New Honda CB500X Review 2022 | BikeSocial - Bennetts Insurance

Four months before the clock ticked over to 2022, Honda was quick out of the blocks with the unveiling of its updated and perennially popular CB500 range for the new year. The trio, comprising of the naked CB500F, racy CBR500R and more adventure focused CB500X, may look similar to the previous couple of generations but it’s under the skin where the tweaking has been most significant with suspension and brake upgrades aimed at improving the ride quality.

Offering an extremely user-friendly riding experience comprising of an achievable price tag, unintimidating riding position and enough power to get out of trouble without worrying about posting yourself through a hedge. All three share the same diamond steel tube frame in which sits the 471cc parallel twin that in turn offers an A2-licence compatible 47bhp.

We divvied up the three among my BikeSocial colleagues and, having bagged the mini adventurer, I spent a couple of weeks establishing if the refinements added an extra X Factor to an already very accomplished and highly thought after motorcycle.

• Torquey and rather peppy motor

• Comfort over distance

• Value for money with a build quality to boot

• Low and non-adjustable screen offers little protection

• No hand guards, heated grips or centre stand as standard

• Instrument panel is a little budget

Honda CB500X Price

How much is the 2022 Honda CB500X? £6,349

Available in three colours (pictured above), namely Matte Gunpower Black Metallic, Pearl Organic Green or Grand Prix Red. All three are the same price unlike some manufacturers whose prices can fluctuate by several hundred pounds depending on which colour you select.

For all of its upgrades, the 2022 model is in dealerships at just £100 more than 2021 model and if a PCP deal takes your fancy then for a deposit of a little over a grand, you can sign yourself up to a 3-year deal at just £79 per month… or 1 x Starbucks Americano per day.

Power and torque

True to its A2-licence friendly roots and thus being an attractive option for riders still developing their skills, the Honda CB500X produces the legal limit of 35kW or 46.2bhp at 8600rpm from the 471cc liquid-cooled parallel twin bolted to the frame and acting as a stressed member, to allow relevant licence holders the ability to find their feet while on a full-sized motorcycle. Performance-wise there’s more than enough to warrant treating the CB500X with respect for it’ll top the tonne without much of a run up.

By the way, 8600rpm is almost at the red line although being a twin, there’s little in the way of intensity up at those heights, which is evident as the X pulls smoothly from low to high revs. The fuel injection settings have been improved for better throttle connection over the previous model.

Part of the attraction of this package is its power-to-weight ratio because the Honda weighs under 200kg when fully fuelled and ready to hit the streets, a full 14kg less than rivals from Suzuki and Benelli.

The peak torque figure is 43Nm / 31.7 f lbs @ 6500rpm and that’s a level where third gear provides plenty oomph to push for that overtake at 40mph.

Engine, gearbox, and exhaust

This Euro 5 friendly twin-cylinder may be A2 compliant, but young learners is not where the customer base is for this model. Bennetts insurance data matches that of Honda’s sales charts which demonstrate that the key demographic for CB500X sales is the 51-60 age group – and based on the dialogue I’ve had with twenty-or-so customers recently when researching for this report, it’s a popular model for those returning to riding after a significant gap.

Key to the sales is a neat, peppy and unthreatening engine providing the right kind of power and noise combination for riders keen on using the Honda in a multitude of scenarios from commuting to touring, Sunday scratching to shop popping, all while happily obeying a more intensive throttle workout.

Momentum is key to enjoying the X if mountain roads or long, open moorland passes are to be enjoyed and explored at national speed limits, keep the revs high and flick up and down gleefully on the sweet, light gear lever which is not fitted with a quick shifting mechanism, but it might as well be a key selling point because all that is required to change is the feintest of clutch flicks and the deftest of left ankle movements. Use all six gears and don’t be afraid to make the most of the full rev range to discover your 46-and-a-bit horse powers. A slipper clutch will prevent the rear from locking if you do pound down the gears with too much vigour.

Enjoy the big miles while cruising along in sixth for touring comfort while carrying a pillion, luggage or both won’t have the Honda feeling too wheezy at the prospect of the extra weight, it’ll just need some extra persuasion.

The revised fuelling makes a difference to the smoothness of the low-speed throttle connection compared the previous generation, but it’s not eradicated the jerking completely. It’s no big deal and won’t knock any less-experienced confidence. The transition when rolling off the throttle at low speed is harsher when unfamiliar with the bike’s characteristics though the safety benefit here is additional engine braking.

For a Euro 5 compliant exhaust run complete with silencer, I’ve seen plenty worse looking. Honda’s 2022 interpretation is little different to the last version which is a rather neat set-up to match the rest of the X. The exhaust note is quiet as it purrs unobtrusively at tick-over but even when you head towards that red line and while the world moves a little quicker, pedestrians won’t be shaking their fists in noise-related anger.

