2013 Honda CBR500R review

[Baal]

http://www.visordown.com/road-tests-first-rides/first-ride-2013-honda-cbr500r-review/22352.html

 

EVER since Honda, that most sensible of manufacturers, announced their new family of 500s, that most sensible of classes, in November, the interwebs have been buzzing about the 2013 CBR500R. Which goes to show that there are a lot of people out there who get excited by sensible stuff.

 

Moral of the story, and truer than ever in the current economy, is that it's not always 150bhp and third-gear wheelspin that gets the juices flowing, but simply answering yes to the questions 'Can I see myself owning that good-looking bike? And can I afford it?'

 

As you know from reading our 2013 Honda CB500F review, the CBR500R is the sporty sibling in Big Red's new family, flanking the naked F and the adventure-styled CB500X. (Actually, because the three bikes are mechanically identical, it's the same child, who wears football kit one day, a school uniform the next, and beach wear another day.)

 

Quick aside: surely it ought to be the CB500R? Carrying the hallowed CBR tag makes me want it to have four cylinders and rev to five digits. I'd understand if it was christened the CBR500F, too, as the CBR600F has always been the CBR600RR's sensible foil. But here, I'm not sure whether it's setting itself up to be an underachieving sportsbike or an overachieving naked...

 

Of course, the majority of Honda's target market – A2 licence holders moving up from a 125, car drivers moving to biking, and bikers who just want to slow down a bit – wouldn't really give a fig what it's called. All they want a motorcycle that earns approving stares, doesn't misbehave and doesn't break the bank. And here, the CBR500R is more than the sum of its Rs.

 

The differences between the F and the R are that the latter has a fairing, a different handlebar set up (clip-ons 40 mm shorter and positioned 49mm lower than the F) and is a marginal 2kg heavier.

 

While the bars are not low enough to be truly sporty by enhancing front end feel, they succeed in making you feel a part of the bike while keeping the the riding position comfortable. The weight difference is more or less unnoticeable, so what we're left with is the fairing, which I think looks great and gives the bike far more personality than the F. It's useful too, as tucking in at speed does save you getting buffeted by windblast if you're doing motorway speeds (or, ahem, more), and should you want a higher screen, it's available as an accessory.

 

The fairing is carefully designed to show off the 471cc, 47 bhp engine that powers all three models. The DOHC parallel twin is all-new and Honda has put a lot of effort into it: couple balancer behind the cylinders to reduce vibration, compact crankcase and small cooling pump, patented anti-turbulence guide plate in the air cleaner box and minimised distance between the air cleaner and intake port for maximum efficiency. It even has some similarities to the CBR600RR engine, such as grooved pistons, bore size and interval, and the same gearchange arm structure and link mechanism.

 

On the whole, the 500R is a well-proportioned, good-looking bike – especially in the white Honda tricolour scheme – which any new/young/returning rider could feel proud to own and look at.

 

The R's acceleration, braking, handling and suspension are the same as the CB500F; it handles urban streets, ring roads, backroads and twisties just as well, provided you aren't a mentalist. At a session at the Parcmotor circuit in Catalonia, it was evident that the bike can be pushed hard - but will the R's intended ridership push it that hard? With their unintimidating but torquey and responsive engines, strong ABS brakes and planted feel, both CBs are designed to reduce the number of opportunities for new riders to induce errors, and to do their best to forgive them when they do occur.

 

While to my mind, the CBR500R really ought to have been a hotter version of the CB500F (yes, yes, I know – A2 licence, modular construction, etc etc), it's got enough zip for everyday use, and to prove the point it's now the official bike of the European Junior Cup championship for 14-to-19-year-olds.

 

It will certainly be all the bike a boatload of people need; there's not another A2-compliant new bike out there which gives you as much for your five grand. Sportsbike moniker or not, the CBR500R is a real good sport.

 

Model: Honda CBR500R

 

Price: £4,950

 

Colours: Graphite Black, Seal Silver Metallic, Pearl Himalayas White

 

 

Read more: http://www.visordown.com/road-tests-first-rides/first-ride-2013-honda-cbr500r-review/22352.html#ixzz2jpq8y5Rk

 

 

 

2013 Honda CB500F review

 

http://www.visordown.com/road-tests-first-rides/first-ride-2013-honda-cb500f-review/22346.html

 

WHEN you least want to be on a bike is when you learn to appreciate it the most. Twisting down mountain roads in southern Catalonia sounds great on paper, but add rain, fog, cold and random patches of gravel and animal dung into the mix, and a bit more speed than the Spanish authorities and my mum would approve of, and it gets a bit hairy. However, even as the weather worsened, I was confident the 2013 Honda CB500F wouldn't let me down.

