2020 Honda CB500X First Ride Review

This commuter is also a willing adventurer.

Adventure bikes are the conquerors of just about all of the land the sunlight touches, but up until recently they were large, tanks of machines built for more experienced riders. Beginners like to explore too. Honda’s CB500X was first introduced in 2013 as a means to hit the more urban side of the adventure category and fill a void that larger-displacement ADVs left unconquered. And now, to the enjoyment of newer riders, just about every displacement level is represented in the ADV category with the Honda CB500X laying claim to the small parallel-twin realm.

The 2020 Honda CB500X makes adventuring possible for the common commuter.Jeff Allen

As you may recall from our 2019 review, this motorcycle started out as a midsize commuter. Owners were adventure-fying it with modifications to the suspension and swapping to knobby tires. Honda noticed and last year gave it an adventure-focused makeover that we see today.

On road the CB500X flaunts its commuting roots.Jeff Allen

The first thing you will notice when twisting the throttle is the CB-X’s smooth transmission and a mild-mannered 471cc parallel-twin engine. The clutch pull is light and modulation is easy thanks to the slipper assist function—a perk for navigating the daily stop-and-go. While the gear changes are nice and smooth, downshifting between first and second does occasionally catch on neutral. The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable.

Vibration is well tamed until the machine is revved to about 7,0008,000 rpm—only a faint buzz is felt through the seat at and above that point. When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools. When wearing an ADV-style helmet I did notice the wind buffeting the visor when hitting freeway speeds, nothing a little more tuck behind won’t fix.

Another commuter-friendly benefit of this machine is that it sips fuel from its 4.6-gallon fuel tank. With an average of 54.6 mpg recorded, in the best case scenario of economical riding, roughly 251 miles can be had per tank.

On the pavement, the CB-X’s 41mm telescopic fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability. The rear’s setup only allows for preload adjustability, which will not help tame the rear end’s undulations. Suspension at a price comes with some compromises. The combination of the softer suspension and 19-inch front wheel suits the dirt roads well though. Washboard bumps and jagged ruts are soaked up without much issue, and the blows are softened without jarring to the rider, even when the 5.9 inches of front-end travel was bottomed out on larger obstacles.

The soft suspension does provide more comfort in the dirt, though it is not as stiff as preferred for tackling twisties on the pavement.Jeff Allen

The chunky block Dunlop Trailmax Mixtour tires that wrap around 19- and 17-inch cast aluminum rims provide a blend of both paved and dirt road capability. The tires stick well to the asphalt and offer commendable grip on fire road surfaces. There is, however, a bias toward harder-packed dirt over gravel since the rear tire struggles to find forward drive in deep gravel.

The rider triangle is a comfortable one. Standing up, however, does present a few flaws.Jeff Allen

Seat height is 32.7 inches but it feels a little taller than that with the seat’s somewhat boxy spread between the legs. While I had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung CW-measured 431-pound weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections was only fairly comfortable since the bars were just a tad low and back causing me to bend more over the bars than preferred while intruding on my knee space. With the balls of my size 10 feet situated on the pegs my right heel rested on the exhaust cover when in a standing position as well, further cramping the rider’s space. Another tight area was the mirror height above the grips—the stubby mounts don’t give a lot of space above the grips, something that was most noticeable when in a standing position or when replacing hands to the grips.

The windshield provides added comfort for the commute, however, giving the mirrors a fist pump is a fairly common occurrence when putting your hands back on the grips at a stoplight.Jeff Allen

front brakes — Both the front and rear brakes are not noticeably aggressive, but they do sufficiently bring the bike to a stop without drama.Jeff Allen

With a single finger pull at the brake lever, the front’s single Nissin two-piston caliper offers decent grip on the 320mm rotor, but not an overly aggressive one—a positive for less experienced dirt riders. The single Nissin one-piston caliper out back offers a controlled and communicative pressure to the 240mm disc as well. In short, no criticisms are warranted—they simply get the job done without drama. Our test unit was the non-ABS version; ABS is available for a $300 upcharge.

Not only does the suspension and large chunky-block tires hint to its ADV designation intent, the slight ADV-like beak protrudes from beneath an LED headlight to further the ADV story. LED blinkers also offer a clean and polished look that is so prevalent on the latest Hondas. A light bar, hand guards, and pannier sets are also available as accessories to make this machine more suited for longer, more rugged journeys.

The gauge is easy to read. There is a second digital tachometer located in the bottom right toggle menu which seems redundant considering the larger circular one on the left.Jeff Allen

Finally, the LCD display provides easily discernible figures for the gear position, speed, clock, toggle menus, and a circular tachometer, but what left me a bit confused was the redundancy of tachometers—a larger circular one on the left and a digital one in the bottom right toggle menu. Regardless, you will be well informed of how quickly that crankshaft is spinning.

Dirt commute — Commute? Absolutely. Dirt? Sure!Jeff Allen

The CB500X’s appeal is its lighter, more beginner-friendly approach to the ADV class and while it does have a commuter background, it can handle a bit of off-road. So go ahead and have fun on the dirt on weekends and then ride it down the freeway to your 9–5 the rest of the days of the week. It’ll take it.

Dirt lake — Go ahead and explore a little.Jeff Allen

2020 Honda CB500X Specifications

MSRP:	$6,699 (non-ABS)/$6,999 (ABS)
Engine:	471cc, DOHC, liquid-cooled parallel-twin
Bore x Stroke:	67.0 x 66.8mm
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	42.45 hp @ 8,130 rpm
Cycle World Measured Torque:	29.25 lb.-ft. @ 6,500 rpm
Fuel System:	PGM-FI w/ 34mm throttle bodies
Clutch:	Wet, multiplate
Engine Management/Ignition:	Computer-controlled digital transistorized w/ electronic advance
Frame:	Diamond-type frame
Front Suspension:	41mm telescopic fork; 5.9 in.-travel
Rear Suspension:	Pro-Link single shock adjustable for spring preload; 5.9-in. travel
Front Brake:	2-piston caliper, 320mm petal-style disc
Rear Brake:	1-piston caliper, 240mm petal-style disc
Tires, Front/Rear:	110/80-19 / 160/60-17
Rake/Trail:	27.5º/4.3 in.
Wheelbase:	56.9 in.
Ground Clearance:	7.1 in.
Seat Height:	32.7 in.
Fuel Capacity:	4.6 gal.
Cycle World Measured Wet Weight:	431 lb.
Availability:	Now
Contact:	powersports.honda.com