). Also hard to miss is that there’s only one disc, or that the fork is a conventional telescopic hydraulic unit, which lacks even the barest of adjustment – not even for the handlebar levers.
After all, Honda’s primary focus remains substance. There’s only one disc because the presence of the ABS (two separate channels without combined braking) allows you to keep the pressure high while out on the circuit – and the front in particular bites well. The fork is no monster in terms of solidness, but when put to the test it works quite well, while the frame, thanks to an engine bound to four spots per side (instead of the usual three), transmits nothing but reassuring sensations. The CB500F, moreover, free from the usual show off pretences, is shod with tires with possibly the most accurate measurements ever seen on the road – 120/70-17 and 160/60-17. With respect to the engine, there is a remarkable unity. The old twin-engine of the CBF500 was shelved a few years ago. The new one matches the philosophy of the four-cylinder CBR and the NC to perfection. Like the first ones, it’s a twin-cam – it has the same bore (67mm) and distance between rods (7mm) as the CBR600RR. There is a marked focus on efficiency in the engine mapping, the thermodynamics of the combustion chamber, and the reduction of friction – roller rocker arms and needle bearings for the distribution, high flow pistons, miniaturized water and oil pumps. Traditionally phased at 180° (the NC is at 270°) and equipped with a countershaft, this parallel twin-cylinder also features original components like the diaphragm in the air-box that allow symmetric flow of incoming air towards the intake valves. So, despite being capable of reaching at least 59bhp (the old CBF500 had 55). In Europe, it’s been conceived in order to meet the new limits imposed on a certain license category – 47bhp. And while the horses are fewer in number, they are distributed with great linearity. So, really, the substance is beyond doubt.
Naturally, when speaking of sports bikes, it’s helpful to remember that they are really just adult toys at the end of the day, so certain doses of irrationality will often add to their fascination. Nowadays, however, it’s increasingly rare to be able to indulge in impulsive purchases. As a result, people are starting to be drawn to smaller sports bikes, and they are discovering that, despite their smaller size and lower price, they can be a ton of fun. As far as looking for irrationalities in the CB500F, don’t – you would be looking in vain. From the start, as with all Hondas, it strikes as being rider-friendly. The ease of rideability it offers can be found in the large, straight handlebar – or in the 790mm-high seat, and in the low footrests. Plus, the shape of the tank, and of the side panels, offer a firm foothold. The only flaws are its non-adjustable levers, and its digital dashboard, which is clear but slightly small when there’s a need to read at a glance. After turning on the ignition, the new square-measured 500 comes alive in an instant with a subdued exhaust tone, which, to be honest, is a bit shabby – yet the spirit of the twin engine, designed for people with freshly-minted licenses, is instructive. It revs up with exemplary linearity, and it abandons silence after a mere 6,000rpm, thus allowing the air-box to filter out a nice intake howl. In terms of the rev range, though, it’s not that extreme compared to the NC (in which the limiter is at a mere 6,500rpm). The red zone is fixed at a relatively contained 8,500rpm. At this point, the twin engine already stopped pushing for a while, and so it starts to vibrate (though not disturbingly so). In short, it’s better to avoid wringing it, and instead enjoy it where it performs best. It recovers quickly and resolutely under 3,000.
At this point, the flat torque curve renders it very tolerant considering the utilization rate, but, obviously, in order to go really fast you can’t even think about missing a gear. Speaking of which, the transmission is flawless. The chassis naturally favours any driving style, with neutral steering and solid suspension. The CB500F is a naked, as it should be – it knows how to entertain, especially on rough rides, and it doesn’t rip your arms off at every hit of the throttle. For those of you who want to travel, in some markets there’s a 35 litre top box, two side bags and the windshield – even if, as it is, the Honda offers sufficient protection up to 110km/h. The CB500F shows the way to the future without forgetting the past. It inspires itself on the ease of riding and mechanical beauty of the CB’s of the 60’s and 70’s, but it’s also the daughter of Honda’s new global philosophy. It’s built in Thailand, the industrial hub which churns out over a million bikes a year, and allows for a price point that hopefully will allow a lot more bikers across the globle to treat themselves to a new bike. And that would be a success indeed.
