CBR500R 12,000 mile review

[BrownTrousers]

CBR500R (MY2013)
12,000 MILE REVIEW

So, after two years and 12,000 miles of ownership, I recently sold this bike, so now seemed like a sensible time to do a real world review.

https://i33.photobucket.com/albums/d96/tjtharby/mvRwIS5_zpsb52ae766.jpg

OK, let’s get this out the way at the beginning: Despite the fairings and the two “R”s emblazoned on the side, this is no race rep, no fireblade wannabe. I don’t say that as a negative thing either, I mention it only because that seems to be the first accusation levelled at this bike “it’s trying to be a racebike but it’s too slow”. In my humble opinion those people are missing the point of this bike entirely; I don’t think anybody out there is seriously struggling to decide between buying one of these and a fireblade. However, lots of people may be considering this bike on its own merits, as a cheap, frugal commuter with the bodywork adding just enough style and attitude to make it fun for weekend rides too (as well as some weather protection).
If so, you probably won’t be disappointed.

The facts:

[*]Cost - £4,700 (RRP was just over £5k but I got a deal because the 14 model was about to be released)
[*]Power – 47bhp (A2 friendly)
[*]Weight – 195kg fully fuelled
[*]MPG - dash currently showing high 60s.
[*]Tank range – I don’t start looking for a fuel station until the trip ticks over 200 miles
[*]Service intervals – 8000 mile minor (do it yourself). 16,000 major incl valve clearances.

What is it actually like to live with?

My riding is a mix of A-roads and city traffic commuting, weekend country ride outs and week-long tours (recently to Wales and to the peak district). The bike lives outside. I cover it if I’m not going to use it for a few days but it’s a daily commuter all year round so has seen its share of bad weather.

After 2 years, there is honestly not a spot of rust anywhere on the bike. Partly this is thanks to liberal use of ACF50 but there is certainly no evidence of cheap build quality. In fact it feels very well put together compared to competitors from other big Japanese manufacturers which I test rode. Nothing has worked loose, dropped off etc.

OK, so in bike terms, it’s not that fast, but the acceleration will leave behind all but the most expensive cars, and it will cruise at 100mph with ease. Handling is predictable and dependable even on the OE tyres, although switching to Michelin pilot road 4s has given me more confidence in the wet. Front suspension is unadjustable on the MY13 and rear spring is preload adjustable only. ABS is a nice safety net, it stepped in a couple of times when I was a bit aggressive with the slightly wooden feeling rear brake, but never intruded at all on the front.

It is so cheap to run; the relatively low power and low weight means tyres, chain and sprockets, brakes all last forever and are cheap to replace. Fuel economy is brilliant, its easy to work on yourself (apart from Honda employing gorillas to tighten even the most minor bolts) and insurance was pretty cheap for me too. The tool kit that came with it is pretty good, it has sensible grab handles which double up as strapping points for luggage and the dash is clear and easy to read.

It’s not perfect, nothing is. I was left on the side of the road when I ran out of petrol because the fuel gauge still said half full. My Honda dealer recovered me, diagnosed and replaced the fuel sensor under warranty within 2 days no questions asked. This was later identified as a formal safety recall item by Honda.
There was another early recall for a loose cylinder head bolt but this will be fixed in all bikes on the road by now.
The OE rear hugger costs an extortionate £80 [but a cbr250 one is half the price and fits fine], the OE rear seat cowl is a poor fit and can scratch the paintwork, and a gear indicator would be nice for a bike aimed at inexperienced riders.

I guess a good measure of how much I like the bike and how well it suits my needs is the fact that I haven’t needed to spend loads on modifications; a scorpion can added some extra attitude and a rear hugger really should come as standard, but otherwise, it has always behaved exactly as it should.

Like anybody, I occasionally found myself lusting after new more shiny and more powerful bikes, but I don’t have space for 2 bikes and I honestly don't believe anything in my price range suited my needs better as an all rounder.

Final note; MY2016 onwards has a lot of sensible upgrades including adjustable levers, adjustable front forks, LED lights and bigger fuel tank.

TLDR

A good bike for what it is, but don't try to trick yourself (or others) into thinking it’s a sports bike.
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Ducati Multistrada 950 | Triumph Tiger 800 XR | Honda CBR500R | Yamaha YBR 125 Custom

[ZX-7R]

Nice review mate.



Always thought they were a good choice if you want a cheap to run commuter that does have a bit of style about it.
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Current Bike - 2000 ZX-7R

[Rogerborg]

[RhynoCZ]

It does look good, but I still can't get over the fact, it's got ''only'' a twin cylinder engine in it.
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'87 Honda XBR 500, '96 Kawasaki ZX7R P1, '90 Honda CB-1, '88 Kawasaki GPz550, MZ 150 ETZ
'95 Mercedes-Benz w202 C200 CGI, '98 Mercedes-Benz w210 E200 Kompressor

[stevo as b4]

Is that because it looks too big or wide for twin cylinder engine?

Or is that that twin cylinder engines are just eminently crap and should never be considered for anything from a ditch pump to a motorcycle?

[Wafer_Thin_Ham]

Tempted to have one as a commuter for that sort of coin. Can't help but think an SV650 would be cheaper and a bit more fun?
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[chickenstrip]

[stevo as b4]

In his opinion I meant, coming from the fact that his ZX7R has a IL4. I just possibly wrongly detected a hint of 'I wouldn't have a 2cylinder engine in a bike if it was the last machine on earth' feeling.

What makes a 750cc IL4 magical and perfect 'Im not sure of either?

