2024 Honda CBR500R review: Bridging the gap to superbike dreams
If you've always dreamed of 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 a complete, built-from-scratch novelty. It's a design that uses elements (like the engine) from other 500s, refreshed for the new model year. Cosmetic changes? Yes, but I understand if someone chooses the newer model.
The matter is quite simple: the CBR500R received a new fairing. It doesn't sound inspiring, but this element made it look like a "full-fledged litre" from the racing track. It just makes an impression, stands out, and has additional aerodynamic channels. The manufacturer claims that they affect stability, although this is just an exaggeration considering daily use. The Racing package adds, for example, 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 headstock angle is 25.5 instead of 27 degrees, and the trail is 10 cm instead of 11 cm. The damping remains unchanged: a 41 mm 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 manoeuvring 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 made it so that I didn't feel any discomfort even after 3 hours of riding (I am 180 cm tall). The large mirrors, which I appreciated in the city, are also significant.
Among the latest electronic features, we have a new, readable 12.7 cm TFT display with smartphone pairing capability. Fortunately, the joystick under the left thumb is exceptionally easy to use, which is not apparent considering the engineers' feats in the Africa Twin model. The CBR500R also has traction control, although, for example, 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, tailored for an A2 driver's license. The 43 Nm 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 3 litres, which matches my experiences with the CL500. There's only one problem: it doesn't sound great, which is a disappointment for those who "buy with their eyes" and fall for the looks of a "litre bike".
Honda wants £6,500 for the new CBR500R. It competes with the Kawasaki Ninja (£6,600), whereas Yamaha doesn't offer a similar capacity in this price range and can only offer the smaller R3. Honda's "600s" require at least a £2,000 upcharge.
