2022 Honda CBR500R ABS & CB500F ABS Ride Review

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The Honda CBR500R is one of three entry-level models from Big Red to share the same basic platform, including the CB500F and adventure-inspired CB500X. (Jeff Allen/)

“Global” is sometimes considered a negative term when it comes to particular motorcycle models, at least when it comes to American buyers. Used to describe motorcycles that share common components and are built to be easily adaptable to multiple world markets, the typical stereotype for those bikes is a model utilizing a smaller-displacement engine and cheaper chassis parts in order to keep manufacturing costs in check.

Honda’s CBR500R and CB500F (along with the adventure CB500X variant) are a perfect example of the global bike philosophy. The made-in-Thailand trio are offered in nearly all world markets, and use the same 471cc parallel twin engine and tubular steel diamond-type chassis, with the CBR and CB-F also sharing suspension, brakes, and wheels/tires. Debuting in 2013, we got the opportunity to test the CB500F and came away impressed with the Honda’s very agile handling manners that didn’t come completely unglued in the canyons, decent brakes, and user-friendly engine with just enough power to keep even an experienced rider’s interest.

The CB500F differentiates itself from the CBR model with a wider, one-piece handlebar and minimal bodywork. (Jeff Allen/)

For 2022, Honda decided to instill some major upgrades to the chassis, suspension, brakes, and wheels of all three models. We’re covering both the CBR and CB-F in this review; the CB500X is different enough (longer-travel suspension, revised ergos, tall windscreen, different tires, wheels, etc., to suit its adventure-tour intent) that it will have its own test shortly. Regardless, the changes made to the CBR and CB-F have created a pair of supremely capable entry-level motorcycles.

Both the CBR500R and CB500F models boogie. Updates to the chassis for 2022 equal steadfast control and stability. (Jeff Allen/)

The 471cc 180-degree-crankshaft parallel-twin engine returns with no updates, but it’s not like it was in dire need of any. While certainly not a powerhouse (the CBR500R  cranked out 43.2 hp at 8,280 rpm and 29.77 pound-feet of torque at 6,450 rpm on the CW dyno, with the CB500F posting nearly identical numbers), there’s enough power and a nice, flat torque curve to scoot both bikes through city and highway traffic swiftly and easily without constantly rowing through the gearbox. Helping the acceleration cause is the lack of heft; the CB500F weighed 417 pounds fully fueled on the CW scales, with the full-fairing-equipped CBR coming in 8 pounds heavier.

Horsepower and torque figures of the 2022 Honda CB500R gathered on the <i>Cycle World</i> dyno. As expected, the CB500F produced nearly identical results. (Robert Martin Jr./)

Throttle response is smooth and quick with no abruptness or hiccups at any rpm, and the power assist/slipper clutch exhibits low effort and decent feel at the lever, making for an amiable partner for beginner riders. Also aiding in this area is a very short first gear, which helps avoid stalling but also demands a near-instant upshift to second gear when taking off from a stop. As you’d expect with a smaller-displacement engine, overall gearing is fairly short, with the engine turning 5,000 rpm at 60 mph in sixth gear, but again, the parallel twin’s linear power and excellent torque spread means that getting past slower highway traffic often doesn’t require downshifts.

The short gearing doesn’t appear to hurt fuel mileage, either. The 471cc powerplant sips fuel to the tune of a 67 mpg average for the CBR and 65 for the CB-F, and those numbers included a lot of throttle twisting in the canyons. We usually didn’t see the reserve fuel warning come up on the LCD dash until well after 225 miles on either bike, and with the 4.5-gallon fuel tank, a 280-mile range isn’t overly optimistic, making the Hondas an ideal commuting companion in these days of $5.00-plus per gallon of gas.

Honda’s mid-sized models are capable of big-size fun. (Jeff Allen/)

Wait, “throttle twisting in the canyons”? Aren’t these two Hondas basically entry-level bikes? Well, yes, that’s definitely their intended market, but the chassis upgrades for 2022 have dramatically expanded the CBR/CB-F’s overall capabilities.

The steel-tube diamond-type frame that attaches to the engine with four mounts returns unchanged, but it features a new swingarm that is more than 2 pounds lighter while providing more torsional rigidity. New 10-spoke cast aluminum wheels are lighter than the previous 12-spoke wheels to decrease unsprung weight even further, shod with Michelin’s excellent Road 5 tires. Up front, the old 41mm conventional damping rod fork has been replaced by Showa’s 41mm SFF-BP (Single Function Fork - Big Piston) inverted fork, and the single 320mm brake disc with two-piston slide-pin caliper has been ditched in favor of dual 296mm discs clamped by two radial-mount four-piston calipers.

Upgrades to the Honda’s braking system included dual radial-mount four-piston Nissin calipers clamping to 296mm discs with ABS as standard equipment. (Jeff Allen/)

While the old CBR/CB-F had decent suspension action, it didn’t take much to overwhelm the damping rod fork. Any sharp bumps were felt straight through the bars, and aggressive braking would result in a lot of front-end dive. And even though braking power was adequate with the single front disc, any hard stopping required a lot of effort at the lever.

