2021 Honda CB500X First Ride: Hits & Misses

Is Honda’s much-awaited mid-capacity ADV the perfect beginner adventure bike for everyone?

Honda has kept us auto journos pretty busy in the last few months as it has expanded its portfolio in India. First, we saw the Japanese giant bring in the H’Ness CB350 followed by its sportier version, the CB350RS. The latest, but probably most-awaited offering, the CB500X is Honda’s newest Big Wing entrant. We had been waiting for Honda’s 500 lineup since last year but once again, the pandemic dashed those hopes. However, now that it is finally here, can it live up to all the expectations and even justify its sky high price-tag of Rs 6,87,000 (ex-showroom)? Well, we did get a short spin on it to find out just that. So here’s what we liked and disliked about Honda’s first mid-capacity ADV in India:

Things We Liked

The last time one of us took the CB500X for a spin was back in 2017, and the motorcycle left a pretty hard-to-forget impression. Here are five things that did the same for us this time around:

Engine

The CB500X is powered by a 471cc parallel-twin engine putting out 47.6PS at 8500rpm and 43.2Nm at 6500rpm. Not too impressive here, right? Surprisingly, the engine is one of the most likeable things about the X. Allow us to explain. First things first, as one would expect from Honda, the engine is butter smooth throughout with barely any vibrations felt anywhere in the entire rev range, except near the redline. 

Then, the engine is tuned such that most of its torque kicks in right from 2200-2300rpm, making it very tractable. Owing to this, it easily sat at about 30-35kmph even in 4th gear with enough juice for quick overtakes. As for highway duties, the bike can easily sit at 100-110kmph in 6th gear effortlessly around the 4700rpm mark. 

Further, the motor felt pretty linear thanks to its well laid-out powerband offering enough punch for sudden bursts of acceleration. To effectively put the power down, the CB employs a six-speed transmission with an assist and slipper clutch. The clutch action was pretty effortless even in stop-go traffic but the gearbox wasn’t exactly butter smooth. However, this could be because the bike was absolutely fresh out of the box with no oil changes or services.

Riding Dynamics

Impressive riding dynamics on an ADV? Yes, sir! The CB500X is a sweet handling motorcycle and Honda has worked well to iron out the shortcomings of a 19-inch front wheel on the road. The CB really gets into its own once things get in motion. It is oddly confidence-inspiring in the twisties for an ADV and once you put in the slight initial countersteering effort, the bike tips in comfortably and remains planted throughout the corner. This confident feel is no doubt aided by its dual-purpose Dunlop Trailmax rubber. Its 41mm telescopic fork and monoshock, both preload-adjustable, absorb undulations well thanks to their fine tune. 

More so, if you decide to take the bike off-road, the suspension performs well there too. That said, the rear bounces on big bumps but adjusting the preload should help here a little. We didn’t really fiddle around with it, though. Speaking of off-road, the CB’s slim nature, tall handlebar, and centre-set footpegs make standing on the bike effortless. Surely your thighs don’t lock onto the bike as well as they do on the Royal Enfield Himalayan, but bear in mind the CB is more of a tourer than an all-out rugged off-roader.

We were also thoroughly impressed with the X’s front brake as it offers a good bite, even though it doesn’t sport twin discs like the Kawasaki Versys 650 and the Benelli TRK 502. Further, the brake lever is 5-step adjustable, allowing some level of personalisation.

Versatility

Most of our time with the 500X was spent riding on city roads and the CB500X delivered there as well. The wide handlebar, coupled with its short turning radius, made traffic duties a breeze aboard the CB. Further, the bike kept fairly cool even in peak heat at crawling speeds. All this makes the Honda CB500X an extremely versatile motorcycle, so much so that one can even take it for Anda-Bread runs.

When we got out of traffic and onto the highway, the CB impressed us even more. Sitting at triple digit speeds felt effortless and the relaxed riding posture makes it a comfortable steed. Subtle touches such as the integrated luggage mounts on the grab rails further enhance the 500X’s touring capabilities.

