Honda CB500X
Newest entrant in the middle-weight adventure tourer space
Honda’s CB500X is the newest entrant to the middle-weight adventure tourer space, and despite the steep price tag the Honda has a lot to offer by simply being a refined and well-engineered adventure touring motorcycle. We take it out for a spin to see how it holds up in the real world
It’s raining adventure tourers in 2021, and the latest one to join the lineup from Honda is the CB500X. Compared to the rest of big-bulky adventure touring motorcycles, the 500X is slim, accessible and yet still quite capable. In many ways, like the “X” in the name would suggest the CB500X takes the crossover philosophy and applies it on two wheels. In theory there’s no denying that sounds almost perfect for the 500cc entry level space where most riders are just graduating to their first adventure tourers, and testing the limits of their own off-road capabilities. Keep in mind, this is no sports tourer, it’s got a proper staggered wheel setup, long travel suspension and top of the line Dunlop Trailmax knobbies, so making this formula work is a pretty tall-order.
First though, let’s talk a little bit about the way it looks. In the flesh, those familiar with Honda’s global product line up will easily be able to identify the X’s similarities with the 500F roadster, especially when you’re zeroed in on the headlamps, but that’s where the similarities end. Where the headlamps end the X gets a tiny beak that sets the tone for its adventure touring credentials. The LED headlamps are nestled in a proper adv-style fairing that deflects the wind and hot air from the motor away from the rider. Overall, Honda has taken the minimalist approach instead of the usual flair and it has paid dividends in function on the 500X. The Honda 500X may not have the flair, but it makes it up in accessibility and function.
When you look closer you see the intelligence in Honda’s approach to the design. To start with, the wheel setup, 19-inch wheels up front and 17inch at the rear. While they are alloy wheels, as opposed to spoke, they are wrapped in very offroad friendly Dunlop Trailmax tyres. You have long travel suspension on both ends with 41mm telescopic shocks upfront and an 8-step adjustable rear-monoshock. The fuel tank despite its slim proportions holds 17 and a half litres of fuel, meaning that you can easily do 400km between fuel ups and that is undoubtedly impressive.
On paper the CB500X does miss out on some key tech features like rider-modes, switchable ABS and traction control. There is still a lot to like, the instruments are digital and are clear and easy to read whether you are standing up or nestled in the saddle. The 500X gets LEDs ala everything right down to the indicators, and even a manually adjustable windscreen. Truth is most people who really use their motorcycles to tour, appreciate simplicity and every aspect of the Honda 500X exudes that, without sacrificing function.
Ergonomics are another place where the 500X scores big, long travel forks with relatively high
set wide handlebars are an easy reach from the 830mm seat and make for a very comfortable riding posture. Add to that mid-set footpegs that allow for a certain degree of dial in and an easy lock on to the tank, and you have a rider’s triangle that works well in a wider spectrum of settings. Be it standing up on the pegs and riding on gravel, long hours of touring and even some spirited cornering, the CB500X has a way of just fitting. My only issue with the 500X is the seat, that is a little too slim for my liking, and might get a little uncomfortable on longer rides.
Powering the Honda 500X is a 471cc parallel twin motor rated to make peak power of 47bhp and 43Nm of peak torque. In my opinion this motor is the crowning jewel of the 500X, hitting the sweet spot without being too linear or too peaky. Out on the road the CB500X has more than enough grunt to sit comfortably at triple digit highway speeds without
BE IT STANDING UP ON THE PEGS AND RIDING ON GRAVEL, LONG HOURS OF TOURING AND EVEN SOME SPIRITED CORNERING, THE CB500X HAS A WAY OF JUST FITTING
sounding strained or vibey. The relatively sharp rake, the 199kg kerb and a smartly laid out rider’s triangle means that even through winding canyon roads the 500X promises an engaging ride without that top-heavy adventure tourer ride. The 6-speed gearbox is as slick and as precise as you would expect from a Honda with short throws, but it’s the gearing that really sets it apart. The first gear is short, and gears get progressively taller as you move through the box. The riding experience is as a result very unique, when you’re pushing it and using the lower gears you’re playing a relatively short box, but as you settle into highway speeds you have three taller gears at your service. In the city slot it into third and you still have more than enough juice to glide through traffic.
Braking force is handled by a 310mm disc upfront and 230mm disc at the back, with dual channel ABS that’s always on. These do an excellent job of reigning in the 199kg Honda with good feedback on levers as well. Suspension duties are divided between a 41mm fork upfront and an 8-step adjustable mono-shock at the back. If 43mm USDs are considered top shelf, then 41mm conventional telescopes on a middle-weight adventure tourer would be in the back of the store covered in dust. And that’s exactly what you think until you’re on the bike, and you realise that you wouldn’t have known they were skinny 41s unless I had told you. Damping is great, rebound is
IN MY OPINION THIS MOTOR IS THE CROWNING JEWEL OF THE 500X, HITTING THE SWEET SPOT WITHOUT BEING TOO LINEAR OR TOO PEAKY
quick enough even for rutted off-road places and it’s not even particularly hard on the wrists. This is thanks to smart design again, that centralises the weight of the motorcycle taking the load off the front. At the back, the stock setting on the adjustable rear is way too soft, so unless you’re carrying luggage or riding two up I’d recommend tweaking for a much better ride experience.
Once you turn off the beaten path, torque delivery is smooth even in the lower reaches of the rev-band making it easy to navigate through those tight off-road spaces. Add all of this together and the Honda is one of those few motorcycles that is as enjoyable on-road as it is off-road and that is not something that we get to say often. Although I do recommend some added caging if you’re going to be going off-road, the 500X does not even come with a skid plate.