Both of those concerns have vanished with the 2022 models. Despite its nonadjustability, the Showa SFF-BP fork provides vastly superior wheel and chassis control compared to the previous unit, offering up far better feedback and stability at any pace. Overall braking with the new dual discs and radial-mount four-piston calipers is similarly improved, providing much better power and feel with less lever effort whether on city streets or twisty roads (the standard ABS is transparent and works well). Combine that with fairly firm damping rates in the spring-preload-adjustable rear shock; the very good grip/handling characteristics of the Michelin Road 5 tires; surprisingly good ground clearance for the reasonable legroom available (especially with the beginner-friendly 31-inch seat height); and supremely agile handling, and you have a sub-500cc entry-level motorcycle that is capable of a pace in tighter canyons that will have many sportbikes sweating. We actually found ourselves riding the two Hondas through the local canyons quite often because of how much fun they are to ride in that environment, and that’s not something you can say about many bikes in this category.

The relaxed ergonomics and added leverage of the one-piece handlebar contribute to easier steering inputs for the CB500F. (Jeff Allen/)

Don’t assume that Honda has compromised the CBR/CB-F’s everyday streetability and comfort with these changes though. The suspension damping may be firm enough to handle canyon duty, but it’s still compliant enough to deal with broken-up urban pavement smoothly and chatter-free. And while the new brakes have more power, they are still very newbie-friendly, with a nice, linear response rate.

Between the two 500s, we prefered the CB500F’s higher and wider handlebar over the CBR500R’s slightly lower and narrower clip-on bars. Even though the Honda feels as light-steering and agile as a bicycle, the CB-F’s ergos give you better leverage for steering inputs. Yes, the CB500F puts your torso up in the wind more with no fairing to speak of, but the CBR’s bodywork, while very clean and stylish, really isn’t much more than a cosmetic exercise. The bike’s tiny windscreen and narrow bodywork do little to divert the windblast unless you are very small in stature or in a full-race tuck.

The rider’s seat on both bikes is comfy and supportive enough for long rides, but the passenger seat isn’t so accommodating, with its small size and little support generating complaints not too far down the road. We liked the LED headlights on both bikes, which put out a nice wide beam spread on the road ahead.

While simplistic with pertinent information, the dashboard of both models is outdated and tough to read in harsh light. (Jeff Allen/)

As far as gripes go, there were a few. With the CB500F, it centers on the LCD dashboard, which besides looking a bit dated was also difficult to see in bright daylight due to reflective glare and lack of contrast. The CBR’s dash is identical but easier to see because of a slightly different mounting angle and being shaded by the fairing and windscreen. But the CBR’s mirrors don’t function as well as the CB-F’s because they are mounted on the fairing; no matter how you adjust them, you have a limited rearward view because your elbows intrude on the image. And we aren’t fans of the ultrashort first gear; yes, it surely helps novice riders avoid stalling, but you blow through the gear within a matter of feet, and if you’re trying to accelerate briskly from a stoplight, it requires some throttle/clutch coordination to accomplish the shift to second gear smoothly.

The roads are a hoot on Honda’s CBR500R and CB500F models. Seriously, we’ll be taking the long way home. (Jeff Allen/)

If that’s all we could find to complain about with the latest CBR500R and CB500F, though, then it’s pretty easy to tell we were impressed with Honda’s midsize twins. Both bikes have that rare blend of user-friendliness, efficiency, and twisty road competence that results in a superb entry-level machine. At $7,199 for the CBR500R and $6,699 for the CB500F (only $200 increase from last year), the two Hondas are priced a little high compared to some of the competition, but the build quality and overall performance for a mid-displacement entry-level bike are worth a serious look.

Excellent chassis composure and performance, a fun loving powerplant, and trusted build quality make both models attractive in their respective categories. (Jeff Allen/)

2022 Honda CBR500R ABS/CB500F ABS Specifications

MSRP:	$7,199/$6,699
Engine:	DOHC, liquid-cooled, four-stroke 180-degree parallel twin; 4 valves/cyl.
Displacement:	471cc
Bore x Stroke:	67.0 x 66.8mm
Compression Ratio:	10.7:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	43.20 hp @ 8,280 rpm/43.14 hp @ 8,270 rpm
Cycle World Measured Torque:	29.77 lb.-ft. @ 6,450 rpm/29.43 lb.-ft. @ 6,610 rpm
Fuel System:	EFI w/ 34mm throttle bodies, ride-by-wire
Clutch:	Wet, slipper/assist; cable actuation
Engine Management/Ignition:	TCI ignition
Frame:	Tubular steel diamond-type frame
Front Suspension:	41mm Showa SFF-BP inverted fork, nonadjustable; 4.3 in. travel
Rear Suspension:	Showa shock, spring preload adjustable; 4.7 in. travel
Front Brake:	Dual 4-piston radial-mount calipers, 296mm discs w/ ABS
Rear Brake:	1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 4.50 in.
Tires, Front/Rear:	Michelin Road 5; 120/70ZR-17 / 160/60ZR-17
Rake/Trail:	25.5°/4.0 in.
Wheelbase:	55.5 in.
Ground Clearance:	5.1 in.
Seat Height:	31.1 in.
Fuel Capacity:	4.5 gal.
Average MPG:	58.4 mpg/59.0 mpg
Cycle World Measured Wet Weight:	425 lb./417 lb.
Contact:	>powersports.honda.com

Cycle World Measured Performance (CB500F)

Quarter-Mile:	14.30 sec. @ 94.19 mph
0–30 mph:	2.09 sec.
0–60 mph:	5.44 sec.
0–100 mph:	N/A
Top-Gear Roll-On, 40–60 mph:	5.00 sec.
Top-Gear Roll-On, 60–80 mph:	5.26 sec
Braking, 30–0 mph:	33.45 ft.
Braking, 60–0 mph:	132.07 ft.

 

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