Ergonomics

ADV motorcycles are usually comfortable with relaxed ergonomics and the CB500X is no different. The handlebar is tall and the footpegs low, resulting in a comfortable rider’s triangle. That said, like a typical ADV, its seat height isn’t exactly low at 830mm but what helps its case is just the narrow design of the bike. To put things into perspective, I’m 5’9 and I could easily put both feet down, and we think it should be accessible for most riders. But what about moving the bike? Well, we’re happy to report that even though the CB500X tips the scale at roughly 200kg, it is fairly easy to move around. Sure, it does takes some effort when you’re at a standstill, but it is nothing out of the ordinary. 

What about long distance riding, you ask? It’ll be a breeze as the X’s windscreen will provide decent wind protection for most riders and if you’re one of the exceptions, its height can be increased by 40mm. The adjustability does require tools, though, and it can’t be fiddled around with on the move. Further, its seat is well-padded yet adequately firm to provide proper cushioning to your butt, ensuring that you don’t sink into it on day-long rides. The only thing that might bug a few people is that the engine casing protrudes a little which could touch your shin when tip-toeing.

Design

Now, looks are subjective and a lot of people will criticise the CB for its simple appearance. But we, for one, dig its design. The CB500X might not look like a hardcore ADV in photos but it looks pretty commanding in the flesh. Its sleek lines, short beak, tall visor, and subtle design cues like the candy red subframe make it look quite exquisite. Further, the attention-to-detail is on point and we didn’t encounterfind any finishing flaws on the bike. Sure, the 500X doesn’t come off as a proper off-road motorcycle like the Royal Enfield Himalayan, but this isn’t really meant to. 

It gets black alloy wheels and full-LED lighting with blue pilot lamps -- design details we really appreciate. Honda is offering the X in two colour options: Matt Gunpowder Black Metallic and Grand Prix Red, both sporting red camo graphics on both sides. While the motorcycle is mostly blacked out, the twin header pipes are chrome and that adds some bling to the mix. 

Things We Didn’t Like

No motorcycle is perfect and as much as we liked the 500X, here are some things that can be improved:

Feature-list

Don’t get us wrong, the CB500X’s feature list is fairly decent given that it’s meant to be a simple motorcycle. It packs all-LED lighting, a fully digital instrument cluster, slipper clutch, dual-channel ABS, an emergency hazard light feature, and an adjustable brake lever. But, none of this is chart-topping or stand out, especially given its price. In the name of riding aids, the bike only gets an un-switchable dual-channel ABS. Smaller and much cheaper motorcycles offer a lot more, which doesn’t help the CB’s case either. For reference, the KTM 390 Adventure offers cornering ABS with an off-road mode, a quickshifter, and even cornering traction control, while coming in at almost half the price.

To make matters worse, the fully digital instrument cluster isn’t too big and its negative LCD isn’t too legible in bright sunlight either. Moreover, there isn’t a whole lot of information on display either. Apart from all your basic info, it only displays average and live fuel-efficiency. 

Lack Of Off-road Protection

While we understand the CB500X isn’t meant to be bashed on off-road trails, the fact that it doesn’t come with any off-road protection at all is a bit of a bummer. There’s no cradle frame here, no bash plate, no engine guards or even simple knuckle guards. This leaves a lot of parts exposed to abrasion and impact while riding off the beaten path, the key ones being the crankcase, oil filter, and header pipes. As good as the shiny headers look, even an average sized rock could dent them when riding at high speeds. In comparison, the Benelli TRK 502 offers quite a lot of protective bits all around.

Pricing

While every aforementioned ‘con’ is more or less fixable, its pricing isn’t. At Rs 6,87,000 (ex-showroom Gurugram), the bike hits almost Rs 8 lakh on-road. Such a sky-high price even after being a CKD (Completely Knocked Down) is absurd. The only justification given to us by Honda officials was that the bike’s kits come directly from Japan, instead of Thailand.

Verdict

For all its merits, the CB500X is the perfect first bike for budding adventure riders and one that they won’t outgrow quickly. But as much as we love this bike and its pros outweigh its cons, we find it rather difficult to recommend it to anyone. That’s down to its ridiculous price, which is just a few thousand shy of the higher capacity and more powerful Kawasaki Versys 650. That said, Honda’s big bikes are known to be the most affordable in the country when it comes to servicing and spares, and the same should be the case with the CB500X as well. But whether that’s enough to convince potential buyers to part with so much cash is something that remains to be seen.