Honda CB500X
The CB500X is now the smallest-capacity “big” Honda you can buy in the country, but should you buy it? We spent a day with the new machine in an attempt to answer this question
An easygoing beginner motorcycle that can almost do it all
AfeW YeArS Ago, getting A big biKe automatically meant buying a sporty machine built using expensive componentry to get the best out of performanceinclined, high-revving engines. even most naked roadsters are built around a sporty ethos, with a focus on snappy acceleration and sharp handling and, while they are definitely easier to use in the real world than all-out supersport machines, they are still nowhere near upright adventure bikes in terms of rider and pillion comfort, luggage-carrying capacity, and all-round practicality. of course, today’s large-capacity ADVs seem to be meant more for senior, veteran bikers and the fact that they all cost well into seven figures doesn’t really bode well for younger riders. that’s where bikes like the Honda Cb500X come in. We know that touring on indian roads can be quite an adventure. Upright ergonomics, spacious seats for comfortable two-up riding, large fuel tanks, generous ground clearance and suspension travel; these qualities make for a bike that can successfully take on all the surprises of motorcycle travel in india and Honda have packaged all of this into the Cb500X. it sports a design clearly inspired by larger adventure motorcycles, with a tall front end, 19-inch front wheel, ample wind protection from the wide bodywork and adjustable screen, spacious and upright ergos, and an upswept exhaust. Contrary to this image, the Cb500X is not specifically for those interested in adventure or off-road riding — it is more a do-it-all road bike than anything else. in fact, the previous generation sold abroad ran on 17-inch wheels front and rear, and Honda have given this version that larger front wheel to make it an even more versatile machine. this helps greatly in tackling those massive speed-breakers and sudden potholes without having to slow down too much.
The CB500X’s 830-millimetre saddle height felt like a lot less due to the bike’s narrow profile, and I was immediately comfortable from the moment we set off through Gurugram’s busy streets. The first impression is of an approachable and friendly machine that won’t intimidate new riders, while the more experienced will appreciate its well-balanced nature, neutral handling, and extremely tractable twin-cylinder motor. Fuelling is near-perfect, the generous steering lock is a boon in the urban environment, and the bike manages to feel a lot lighter than its 199-kilogram kerb weight would suggest since there isn’t a hint of the top-heavy nature that plagues so many tall adventure bikes. It is these seemingly minor virtues that come together to create a bike that is almost effortless to ride for just about anybody, no matter their experience level.
From the saddle, I am faced with a negative LCD rider interface that features all the necessary info like revs, speed, selected gear, clock, fuel, temperature, and odo and trip meters, but I do wish it were larger and easier to read in direct sunlight. All the controls fall intuitively to hand and foot, except at the left-side switchgear where Honda insist on interchanging the traditional placement of the horn and turn signal controls; that will take some getting used to.
At the heart of this Honda is a 471-cc liquidcooled, DOHC parallel twin with nearly square 67.0 x 66.8 bore and stroke dimensions and a 180-degree crankshaft. It is suspended from a lightweight tubular steel frame within which it acts as a stressed member. Peak figures are 47.6 hp at 8,500 rpm and 43.2 Nm of twist at 6,500 rpm and, while this doesn’t seem like much, these numbers don’t tell the whole story. What stood out to me was the motor’s flexibility, comfortably puttering along at 40 km/h in sixth gear with the revs hovering around the 2,000rpm mark and not a hint of knocking. This is followed by a linear mid-range as revs increase, accompanied by a nice, somewhat gruff note from the upswept exhaust. The strong midrange means that revving the engine all the way out feels quite pointless; vibrations through the foot-pegs and handlebar are felt above 6,000 rpm and get progressively worse as one approaches the 8,750-rpm red-line.
Ridden hard, the Honda CB500X will hit triple-digit speeds in third gear and go on to attain a top speed of just over 160 km/h, but that’s not what this machine is designed for. I found the bike happiest between 3,500 and 6,000 rpm, which equates to between 70 km/h and 120 km/h in top gear, with the motor spinning along smoothly and enough torque in reserve to make quick overtakes without the need to downshift. Transmission duties are carried out by an extremely slick six-speed gearbox with well-thought-out ratios that perfectly match the engine’s tractable character.
Our route took us away from the city and towards the Aravalli foothills, where I was able to show the CB500X a set of corners. Even here, the bike’s easy-going nature shone through and that 19-inch front wheel did not hinder the Honda’s ability to tip in and hold its line through a series of sweeping curves. The 41-mm telescopic fork and link-mounted monoshock feature no adjustability except for preload, but seem set up well enough to support swift progress and varying conditions. I only found rebound at the rear severely underdamped, resulting in a