 

The CB500F is the no-frills naked version of the trio that make up Honda's new 500 family, the other being the sporty-looking CBR500R and the adventure-styled CB500X. I say 'looking' and 'styled' because the three bikes are essentially the same – identical chassis, engine, running gear and so on – with only minor differences in the ergonomics and, of course, appearance: behold Honda's cost-saving modular approach, engorged on the success of the NC700 family. The other penny-pinching measure is the decision to build all three models entirely in Thailand for global sales, targeting everyone from A2 licence holders in Europe to people moving up from utilitarian 125s in developing Asian markets.

 

Honda has released the F and the R first, with bikes expected in UK dealerships in March, and the X to follow two months later. These new 500s re-populate a class left vacant after the disappearance of the Kawasaki ER-5, Suzuki GS500 and Honda's own CB500 twins, much loved by training schools and despatch riders, and plug the yawning gap (in capacity, power and price) between the 250/300 and 600 classes.

 

The CB500F is modern-looking but not flashy, with a sharp rear end balanced by just a hint of aggression from the headlight's shape and a bit of muscle from the cowls on either side of the tank. The all-new, DOHC parallel-twin engine, a stressed member within the steel frame chassis, occupies centrestage. The quality of materials and the finish look good, certainly better than the CBR250R's. Overall, the F projects an air of smart simplicity and an easy-to-get-on-with philosophy.

 

And getting on I was, wet leathers and steamed-up spectacles notwithstanding, for the CB500F is a reassuringly stable and friendly ride. You sit upright with a relaxed reach to the flat bars, which are 600mm wide and 1019mm off the ground, and while it definitely feels like a full-size motorcycle, it has a slimness to it that will give a sense of familarity to someone upgrading from a small bike.

 

Weighing 192 kg and making 47 bhp at 8500 rpm, the F's acceleration is never going to tear the forearms off anyone, but the smooth, linear power delivery means it can be hustled. That and the unassuming engine note meant I often found myself doing 15-20 mph more than I thought I was, and on open stretches it was easy enough to hit 100 mph without feeling especially fussed (though the wind buffeting makes it less than ideal to sit at those speeds). The approximately five-second 0-60 and a 115 mph top should be more than enough for the company's primary target markets of A2 licence holders, people moving up from a 125 and cost-conscious commuters switching from cars.

 

Importantly, there's a lovely blob of torque right when you need it, between about 3000 and 5000 rpm, peaking at 31.7 lb-ft at 7000 rpm. Twist the throttle in any gear and the CB500F surges forward with a 'yes, sir!' For a good while I enjoyed a lazy spell of torquey twisties by riding the torque bulges with minimal gear changing.

 

This refined torquiness also makes short work of urban riding, with just a bit of crisp throttle enough to take you past the usual obstacle course of cars and buses, or through orange lights. When you do want to shift gears, the light and precise clutch and gearbox make no mistake.

 

The CB500F also lets you brake as hard as you like, thanks to standard ABS and decent Metzeler Z8 rubber. I barely used the rear brake during the day's ride, relying on the well-modulated power and progressive feel from the front 320 mm disc.

 

Though the CB family doesn't sport any fancy gizmos – the rear shock is only adjustable for preload, and there's an all-digital instrument panel, but that's about it – the optional heated grips are pretty handy. They were certainly a boon in conditions like those we experienced on our test ride and should especially please motorcycling newbies and converts from the four-wheeled world.

 

Sure, a couple more extras – a gear indicator display and perhaps a slipper clutch to soak up overenthusiastic downshifts, a la Kawasaki Ninja 300 – could be useful for newbies. And a more involving engine note would make anyone happier.

 

But when you see the sticker price of £4,650, you realise what good value the CB500F is – cheaper than the Ninja 300 and only a few hundred quid more than the CBR250R ABS, it's a terrific bargain for what it offers. The yet-to-be-released and non-A2-compliant £4,500 KTM Duke 390 may well entice a few thrill-seekers away, but the 2013 Honda CB500F is an accomplished midsize bike and would make an all-round sound buy.

 

Model: Honda CB500F

 

Price: £4,650

 

Colours: Pearl Himalayas White, Graphite Black, Candy Ruby Red

 

 

Read more: http://www.visordown.com/road-tests-first-rides/first-ride-2013-honda-cb500f-review/22346.html#ixzz2jq2rZoji

Edited November 6, 2013 by Baal

[Baal]

Re visiting this in the view that theres now CBR300. Hope that the 500 series will relooked & brought in to SG.

[kawarides]

Not sporty enough plus lesser bhp although it improvised the power delivery for city riding

[Baal]

Appeal could be for those who want a practical ride with "just the sportbike look" for posing purposes. Read in a mag that the clip ons are just slightly lower. Its effectively still commuter positioned.