The value-conscious and sporty Honda CB500F is a perfect example of why the universal Japanese motorcycle (UJM, a concept that Honda helped to establish back in the ’70s) has been so popular for so long. With subtle-yet-aerodynamic styling, the CB500F standard bike is a capable, reliable machine that delivers an enjoyable riding experience for all comers. Chalk that up to its compact, lightweight chassis and proven 471cc twin-cylinder engine, which together make for a nimble-handling, smooth-accelerating ride, all packed in a stylish naked-bike design.
HISTORY
Since it was originally launched in 2013, the naked CB500F has quietly proved that one of Honda’s tried-and-true formulas for building popular motorcycles has lost none of its relevance. That formula? An entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis that’s as much fun for a veteran rider as it is for those still building their riding experience.
While its compact dimensions and welcoming manners have made the CB500F an easy machine to manage, ride and learn with, those same attributes also made it a genuine pleasure for those (whether stepping up from a smaller machine or coming down from a bigger model) who want to explore just what it can do on the weekend. Sensible running costs added to the appeal.
In 2019, the CB500F was redrawn with uncompromising lines that elevated its technical and mechanical aspects. Having proved its continued popularity, the twin-cylinder naked bike received additional improvements for the 2022 model year. Continuing its evolution, the 2024 CB500F benefited from aggressive new styling, high-end technology and a variety of detail upgrades.
DESIGN / STYLING
With fresh streetfighter-inspired styling, the CB500F has a strong, aggressive look that exudes aggression, thanks to a low-set stance that is ready for action. The geometric angles of the fairing incorporate headlight side ducts that channel airflow smoothly around the upper fuel-tank area. The side shrouds interlock with the fuel tank and fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity. The compact front fender is drawn directly from the CB650R.
This aerodynamic design contributes to a linear steering feel with excellent handling agility. An LED headlight design has good beam penetration but also throws out wide light distribution, for exceptional visibility when riding at night, particularly when cornering. It’s matched to a sleek taillight, and all lighting is LED.
From the rider’s point of view, a 5-inch full-color TFT screen displays vital information. By sealing the gap between the cover glass and TFT screen with resin, glare is minimized and backlight transmittance is optimized, making the display easy to read with just a glance. Owners can customize the display patterns (Bar, Circle and Simple), and navigating through the TFT display settings is simple and intuitive thanks to the backlit four-way toggle switch located on the left side of the handlebar.
A tapered handlebar provides feel and leverage, while the sporty aluminum footpegs complement the aggressive character. The neutral riding position is comfortable and accommodates a wide range of riders.
CHASSIS / SUSPENSION
The CB500F’s light, strong 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, keep vibration to a minimum.
With the aim to heighten all-around handling performance, this model uses a Showa 41mm inverted Separate Function Fork Big Piston fork (SFF-BP) with 4.7 inches of suspension travel. By dividing the functions—Big Piston pressure-separation damper in one leg, spring mechanism in the other—reaction and ride quality are maximized. (The CB650R uses the same setup.)
The single-tube shock absorber (as found on larger-capacity sport bikes) has a large-diameter piston that ensures excellent response and temperature management; it features five-stage preload adjustment with an optimized spring rate and damping settings to match the fork. Rear-wheel travel is 4.7 inches.
The front-wheel width is 3.5 inches with a 120/70-ZR17 tire, and the rear is 4.5 inches with a 160/60-ZR17 tire.
The CB500F’s curb weight is 414 pounds (with all fluids and a full tank of fuel), and its 49.7/50.3 front/rear bias percentage places more weight on the front wheel to promote nimble handling and excellent front-end grip. Wheelbase is 55.5 inches, with rake and trail of 25.5°/101mm (4.0 inches).
The tapered handlebar offers intuitive feel and leverage. Seat height is low at 31.3 inches, making the CB500F ABS very easy to manage, and its neutral riding position comfortably accommodates riders of varying heights. Overall dimensions are 81.9 inches long, 31.4 inches wide and 41.7 inches high, with ground clearance of 5.7 inches. The fuel tank holds 4.5 gallons, including reserve.
ENGINE / DRIVETRAIN
The CB500F’s 471cc, eight-valve, liquid-cooled, parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zippy top end. The engine’s overall performance and character belie its relatively small capacity. Acceleration is impressive, due to good low-to-midrange power and torque in the 3,000 to 7,000 rpm range.
The CB500F features Honda Selectable Torque Control (HSTC), which compares front and rear wheel speeds to monitor rear slip; when it’s detected, the fuel injection is controlled to smoothly reduce torque, offering enhanced control, especially in slippery conditions. HSTC can be turned off completely with the new four-way toggle switch on the left side of the handlebar.
Feeding the PGM-FI fuel injection is a relatively straight shot of airflow through the airbox and throttle bodies. The ignition timing and air/fuel ratio are optimized to create powerful acceleration feel from low rpm, with linear power delivery and throttle feel. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, as well as a rasping high-rpm howl.
Bore and stroke are set at 67mm x 66.8mm, with a compression ratio of 10.7:1; the crankshaft pins are phased at 180°, and a primary couple-balancer sits behind the cylinders, close to the bike’s center of gravity. The primary and balancer gears use scissor gears, minimizing noise. The crank counterweight is specifically shaped for couple-balance, and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four hangers on the cylinder head. Internally, the head uses roller rocker arms; shim-type valve adjustment allows them to be light, for low valve-spring load and minimal friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, minimizing friction with good protection against wear. Inlet-valve diameter is 26.0mm, while exhaust-valve diameter is 21.5mm.
The piston shape is carefully designed to minimize noise at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area and introduces gaps in which oil can flow for better lubrication). The “triangle” proportion of crankshaft, main shaft and countershaft is efficiently compact. The crankcases use centrifugally cast thin-walled sleeves; their internal design reduces the pumping losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2 liters. The slick-shifting, six-speed transmission is managed by an assist/slipper clutch.
