Honda CBR 500R

Contrasting angles and shaping – between the very slim and more muscular – from the fairing nose to the seat unit outline the CBR500R’s new look. It’s an ergonomic design for the rider to use aggressively which also features improved aero management. Clipon handlebars now mount below the revised top yoke and the riding position is canted further forward.

While its engine maintains the 35kW required for A2 licence holders, it now makes 4% more power and torque between 37,000rpm thanks to revisions to the inlet, exhaust and valve timing. It also now features an assist/slipper clutch.

More power and torque between 37,000rpm thanks to revisions to the inlet, exhaust and valve timing. It also now features an assist/slipper clutch.

New LCD instruments feature a Shift Up and Gear Position function and the indicators are now LED, to match the rest of the lighting. While the chassis remains essentially unchanged a new rear shock absorber delivers consistent damping performance and improved control.

The CBR500R’s friendly, 8 valve liquid cooled parallel twin cylinder layout offers a well proportioned balance of physical size and willing, enjoyable power output, with an energetic, high revving character and zappy top end.

Already strong off the bottom, the target for 2019 development was faster acceleration through a boost in low to midrange power and torque in the 37,000rpm range; the 4% improvement comes via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased 0.3mm to 7.8mm.

Feeding the PGMFI fuel injection is now a moreorless straight shot of airflow through the airbox and throttle bodies. The battery has been repositioned further away (44.1mm versus 13.4mm) from the rear of the airbox intake duct to allow greater airflow; the exhaust muffler now features dual exit pipes, adding a sportier sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.

Bore and stroke is set at 67mm x 66.8mm; the crankshaft pins are phased at 180° and a primary couple balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couplebalance and its light weight allows the engine to spin freely, with reduced inertia.

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shimtype valve adjustment allows them to be light, for lower valvespring load and reduced friction.

A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.

The piston shape is based upon those used in the CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s fourcylinder RR engines and much of the internal structure and engineering is taken directly from the CBR1000RR.

The crankcase uses centrifugally cast thinwalled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.

A sixspeed gearbox mirrors that of its RR cousin and uses the same gear change arm structure and link mechanism. New for 2019 an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The CBR500R will be available in the following colour options:

Matt Axis Grey Metallic

Grand Prix Red

Pearl Metalloid White

STYLING

Aggressive new lines with purposeful, dual LED headlights

Aerodynamically efficient and ergonomically comfortable

Resited clipon handlebars give a sportier riding position

New LCD instrument display, with Gear Position and Shift Up indicators

LED indicators

For 2019, the CBR500R’s fully faired form is made even more aggressive with straight, wedge-like feature lines and extended lower fairings that emphasize a real sense of speed. The rider’s seat pad and seat unit—plus the upper and side fairings—have been narrowed to improve ergonomics and movement. Sharply chiseled dual LED headlights stare menacingly ahead, and the addition of LED turn signals means all lighting is now LED.

The view forward from the CBR500R’s cockpit is pure sport. The handlebars now clip on beneath the redesigned top triple clamp, and as a result the riding position is canted 8° further forward; the fairing is also set lower to give the rider Total Control—the design philosophy behind the styling redesign, and a fundamental concept for Honda’s CBR range.

New LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750 rpm but can be adjusted in 250 rpm increments between 5,000 and 8,750 rpm.

CHASSIS
Unchanged for 2019, the 35mm steel diamond-tube mainframe is light and strong, with a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. Vibration is minimized by the shape and position of the engine mounts, plus the frame’s rigidity balance.

Mass centralization, with the engine in close proximity to the swingarm pivot point, delivers turning agility, while optimum front/rear weight distribution ensures stability. Curb weight (measured with fluids) is 423 pounds for the ABS version. With a low seat height of 30.9 inches, the CBR500R is very easy to manage, and its riding position comfortably accommodates riders of any height.

The 41mm telescopic fork delivers a compliant yet controlled ride and gives great front-end feel. A new single-tube rear shock (as found on larger-capacity sport bikes) replaces the double-tube design of the previous model, its large-diameter piston ensuring excellent suspension response and temperature management. It has nine-stage spring-preload adjustment and works through a rigid box-section steel swingarm, which now features pressed-steel chain-adjustment end-pieces. Lightweight, 17-inch cast aluminum wheels employ hollow cross-section Y-shaped spokes.

ENGINE

Lively twin cylinder power plant’s internal architecture mirrors that of the CBR1000RR

Revised inlet, exhaust and valve timing delivers 4% more midrange power and torque

Sportier sound from new dual exit muffler

Assist/slipper clutch eases upshifts and manages downshifts

Revised inlet, exhaust and valve timing delivers 4% more midrange power and torque

Sportier sound from new dual exit muffler

Assist/slipper clutch eases upshifts and manages downshifts

The CBR500R’s eight-valve, liquid-cooled parallel-twin-cylinder engine offers a well-proportioned balance of physical size and enjoyable power output, with an energetic, high-revving character and capable top-end performance. Already strong off the bottom, the target for 2019 development was faster acceleration through a boost in low-to-mid-range power and torque in the 3,000 to 7,000 rpm range; the 4% improvement comes via altered intake valve timing—with “close” timing accelerated by 5°—and lift increased by 0.3mm to 7.8mm.

Feeding the PGM-FI fuel injection is now a more-or-less straight shot of airflow through the airbox and throttle bodies. The battery has been repositioned further away from the rear of the airbox intake duct (1.7 inches versus 0.5 inches) to allow greater airflow; the exhaust muffler now features dual exit pipes, adding a sportier-sounding edge to each pulse. Peak power arrives at 8,500 rpm, with maximum torque delivered at 7,000 rpm.

The primary couple-balancer sits behind the cylinders, close to the bike’s center of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance is light to allow the engine to spin freely, with reduced inertia.

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally, the cylinder head uses roller-rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction. A silent cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear.

A six-speed gearbox mirrors that of the RR and uses the same gear-change arm structure and link mechanism. New from 2019, an assist/slipper clutch enables lighter upshifts and smoother downshifts.