Motorcycle specifications HondaCBF 500 2004 Get involved, reengage!

10 years on the road... and counting! In the face of the disproportionate displacement of custom bikes, and the unbridled radicalization of hyper-powerful sports bikes, it's good to see a manufacturer taking care of its mid-range - where we all started.

thus, the famous CB 500 has evolved in several respects: the chassis is now similar to that introduced by the Hornet, a sort of "backbone beam" from which the engine is suspended. The engine is still twin-cylinder, but the catalytic converter means it loses 1 hp and a pinch of torque.

it's a pity, especially as the little one doesn't have the revs of its sporty siblings: + 13 kg, ma'am. Will a new ignition map to boost torque be enough to compensate for this power deficit? Suspension has also changed, with a beefier fork and a unique rear shock absorber (a HMAS mounted directly on the swingarm, without connecting rods) that advantageously replaces the 2 previous units. The seat is lowered a little, to 770 mm, and the tires become radial, widening to 120 and 160. A little grooming gives it a more distinctive look, especially at the rear. Please note that the CB 500 can now be fitted with ABS as an option, for €600. Let's hope that this expansion will not cause it to lose its soul.

while the name remains the same, the silhouette has grown in stature - or rather, confidence. The new CB has a much bolder look. This is hardly surprising, given that the CBF 600's frame and fuel tank have been retained. A welcome addition for the owner. Its slight weight gain has a slight impact when you have to maneuver it without the engine. Nothing insurmountable, but a dose of extra effort.

Straddling the bike, you rediscover the CB's taste for simplicity. The original handlebars force you to stretch your arms too far. Oh dear! No problem. just loosen 4 screws and the controls come closer to you. Great! The twin has lost none of its temperament, sometimes capricious at low revs. Yes, with this kind of mill, don't expect to find the flexibility of a 4-legged. You'll have to use the gearbox and clutch in town. So much the better, it's livelier and gets you into the swing of things.

the CB 500 is always easy to drive, and its roadholding is beyond reproach (that's new). Although a little lazy below 3,000 rpm, the twin-cylinder engine pulls with great honesty above that. Work on the engine and the shorter transmission have certainly contributed to this. Between 5 and 6,000 rpm, the block seems to whisper to you to play with the selector. After that, the thrust subsides, as if it's reaching the end of its power range. Don't be fooled. Circuit dabblers know this lure well. Others will be pleasantly surprised to insist on the throttle. Above 7,000 rpm, the boiler changes face. It gives everything it's got to attack the red zone. That's where you'll find its true watts. Giving you some playful ideas? We're off! The chassis is right on the money. You can get to the bend quickly, delay braking to the max and dive in without restraint. Not only does it take angles, it holds on to them without batting an eyelid. Who said riding a 500 was boring?

on the long haul, the Honda isn't quite a tourer. Hard seat, very bent legs (too much for tall people), firm suspension. Fortunately, the suspension can be softened without compromising the bike's handling. Yes, well, you're not holding a Pan-European in your hands either. And yet, with its good range and honorable performance, the machine doesn't do so badly.
With its new CB 500, Honda has improved an already highly acclaimed machine. Its new capabilities put it a notch above the competition. The success of the old model will certainly continue with it.

M.B
(test text inspired by Moto-journal n° 1 613
manufacturer's photos)