CBR500R
Originally released in 2013, the CBR500R is an A2 licence-compliant machine for those new to sports bikes, or looking for all the fun, but in a smaller, lighter, and more manageable package. Visordown has been lucky enough to have ridden many of the previous versions of the little parallel twin, and it’s safe to say that the CBR500R is a well-loved bike here in Visordown towers. We took it for a tour of Tenerife a couple of years back, and followed that up with an anti-clockwise ride around the NC500 to test the updated version.
What we all agree on is that it is one of the most enjoyable and effortless sports bikes on the market, and it really seems to get under your skin pretty much as soon as you ride it. I rode the 2022 model, so the specs are the same as the one that Alex rode around the NC500. I would recommend reading his review of the CBR500R or watching his video on the Visordown YouTube channel.
Engine Type | Liquid-cooled 4-stroke DOHC parallel twin 471 cc |
Engine Displacement | 471 cc |
Max. Power Output | 46.9 bhp (35 kW) @ 8,600 rpm |
Max. Torque | 43 Nm @ 6,500 rpm |
Fuel Consumption (miles per litre) / CO2 emissions | 17.8 mi/L / 80 g/km |
Length × Width × Height (mm) | 2,080 × 760 × 1,145 |
Seat Height (mm) | 785 |
Wheelbase (mm) | 1,410 |
Kerb Weight (kg) | 192 |
Brakes (Front/Rear) | 296 mm double disc with NISSIN® radial-mount 4-piston callipers / 240 mm single disc with single-piston calliper (2 Channel ABS) |
Tyres (Front/Rear) | 120/70ZR-17M/C / 160/60ZR-17M/C |
Suspension Front | SHOWA® 41 mm SFF-BP USD fork |
Suspension Rear | Pro-LinkTM mono with 5-stage preload adjuster, Steel hollow cross swingarm |
CBR600FS
Released in 2001, but with production ending in 2002, the CBR600FS was designed to win the World Supersport championship, a feat that Fabien Foret and Ten Kate Honda achieved in 2002. This sporty road bike comes with a split pillion seat and dual valve springs. It was aimed at riders who want an all-round bike for commuting, touring and track days, and it was a big success. Hoards of riders opted for the new Honda, and you can still spot them roaming the circuits at trackdays across the land.
However, I would like to meet the rider who commuted on this for a long period of time. The CBR600FS has (what I view as) a ‘traditional’ or stereotypical riding position of ‘stomach on tank’. Unfortunately, this meant my lower back started aching early on. It’s a problem likely fixed with some bar risers and other adjustments, but really does underlie the reason Honda created the bike in the first place - to go fast and to win races.
The CBR600FS was my first ‘Big Girl Bike’ and I regularly referred to her as my other baby. Purchased on the recommendation of a mate, I instantly fell in love with this bike that felt like a rocket on wheels. It had the power and throttle to make me feel like I was going to fly off the back of it. The engine was loud, with an addictive induction howl, while the exhaust intimidating enough to make every other road user move out of the way... Or race me!
The CBR600FS is a bike that deserves to be in the hands of a top rider on track. Refined, developed and powerful, I can imagine it would ruin some knee sliders…
Engine Type | 4 cylinders, 4-stroke, Inline |
Engine Displacement | 599 cc |
Max. Power Output | 108 HP (80 kW) @ 12500 rpm |
Max. Torque | 65 Nm (6.63 kg-m) @ 10500 rpm |
Fuel Consumption (miles per litre) / CO2 emissions | |
Length × Width × Height (mm) | 2065 x 685 x 1135 |
Seat Height (mm) | 810 mm |
Wheelbase (mm) | 1390 mm |
Kerb Weight (kg) | 199 kg |
Brakes (Front/Rear) | 296 mm twin disc / 220 mm disc |
Tyres (Front/Rear) | 120 / 70 R17 ZR / 180 / 55 R17 ZR |
Suspension Front | Cartridge |
Suspension Rear | Mono shock, Swingarm |
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Modern vs Retro
As someone who predominantly rides as a commuter, I found the CBR500R to be a far superior bike than the sportier CBR600FS. The first obvious difference is the increase in technology. Having an indicator for when one needs to change gear seems old hat these days, but the CBR600FS doesn’t even tell you which gear you’re in. As a new rider with a memory condition, my first rides on the 600 were blighted by duff shifts! Moving further forward on the bike we find 296 mm four-pot callipers, but ABS was still a few years away from the world of middleweight sports bikes. It might be cool to not have ABS in favour of a more analogue bike on track, for me though and the riding I do, the inclusion of it on the CBR500R is a welcome addition.
The minor weight difference is notable during handling. The CBR500R is easier to handle, lighter to manoeuvre and didn’t give me the lower back ache that I would get on its predecessor. It’s more comfortable, which in turn makes it more fun, as you can forget about everything else and just get on with your ride.
It still growls like CORPSE HUSBAND and is powerful enough to make overtaking and filtering fun. I found that the CBR500R made even the greyest, coldest and most boring commute enjoyable. Granted, it might not have the screaming 100bhp in-line four of the FS, and the stop watch would ultimately tell the full story… but for the way I ride, the CBR500R seems more than up to the task of carrying that famous three-letter moniker onwards and into the hands of a new line of sports bike riders.
Find out more at Honda.co.uk
