With Honda’s increased focus on its middleweights, its entry-level segment has sort of been sidelined. So none of its entry-level sub-500cc motorcycles make serious headlines, and the competition has truly left the bikemaker in the dust. Increasing offerings from China and India haven’t made life any easier, either.
The best example of this trend can be seen in Honda’s sports bike lineup. There’s only one sub-500cc sports bike it offers, and, that too, is something that most buyers don’t consider at first. There are a few reasons for that, so let’s dive into that.
To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from authoritative sources, such as Honda Powersports.
The CBR500R Is The Small Honda Sports Bike That Most Buyers Don’t Consider
Price: $7,399
There’s only one small Honda sports bike on sale today: the CBR500R. And that’s our pick here. While it might seem popular, there are a few reasons why it doesn’t come into consideration. First of these is the MSRP. At $7,399, this is currently one of the priciest 500cc sports bikes—about $2,000 pricier than the Kawasaki Ninja 500 and CFMoto 450SR. Also, the price is just a few hundred dollars shy from budget-friendly middleweights: CFMoto 675SS and Kawasaki Ninja 650.
Secondly, the price isn’t justified per se. You see, this might cost a whole lot more than its rivals, but you don’t get similar kit here. For example, the Ninja 500 actually has more peak power than this while still packing all the basic equipment. The SE variant of the Ninja makes matters worse. It costs around $1,000 less and gets you loads of extras over the CBR500R, such as pillion cowl, sport windscreen, keyless ignition, radiator shield, tank pads, and frame sliders.
The CBR also has a new rival from Italy for 2025: the Aprilia RS 457. This further hurts the CBR’s market cap, considering the Aprilia does nearly everything better. Some of its USPs include a healthy dose of features, superbike-inspired styling, multiple color options, and most importantly, a class-leading aluminum chassis. To seal the deal, the 457 saves you $600 over the CBR even with all these advantages.
Why Most Buyers Don’t Consider The CBR500R
- MSRP over $2,000
- Way pricier than its rivals
- Lack of features for the price
- Peppy but not class-leading performance
- Limited liveries
- Limited accessories
Honda’s 471cc Parallel-Twin Engine Powers The CBR500R
Peak Power: 47 HP
While it might not make sense on paper, the CBR500R still has a lot going for it. The engine is easily one of those things. In a sea of high-strung small engines with questionable reliability (we’re looking at you, KTM), the CBR has Honda’s calm 471cc parallel-twin engine. We’ve seen this mill in several motorcycles, be it a low-slung cruiser or a tall adventure-tourer.
Here, it produces a respectable 47 horsepower and 32 pound-feet. The headliding figure is the torque that kicks in at just 6,500 RPM–that’s one of the lowest in the rev range among its peers. As a result, the tractability is quite impressive, backed by the 67 miles per gallon claimed fuel efficiency. Keep it pinned long enough, and you’ll see a top speed of around 117 miles per hour.
Honda CBR500R Engine Specs
|
Capacity |
471cc |
|
Layout |
Parallel-twin |
|
Power |
47 HP @ 8,600 RPM |
|
Torque |
32 LB-FT @ 6,500 RPM |
|
Transmission |
Six-speed |
|
Fuel efficiency |
67 MPG |
Showa Suspension And Neutral Ergonomics Help The CBR500R Be A Versatile Sports Bike
Chassis: Steel Diamond
Like the engine, the underpinnings focus on being simple yet effective. Honda has built the CBR500R around its steel diamond chassis, coupled with a double-sided swingarm and Showa suspension. The latter comprises 41 mm USD forks (not the usual 43 mm ones) and a monoshock. Only the rear is adjustable here, which is a bummer. Elsewhere, you get 17-inch wheels at each end, where the front houses dual discs and the rear has a single rotor. All three have Nissin calipers.
None of this is too sporty, and that’s the same story with the ergonomics. Your hands go on slightly tall clip-on bars, feet on mid-set footpegs, and tushy on a low 30.9-inch seat. So this isn’t your usual aggressive sports bike, rather a versatile machine for regular riding and occasional track (or canyon) usage. That also explains the 421-pound heft (almost 40 pounds higher than the Ninja 500 and RS 457).
Honda CBR500R Underpinnings And Dimensions
|
Chassis |
Steel diamond |
|
Front suspension |
41 mm USD forks |
|
Rear suspension |
Monoshock |
|
Wheels |
17/17-inch alloys |
|
Front brake |
2x 320 mm disc brakes |
|
Rear brake |
240 mm 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 Cluster: TFT
If you’ve followed the CBR500R for a while, you’ll note that much of what you saw above has remained the same for years. What did change recently, though, is the design. In its latest self, it takes inspiration from the CBR1000RR-R to flex a new, more aggressive design. This includes new fairings with integrated aerodynamic wings (no word on the downforce they add, though), sleek LED headlights, and segmented fairings for channeling air. You also get a snazzy triple-tone HRC livery, although that’s the only colorway you can have this in.
Likewise, the feature list has become better. A TFT sits as the centerpiece now, complete with smartphone connectivity as standard. Electronic aids include dual-channel ABS, traction control, and slipper clutch. No ride modes are present, however. An immobilizer and all-LED lights round off things.