Handling, suspension, and weight

Arguably the most significant upgrade over the 2021 version is the suspension. In comes Showa’s Separate Function Fork Big Piston (handily shortened to SFF-BP) suspension at the front, noticeable by being blingy gold and upside-down. They’re similar to those used in the CB650R and CBR650R with damping in one leg and a spring mechanism in the other. At the back, the rear suspension’s single shock has revised spring rate and damping settings to go with its 5-stage preload adjustability.

The ride quality from this sturdy-framed machine is very compliant with the smoother road surfaces. It’s narrow stature, relatively light weight and 19” front wheel complete with Dunlop’s Trailmax rubber are a tidy package for quick steering and nice balance. Lock-to-lock is ideal for tight manoeuvres and the engine sits low enough to offer great stability in terms of weight distribution while not affecting ground clearance should bouncing along gravel tracks be your intention. You’d be forgiven into thinking the CB500X’s looks would translate into some green lane dominator, but it wouldn’t be ideal for anything too sloppy.

The new forks look the part and are now upside down as opposed to being the right way up. Only if you rode the previous model back-to-back on the same stretch of bumpy road with the 2022 bike would you be able to notice any difference. And because I didn’t, all I can say when comparing the two is the new Showa set-up at the front seemed faster to react.

The story about the rear shock is a little different: in addition to those revised damping settings, the swingarm is new to save a breadcrumb of weight but, more significantly, includes a little extra lateral flex. Again, unless you rode them back-to-back it’d be tough to tell them apart. For bikes armed with suspension designed to handle the bouncier terrain I have a 2-mile straight near me which passes a couple of farms, is tree-lined but contains dozens of lovely whumps to put the forks and springs through their paces, it’s as if Mother Nature were an MX rider. It’s a tough test and I had to remind myself of the CB500X’s price point and equipment levels.

Thankfully there’s a 5-stage pre-load adjuster to lift the rear should a pillion, luggage or rider preference dictate. I rode the road once each at either end other the setting range – with the rear of the bike sitting at the top of the stroke allowing for more compression, and again at the bottom so there was little room for the shock to work with, which was an interesting experiment. It’s certainly a bike whose suspension is more at home when being worked on the open roads as opposed to low-speed town riding which tends to accentuate the softer rear shock. The front suspension has improved but I found the rear compression a little too soft while the rebound matched. Taking the pre-load down certainly helped by reducing the travel. Unfortunately, I didn’t get the chance to ride with a pillion or luggage – instead I invite your thoughts.

Honda CB500X (2022) Comfort and economy

While the 830mm seat height is about average for this style of bike, the slim waist (bike, not rider) allows for easy access which is a good job because the seat is not adjustable for height. For this 6-footer, I found it a doddle to flat foot and the hip/knee/ankle formation wasn’t at all uncomfortable over the longer journeys even with some bulky Gore-Tex kit on for the parky January temperatures. I noticed a small horizontal ridge across the seat cover but other than looking a bit rubbish, it didn’t affect my buns.

The downside to the longer and more open rides such as on a motorway is the short screen. My height seemed to work against me with little protection provided by the aerodynamics of the X, the top of the screen sits in-line with the bottom of my AGV AX9 helmet. With neither heated grips nor hand guards fitted to the test bike, I had to take a double dose of man-up (should that be ‘Mann’-Up?) on one 3-degree, 45-miler even with some hearty Dainese winter gloves. They’re not particularly expensive additions which is a little irritating considering the ambition to keep the RRP low enough to be attractive. I understand not every country who sells the X in great volumes requires such rider comforts but nonetheless, this is a UK test and by Jove I’m going to moan.

It’s a compact and rather simple cockpit with bars that are wider than the R or F but not wide enough to become uncomfortable. Actually, I found it rather homely despite the lack of weather protection and the low budget LCD screen. The advantage to a simple screen is not having a multitude of buttons and options to confuse this simple being, for the X has no rider modes or traction control settings to be concerned about.

One of the main advantages of the frugal parallel twin that purrs beneath is its wallet-friendliness. A claimed economy of 78.5mpg was within sight though my eagerness on the throttle gave a more realistic 70.5mpg, so ride it like it was designed to be and you could be easily looking at a distance of 275-miles between petrol stations from a brimmed 17.5-litre tank.

Brakes

I had no complaints over the previous brake set-up from the 2019 model, though I did feel the initial bite wasn’t as sharp as it perhaps could have been. Maybe Honda listened because enter the 2022 model with twin 296mm discs with axial-mounted Nissin two-pot callipers to replace the outgoing single 320mm version. For the majority of riders, stopping the ABS-equipped 199kg machine will be a simple affair, perhaps with a little balance of the rear brake to assist stability though rely on the rear alone and the ABS cuts in very early.

