New entry level bike a well-executed cruiser
It’s the rear brake reservoir that sealed it for me. The detail on this one feature is how you know Honda cares about how this bike is styled; the fit and finish are better than an entry-level bike has any right to be. I’m impressed by how much licence Honda gave its designers and how they were able to execute their vision.
Is Honda’s entry level cruiser aggressive and polarizing? Absolutely. On an esthetic scale of V-rod to CTX, the 2019 Honda Rebel 500 swings toward the V-rod. It looks tough, and more than one Harley-davidson owner has given the Rebel an appreciative glance. The high-tilted, 11.4-litre fuel tank is retro cool in spirit, but angled and chiselled in a very modern way. Honda designed this bike from the ground up to make it easy to customize, with a completely removable rear fender and subframe making it even easier to accommodate the plethora of aftermarket options. I’m surprised I don’t see more variations of this bike on the road, but customers seem to enjoy the stock look — and I agree with them.
The Rebel 500 shares everything but the engine with the Rebel 300. The 500 is $7,199; the 300, $5,299. The fundamental question: Is the 500 worth $1,900 more than the 300? The simple answer is “Yes.”
It doesn’t matter that at 188 kilograms, it’s 20 kg heavier than the 300, because the 471-cc liquid-cooled twin is one of the smoothest power plants in the entry level market. The throttle is well weighted and the transition from closed throttle to open is wonderfully smooth. This is not always the case with motorcycle fuel-injection systems, which means newer riders don’t have to manage that untidy, herky-jerky feeling you can get with many small and medium engines. Honda has a knack for making bikes idiot proof, and this is a good example.
In that same spirit, the clutch pull is light and its friction point is quite distinct, making it easy to navigate in town. There’s enough grunt to cut through city traffic and enough top end to keep up on the highway. Though there isn’t a tachometer, the 45-horsepower parallel-twin tops out at around 8,500 rpm, giving it plenty of room in the rev range for passing on the highway.
ABS is standard, which is appropriate for this class, and I’d argue any class of street bike. The single, 296-millimetre rotor up front is paired with a two-piston caliper — I still think a 188-kg bike should have bigger brakes. The back brake is a 240-mm single-piston disc, and feels a lot less wooden than other back brakes. More than on most beginner bikes, I found myself using the back brake as well as the front.
The heft of the 500 is well hidden by its low 691-mm seat height. Its comparatively long 1,491-mm wheelbase, meanwhile, gives the Rebel more stability and road presence.
The 41-mm conventional forks and twin rear shocks are adequate and provide good levels of compliance. The wide bars help get the bike tipped in, and ground clearance is more than enough for riders of this class. Road manners are relaxed, and there’s plenty of travel to manage the potholes without harshness.
There are a few quibbles, however. First, the clutch cover intrudes into the right leg area — a major flaw in the ergonomics. The other is Honda’s habit of putting the horn above the indicator switch on the handlebar. The result is I kept getting flipped off when all I was trying to do was activate the turn signal.
The gauge cluster is also a little tricky to read when the sun is shining directly on it. The fuel gauge is a welcome addition, but a lot of entry level bikes now have tachometers and gear-position indicators as well. This cluster is simple and uncluttered, but decidedly plain compared to some of its competition.
Ultimately, the Rebel 500 is exactly the right bike for you if you value esthetics, even more so if you’re looking for something easy to ride, comfortable and confidence inspiring, that also packs a surprising road presence. There are other entry level bikes for less money, but none are cruisers that are this well executed.