[ZX-7R]

[stevo as b4]

Can see where your coming from, and a great sound is always hard to argue with. But you can have a crap IL4 just as easily as a crap twin and vice versa.

Choice of a proper 90's CB500 or something much crapper like a Kawasaki GT550 and I know which id be riding. If a twin is always crap because it's in line and not a fashionable V2 then someone should have let all the manufacturers know years ago.

There's pretty good and trick twins, and things like the Kawasaki ER6 motor are effectively a ZX12R engine over bored and sawn in half. The GPZ1000RX was also the basis for a great twin pot motor too.

[RhynoCZ]

Stevo, you know me far too well. Every motorized vehicle I have ever had owned (even a 190e for 3 days), had a in-line four cylinder engine in it.

But, I still have a understanding for having a parallel twin cylinder engine. I mean, a 125-300cc is perfectly understandable, as it would be expensive and not really beneficial to produce four cylinders this small, but having a CBR with such engine just seems wrong, especially when we are talking about 500cc+ engine displacement. This being said about the no. 1 motorcycle in my garage, as a 2nd. motorcycle I'd even buy a CBR 125/250, just because of the low cost running.

[Snod Blatter]

I have briefly ridden one of these, and a few things struck me:

1) By 'eck this is slow for 47BHP. Feels more like 30? And more revs doesn't help..

2) By 'eck this thing has twitchy handling, any input on the bars has it darting off its current path. You could get used to it though.

3) By 'eck the upshifts (or was it downshifts?) through this gearbox are horrible, so dry and scratchy feeling. Going the other way was wonderfully slick, very strange.

4) The grip! Ohmigod the sheer grip this thing offers on what look to be OE Bridgestones. Phwoaaaarrrrr!! It wants to be cornered faster and faster, I'd kill myself in no time if I owned one of these.

Basically seems okay, and comfy too. Just a shame the gearing is so long or the bike weighs too much or something, it really didn't seem at all nippy. And I spend most of my time on a 20HP CB250..
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1994 CB250, 1984 CBX250RS-E, 1989 K100RS, 1995 TRX850, 2016 Z250SL

[Pigeon]

[BrownTrousers]

[Pigeon]

Fair do's, sounds like you picked a good choice for what you needed at that time. And now you need something different.


I thought the valve check was very early on these, like 500 miles or something crazy. I'm sure I remember buyers weren't overly happy at buying a reasonably priced bike to then immediately get hit for a big payout.

Was that not the case then?

[BrownTrousers]

[Polarbear]

195 kg for a 2 cylinder commuter bike?

That's a bit bloated is it not?
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Triumph Trophy Launch Edition

[Rogerborg]

The dry weight appears to have been chosen to precisely hit the A2 power-to-weight limit.

[Enduro Numpty]

Good report

[Snod Blatter]

Oh and I'd also like to say that the front brake was rubbish! Good initial bite but if you squeezed the lever more, hardly any more braking happened.. Seemed likely a mix of cheap pads from the factory and a master cylinder with a bore that is too large. I told the owner about it afterwards and he agreed, reckoned it had scared him a couple of times. Ahh progress!
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1994 CB250, 1984 CBX250RS-E, 1989 K100RS, 1995 TRX850, 2016 Z250SL

[The Tot]

I was looking at the Honda 500's to serve as my daily commuter. It's going to be a daily 70 mile round trip on the M5 from Gloucester to Bristol. My only question is, should I get a used/nearly new MY13-15 CBR500R or CB500X. Or, better still the MY16?

I already asked my local deal for PCP quotes on a new bike and got straight up rejected by virtue that I'll be putting on 16k miles a year. They definitely know that I'll be running the bike to to ground and won't be PXing for a new bike whilst the residual value is still high.

I had a go on the CB500F and thought that the machine's handling and performance was respectable for a commuter. I just need something that will sit at 80 on the motorway and have some modicum of wind protection. Everything is pretty accessible on the bike so servicing won't be much of an issue.

So, CB500X or CBR500R? Bear in mind I've exclusively ridden supersports/superbikes in the last 10 decade, so I'm erring slightly on the 500RR because of the more familiar riding position.
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The Tot 2019 Z1000SX - 2007 R1
Never argue with autism

[Polarbear]

[The Tot]

I had a go on the NC750X and can't say I was much of a fan. Heavier and more sluggish power delivery. Back to back, I felt more comfortable on the CB500X. it's cheaper to buy 2nd hand with lower miles, although insurance is the same. Granted the NC can eek out 10mpg more than the CB/CBR. It beats riding the R1 into Bristol just to square off the tyres and knacker the chain!
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The Tot 2019 Z1000SX - 2007 R1
Never argue with autism

[Pigeon]

Seems plenty of 1k mile 2013 CBR500R for about £3750 - £4000

Seems quite an expensive way to avoid squaring tyres & chains.

That said, I did a similar thing and bought a heap to avoid dinging the better one.

But you're wanting 100% reliability with 70 miles a day.

My £1k SV has only had 3 faults in 11,000 miles. A blown reg/rec that was knackered when I bought it. The horn button stopped working (switch just needed a clean). And the wiring loom stripped itself on a sharp edge on the fairing.

Anyway, none of which resulted in my not getting to work or home. And it cost £1k and has done 50k miles.

But you're just as likely as to buy a heap of trouble I guess. The risk you take with old stuff that's had 10 owners

Seems plenty of CB500x for the same money. Most include luggage, which could be really useful?
I'd go for the 500x, purely on practicality.

Get a demo ride

[Rogerborg]