Compared to the single disc bike, I felt as though less pressure was required to get the braking process underway, it’s marginal in terms of degrees of brake lever movement and time saved but it is worth noting. Incidentally, the X’s brake callipers are axial mounted while the R and F have radially mounted callipers, the difference being the direction of the bolts when fitted to the forks.

Above: our test bike was fitted with the tank bag (£105), 12v socket (£22.50), Tank pads (£45), deflector kit (£60) and a centre stand (£145). Prices inc. VAT.

Rider aids, extra equipment, and accessories

The simplicity of the CB500 Honda range is part of its charm and attraction to those who aren’t fussed about cornering traction control settings, the layout of their display, or front wheel lift mitigation. The switchgear is as basic as motorcycles have been over the last 20 years with the usual buttons in the usual positions. The only real downside to the cockpit and the parts of the bike you see when perched on top is the disappointingly dull and sometimes tricky to read LCD meter.

A stockroom full of official accessories are available including the centre stand, heated grips, top box, panniers, knuckle guards, charging socket, etc. To keep the cost as low as possible Honda didn’t fit any to the standard bike and my advice would be to invest in a taller screen as you first purchase.

Rivals

The balance between decent spec with rider comfort add-ons and being built-to-a-budget is evident in this category. From newcomers to motorcycling, serial commuters or those stepping down from a larger capacity ‘bike, the attraction to a relatively basic but very well built 450-650cc mini adventurer is obvious from a glance at the sale figures.

Here’s a high-level comparison chart at some of the Honda’s main competitors:

Honda CB500X (2022) Verdict

I’m a bit fixated with the CB500X, it’s definitely my preference from the 2022 Honda trio, and is a step above its A2-friendly rivals in terms of build quality and dealer back-up. Its positives are simple to explain; an unintimidating, unobtrusive, easy-to-handle, easy-to-boss and affordable mini adventurer that looks the part with some high-level attention to its detail and a rock-solid engine to boot. The lack of electronics or rider aids adds favourably to its simplicity.

It’d be even more comfortable for the longer journeys or motorway jaunts once an aftermarket screen is sought while the lack of handguards and heated grips are an issue for us Brits. Fitting them as standard would undoubtedly push the RRP up but adding them at purchase won’t increase monthly repayment by much. Aftermarket parts are plentiful, and the overall package is attractive, both from an aesthetical and financial perspective. Pound-for-pound, the CB500X is excellent value, as demonstrated by the volume sold.

Owner Reviews

I invited BikeSocial members that own any of the previous incarnations of the CB500X to get in touch with their views, and the overall take-away is hugely positive. Thank you to every rider to get in touch with their thoughts, it’s a shame I couldn’t use all of them:

Tim from Salisbury

Model: 2021

Mods: Givi top and bottom engine guards, OEM centre stand, 12v socket and SW-Motech ION foot pegs

Annual mileage: up to 3,000

Riding for: four years

The bike is almost the perfect fit for me in terms manageability both on the road and around the garage. Being shorter in stature it’s a fairly tall bike for me but I do find the overall balance of the bike really good and not top heavy at all. I like the adventure bike look and feel of the 500 X but accept it doesn’t really have any serious off-road pretensions and neither do l!

I find the bike responsive at the throttle, almost too responsive and it can be a bit jumpy at junctions or in slow moving traffic, although it does tend to flatten out which means looking for the next gear quickly if you push it. Overall, the take up is very smooth and it will cruise around 55-60mph comfortably but does become a bit vibey around 70mph or 4,500-5,500 rpm from memory. The fuel consumption is at another level with 80-90 mpg returned with ease or circa 300 miles from a tank fill. I note braking has been highlighted by some reviewers and I would concur the rear brake takes a bit of additional force to work but I’m more than happy with the single front disc. The seat is very comfortable, and l have ridden for 2 hours plus with no complaints in that department.

Mark from Newquay

Model: 2020

Mods: OEM centre stand, heated grips, side stand foot, mud guard extender, home-made hugger, radiator cover and Denali mini sound bomb

Annual mileage: aiming for 5,000

Riding since :1988 but just returned after a 10 year lay off

No one bike can do it all but this one comes close for me, I find the bike easy to ride, handling great, and at 6’2” it is very comfortable. The engine is strong and flexible, MPG is great - I get between 70 and 85 depending on use and there is adequate ‘real world’ acceleration .I  like the exhaust note and pop on the overrun but I have to wear ear protection so it’s is muted too much for my liking and means I feel a bit disconnected from the bike, so a Scorpion slip on exhaust is on the list.

