Now that Honda is focusing more on the middleweights, the entry-level segment has been more or less sidelined. So none of its entry-level bikes under 500cc are making serious headlines, and the competition has really left the bike maker in the dust. The increasing supply from China and India has not made life any easier.
The best example of this trend can be seen in Honda’s range of sports bikes. There’s only one sub-500cc sports bike on offer, and that’s also something most buyers won’t initially think about. There are a few reasons for this, so let’s take a deeper look.
To give you the most current and accurate information, the data used to compile this article comes from authoritative sources such as Honda Powersports.
The CBR500R is the small Honda sportbike that most buyers don’t consider
Price: $7,399
There is only one small Honda sports bike on sale today: the CBR500R. And that’s our choice here. While it may seem popular, there are a few reasons why it is not considered. The first of these is the suggested retail price. At $7,399, this is one of the most expensive 500cc sportbikes currently available – about $2,000 more expensive than the Kawasaki Ninja 500 and CFMoto 450SR. Moreover, the price is only a few hundred dollars lower than budget-friendly middleweights: CFMoto 675SS and Kawasaki Ninja 650.
Secondly, the price itself is not justified. You see, this may cost a lot more than its rivals, but you’re not getting comparable kit here. The Ninja 500, for example, actually has more peak power than this, while still having all the basic equipment. The SE variant of the Ninja makes matters worse. It costs about $1,000 less and gets you a lot of extras over the CBR500R, such as a passenger top, sport windshield, keyless ignition, radiator shield, fuel pads and frame sliders.
The CBR also has a new rival from Italy for 2025: the Aprilia RS 457. This further damages the CBR’s market capitalization, as the Aprilia does almost everything better. Some of the USPs include a healthy dose of features, superbike-inspired styling, multiple color options and most importantly, a class-leading aluminum chassis. To round out the deal, even with all these benefits, the 457 will save you $600 over the CBR.
Why most buyers don’t consider the CBR500R
MSRP over $2,000
Much more expensive than its rivals
Lack of features for the price
Powerful but not leading performance
Limited colorways
Limited accessories
Honda’s 471cc parallel twin engine powers the CBR500R
Peak power: 47 hp
While it may not make sense on paper, the CBR500R still has a lot to offer. The engine is easily one of those things. In a sea of powerful small engines with questionable reliability (we’re looking at you, KTM), the CBR features Honda’s quiet 471cc parallel-twin engine. We’ve seen this mill in several motorcycles, whether it’s a low-slung cruiser or a big adventure tourer.
Here it produces a respectable 47 horsepower and 32 pound-feet. The ‘headliding’ figure is the torque that kicks in as early as 6,500 rpm – which is one of the lowest in the rev range of its peers. As a result, tractability is quite impressive, backed up by the claimed fuel efficiency of 67 miles per gallon. Hold it long enough and you’ll see a top speed of about 115 miles per hour.
Honda CBR500R Engine Specifications
Capacity | 471cc |
Layout | Parallel twins |
Current | 47 hp at 8,600 rpm |
Couple | 32 LB-FT @ 6,500 rpm |
Transfer | Six gears |
Fuel efficiency | 67MPG |
Showa suspension and neutral ergonomics make the CBR500R a versatile sports bike
Chassis: steel diamond
Just like the engine, the base aims to be simple but effective. Honda built the CBR500R around its steel diamond chassis, mated to a double-sided swingarm and Showa suspension. The latter consists of 41mm USD forks (not the usual 43mm forks) and a monoshock. Only the back is adjustable here, which is a shame. Elsewhere you get 17-inch wheels at each end, with the front housing dual discs and the rear a single rotor. All three have Nissin brake calipers.
None of this is too sporty, and it’s the same story with the ergonomics. Your hands go on the slightly high clip-on bars, your feet on midfoot pegs and on a low 30.9-inch seat. So this isn’t your usual aggressive sports bike, but rather a versatile machine for regular riding and occasional track (or canyon) use. That also explains the weight of 421 pounds (almost 40 pounds higher than the Ninja 500 and RS 457).
Honda CBR500R underpinnings and dimensions
Chassis | Steel diamond |
Front suspension | 41mm USD forks |
Rear suspension | Monoshock |
Wheels | 17/17-inch alloys |
Front brake | 2x 320mm disc brakes |
Rear brake | 240mm disc |
Seat height | 30.9 inches |
Weight | 421 pounds (wet) |
Wheelbase | 55.5 inches |
A new design and improved features make the CBR500R more relevant in 2025
Instrument panel: TFT
If you’ve been following the CBR500R for a while, you’ll notice that much of what you saw above has remained the same for years. What has changed recently is the design. In its latest form, it takes inspiration from the CBR1000RR-R to create a new, more aggressive design. This includes new fairings with integrated aerodynamic wings (but no word on the downforce they add), sleek LED headlights and segmented fairings for air channeling. You also get a snazzy three-tone HRC livery, although that’s the only colorway you can have this in.
Likewise, the feature list has gotten better. A TFT now takes center stage, complete with standard smartphone connectivity. Electronic aids include dual-channel ABS, traction control and slipper clutch. However, there are no ride modes available. An immobilizer and full LED lighting complete the package.
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