2019 Honda CBR500R review

I found myself calling Bikesales HQ straight away to double check that the 2019 Honda CBR500R I was riding had LAMS status. Sure enough: it fits all the learner-approved criteria, but seat-of-the-pants I would have begged to differ.

It’s always nice to get a surprise when you take command of a new bike, and that’s exactly what happened to me with the 2019 Honda CBR500R. Yes, it’s plenty powerful enough – which will please just about anyone – but it’s also got a classy look about.

Honda has moulded and shaped a new set of fairings, which almost give the baby 500 the same good looks as its larger-capacity sibling: the CBR1000RR

The 2019 Honda CBR500R is one of three models that share the bulk of their parts, alongside the CB500X adventure bike and CB500F naked.

The trio has the same 35mm steel diamond chassis and similar geometry, as well a parallel-twin liquid-cooled 471cc engine with a six-speed gearbox.

There are some differences, though, so let’s take a look at how the CBR500R has taken a divergent path.

For a start, there’s the aforementioned fairing with a built-in mini wing – probably more for directing water away than keeping the front wheel on the ground as intended in MotoGP.

Whatever the reason, it certainly makes for a cool-looking machine. There’s also a new upswept single muffler with twin outlets, which certainly adds to the 2019 CBR500R’s Fireblade ‘theme’. Alongside refinements to the inlet track, the new exhaust system also plays its part in producing more midrange grunt, which is up by four per cent.

A new slip-assist clutch is one of the most notable additions to the 2019 CBR500R, though. It has a very light pull, and as you accelerate the clutch mechanically grips more without the requirement for heavy springs. And the slipper function certainly helps inexperienced riders.

The front forks remain unchanged, but now have preload adjustment.

There is a new rear shock – and the bike needed it. An upsized internal piston has more control over movement, and the Prolink rear end feels a lot better for it. Brakes are top-notch Nissin units, matched to the two-channel ABS.

The Thai-built CBR500R has been around since 2013 and, just to prove how tough this bike is, Honda did a deal to make the a one-make race series.

For two years, the teenagers banged handlebars, crashed and generally thrashed the new mid-size entrant – making a splash for the new model, as well as proving its reliability bona-fides as the first of a bunch of mid-capacity machines to come out of Thailand.

The CBR500R’s extra power over the smaller 300 and 400cc LAMS bikes is telling. The 47hp/43Nm unit immediately tips the bike in favour of larger riders, while off the bottom Honda’s PGM-F1 fuelling system works perfectly – great for plodding through traffic, which is where a bike like the CBR500R will roam on a regular basis. That light clutch is also very welcome in traffic congestion.

The CBR turns itself into the corners a bit, so there’s no need to force the bike. It just drops in, but in a good way – a handling trait that saves a little energy in the long run.

The bike has a very relaxed riding position and, although the stance is more aggressive in 2019, there is still plenty of space to have a stretch or move around on the seat. I didn’t feel boxed in, and almost felt like I was on a larger-capacity machine.

I like the suspension. It’s already more balanced with that revised rear shock, especially on choppy country roads. The forks are great, and I just left them in the standard position.

There’s not a lot of force required on the front brake to get the CBR500R slowing down, and the ABS is high quality – no early intervention when it’s not required.

I had a good view of my elbows in the mirrors, which takes a bit of getting used to – but with any sports bike that’s one of the downfalls.

The dash is really easy to read, while we achieved well over 400km from the 17-litre tank. At one stage, the trip computer was reading 2.8lt/100km – the best I’ve seen in a while!

At 783mm, the seat is not extraordinarily high, but it’s quite wide which made the bike feel a little tall for my 173cm frame. Nothing I couldn’t get used to or cope with, but it’s no Honda Grom! There is storage space under the seat, which is refreshing to see.

I pondered this one a bit, as it’s more like an advanced LAMS bike – one you can learn to ride on with a lot more scope to keep it later on. You can even take it to the track if that’s what takes your fancy. It’s an easy bike to ride, although it may pose some problems for smaller riders manoeuvring it around.

The 2019 CBR500R is a very impressive package, reinforcing the appeal of half-litre machines. At the moment, however, 500cc cruisers like the Honda CMX500 and the Harley-Davidson Street 500 enjoy more market appeal – but that’s certainly not an indictment on the CBR-R, where on looks alone it’s a winner. Add in the other vital ingredients and it’s a LAMS bike that satisfies in so many ways.

ENGINE
Type: Liquid-cooled, eight-valve, parallel-twin
Capacity: 471cc
Bore x stroke: 67.0mm x 66.8mm
Compression ratio: 10.7:1
Fuel system: PGM-F1 Electronic fuel injection

PERFORMANCE
Claimed maximum power: 35kW (47hp) at 8600 rpm
Claimed maximum torque: 43Nm at 6500 rpm

TRANSMISSION
Type: Six-speed, constant mesh
Final drive: Chain
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame type: Steel twin-spar
Front suspension: 41mm conventional fork, preload
Rear suspension: Monoshock, adjustable for preload
Front brakes: single 320mm disc with twin-piston caliper, ABS equipped
Rear brakes: Single 240mm disc with single-piston caliper, ABS equipped
Wheels: multi spoke alloy
Tyres: Dunlop Sportmax D222, 120/70ZR17 front, 160/60ZR17 rear

DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 101mm
Claimed wet weight: 194kg
Seat height: 785mm
Wheelbase: 1410mm
Fuel capacity: 17.1 litres

OTHER STUFF
Price: $8990 plus on-roads
Colours: Grand Prix Red, Graphite Black and Pearl White
Bike supplied by: Honda Australia, www.hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres