Motorcycle specifications HondaCL 500 2025 Between roadster, trail and custom

The CL 500 is one of those fun machines that seem unchanging. However, 2025 discreetly breathes some modifications into this roadster-custom-scrambler. Enough to pass Euro5+ of course, accompanied by a slightly more readable screen, readjusted footrests, and a new urethane saddle.

When you think scrambler, it's not necessarily Honda that springs to mind. Not by a long shot. And wrongly so, for Honda was a master of the genre in the 60s and 70s - especially in the States. Notably with the beautiful CL77, also known as the Scrambler 305. However, the new CL 500 draws its inspiration from the 1962 CL 250. Not in form, but in substance: "simple, raw and rustic", as the manufacturer puts it.

The CL 500 is based on the custom CMX 500, mainly for the engine and a large part of the frame. But Honda has worked hard all around to offer a truly different motorcycle. Some brands would have simply changed the headlight and applied a few stickers. Not so here. The machine has a real identity, much more fun than custom. It's as if the latter were being transformed into a roadster, with the desire and effort to extract itself from the sector, expelling a taste of scrambler....

Approaching this destiny without going all the way. First, a look for everyday use, then off-road capabilities. Off-roading with a bit more commitment is not for it. That's understandable. Honda already has the right equipment in its range. With its 750 Transalp, 1100 Africa Twin and CRF 300 L, everyone can enjoy adventure in their own way, at different levels.

The one we're interested in is allure. And there's no shortage of it. The choice of colors brings a real cheerfulness, something that has become all too rare in production. The raised pot with its perforated skid plate is a real eye-catcher. Compared to the custom model, Honda has modified the rear part of the frame to offer a completely different seat and rear frame. Between the long, flat seat, its height, the different handlebars and the further back footrests, the CL induces a more natural, comfortable and versatile riding position. The tank has been trimmed a little at the bottom, which suits it quite well; even more so with its grip-knees.

Arg, it's a shame to have kept the little all-digital speedometer. A good old-fashioned dial with hands would have been perfectly at home here, with a bit of chrome. Some accessories also seem almost "inseparable" to us, to give the full expression of the scrambler, such as the high front mudguard, the fork head and the hand guards.

it also stands out with its fork gussets, specific rear light and different wheels. The tires are less "imposing" and the rim sizes are more extra-urban: from 130/90-16 to 110/80-19, which clearly enhances the dynamism of the front end. At the rear, 150/80-16 is replaced by 150/70-17. If the design of the rims reminds you of anything, look no further than the CB 500 X;-).
The headlamp is still the Rebel's strange block of bulbs - intriguing and instantly recognizable.

given that it's aimed at A2 license holders, the CL 500 doesn't take any guff. It uses the 471 cm3 twin-cylinder found in many models(CB 500 F, CB 500 X, CBR 500 R, 500 Rebel) and copied by a multitude of Chinese machines. Then he thought about it, and decided that a little adaptation would be in order, to give the bike its own character. So the engineers changed the airbox, redesigned the mapping and modified the valve timing. The result is a power output of 46.6 hp at 8,500 rpm, sandwiched between that of the CB 500 and the CMX. Torque (43 Nm) is virtually identical. But it's the shorter final drive ratio that gives the CL its extra pep.

That's what we're looking for. With added ease. The CL 500 does just that, with a seat height of 790 mm. Enough for the vast majority of users to put both feet flat. Dac is 10 cm taller than the 500 Rebel, but the scrambler's suspension travel is much greater, guaranteeing greater comfort, more efficient and progressive work, and it's better on the order when you want to crapahuter in the trails. The 41 mm fork moves over 150 mm, the amortos over 145 mm. Only the latter can be preload-adjusted. That said, the suspension chosen by Honda, in this case Showa, is often remarkably consistent.

the simplicity inherent in this model's philosophy is also reflected in the brakes. A single 310 mm front disc. The action of the 2-piston caliper will have to calm 192 kg of bike + rider and possibly a passenger (not at ease on the unwelcoming seat). The rear is fitted with a 240 mm disc bitten by a single piston. Yes, simple, but sufficient. The CL 500 is not destined for the WorldSSP300.

The Honda CL 500 has an unexpected trump card: its price. Almost 7,000 francs, which puts it on a par with the CB 500 - editor's note: the latter boasts a superior level of equipment and peripherals.
This means you can get a scrambler (well, almost) for the same price as a roadster, whereas the competition charges much more for this kind of machine. at least 4,000 more for a Triumph 900 Scrambler or a Ducati 800 Icon; another notch higher for BMW's R NineT Scr. Admittedly, their engines and performance are more attractive. But if it's style you're after, there's no contest. Eventually, the Fantic Caballero 500 may tease it out. Except that between the Honda crest and a Sino-Italian cocktail, your reason can quickly falter.

A final, nostalgic point: this is the first time a CL scrambler has set wheels in France. All the series from their heyday have never been imported into France.

M.B - Manufacturer's photos