Gripes: severe buffeting from 60mph so dual carriageway riding is a pain and I’m exploring options. The only other irritation is jerky throttle response at low speed / gear manoeuvres which has improved with more subtle clutch work but fuelling could be better. Having looked at the spec / updates and reviews of the new 2022 bike I am not tempted to change as I find the current front brake / suspension fine for me.

John-Luke from Rossendale

Model: 2019

Mods: Heated grips(essential!), screen extender to stop buffeting on the motorway, handguards to take the wind off the hands

Annual mileage: 5,000 as a daily commuter

Riding for: seven years

Bought as a replacement for my previous commuter, a Forza 125. My usual round trip takes me along 12 miles of motorway with another 5 miles of ‘A’ roads into the centre of Manchester. The CB500X ticked all the boxes in terms of image with its rugged adventure styling, Honda reliability and access to the Honda network for servicing.  The fuel economy and user friendliness also appealed to me as a relative ‘newb’ to motorcycles.  At 197kg the bike is relatively light and wasn’t as daunting as some heavier bikes. The clutch is very light and easy to feather in traffic where slow speed filtering and negotiating a busy city centre makes day-to-day riding a breeze. Performance is more than adequate for commuting style riding with much of the power delivered low down with a torquey feel to the acceleration; the bike performs brilliantly in town and on country roads and adequately on motorways; at speed the engine seems happiest to cruise between 65mph and 70mph; for longer motorway journeys the speed control can be a little jerky which can be a little tiring. The exhaust note makes a nice burble popping sound helping to give it more presence on the road. The brakes all work nicely and smoothly with ABS included for added safety.  The only minor niggle is the screen could have done to be marginally taller. At 5ft 11 I did find wind buffeting an issue at motorway speeds which was easily addressed with a screen extender bought from eBay.  The handling provides a comfortable ride but by no means sporty which is to be expected for an adventure type bike. Overall, the bike is a great affordable option as a commuter or for day trips cruising and exploring country lanes!

Mary from West Berkshire

Model: 2018

Mods: Heated grips, centre stand and a smaller PowerBronze Adventure sports screen

Annual mileage: 5,000

Riding for: four years

I am a relatively new biker having passed my test at the age of 49 and, being rather small, at 5ft 2inches, have struggled to find bikes that fit me and are light enough to manoeuvre around. My husband and I wanted some bikes that would be suitable to take abroad and tour. The 2018 model is that bit lower than subsequent models, allowing me to touch the ground, and so we purchased a 2018 for me and a 2020 for him.

The bikes have been fantastic. They are very reliable, simple to maintain and very easy to ride, being forgiving with new riders and effortless with more experienced ones. They are easy to handle, having moved them in and out of a van for transport with no problems.  We have taken them abroad to Spain and found that they eat up the twisty roads with ease, allowing you to enjoy the scenery.

The only downsides I have experienced, were the wind noise from the screen, above 40ish mph there was a horrendous ‘whumping’ from the turbulent air being thrown off (fixed by a Powerbronze screen), and the fact it doesn’t have a gear indicator (added from 2019MY).  This isn’t essential but when on twisties I sometimes forget what gear I’m in. I have thought about changing the muffler as I don’t think the factory fitted one looks that good, however this would just be for aesthetics as it makes a satisfactory bike noise.

Overall, a fab bike, not the most exciting to ride if I’m honest, but that’s not what I wanted from a touring bike.

Stewart from Cambridge

Model: 2018

Mods: Knuckle guards and wheel decals

Annual mileage: 1,200

Riding for: 37 years

(When returning to riding) I looked at retros & nakeds but I want something new, different from what I had before and the mid-size adventure bike caught my eye. What I could get for my small budget was fantastic, the ex-demonstrator was less than 6 months old, in near perfect condition, and with very small mileage. I was smitten and the deal was done.

These days I am what was often unkindly referred to as a Woolley jumper rider - meaning I ride purely for pleasure (unlike in my youth) and riding in the rain is just when you get caught out. So my mileage is small, in 3+ years I have only done 4000 miles.

I really love the 500X, it is light, nimble, plenty of grip in the corners, and on a run to the BSB quick enough to keep with the pack. The fit and finish is up to the expected Honda level, servicing and maintenance costs are relatively low and in the 3 years I have only had one problem, the bike dropped its coolant and the dealer had to replace the pump, which I had to pay for as Honda would not support just outside of the warranty. But we forget such experiences when its quickly put right and it hasn’t missed a beat since.

After 3 years and 4000 miles I would highly recommend the 500X to anyone who is learning ropes, returning from an absence, wanting to lose the weight (dropping down from heavier bikes), or you like a mid-weight just like me.

If I was tempted to change then the 2022 500X looks appealing or the new Tiger 660 is also calling (if just a bit out of my budget). Whatever you ride I hope you enjoy it as much as I enjoy my 500X.

Honda CB500X (2022) Technical Specification

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