Honda CBR500R FOUR | Coming Soon

In a motorcycling world dominated by adventure bikes and parallel-twins what sensible mainstream manufacturer would dare launch a buzzy, lightweight four-cylinder sports bike with a revvy 500cc motor and minimal tech?

Well, it seems 'boring and sensible Honda' has had one of its occasionally mad moments and decided to share its Japanese market CB400 SUPER FOUR with the world, albeit with a bigger and all-new motor at its heart. Clue in the name and all but the CBR500R FOUR slots in beneath the CBR650R, resplendent with its ’blade-inspired livery, standard E-Clutch and decidedly anti-fashion engine configuration, taking the fight to the likes of the Kawasaki Ninja ZX-4RR and QJMotor SRK 421 RR. In one of those curious little coincidences this also comes just days after BMW’s announcement of an RR branded sports bike twist on its newF 450 GS platform, perhaps hinting at a rekindling of the small-capacity grey import wars of a previous biking age.

What is the CBR500R FOUR?

As an evolution of that Japanese market CB400 SUPER FOUR, this new 500 builds on that bike’s popularity among young riders looking for maximum thrills on minimum ccs. Despite already having a perfectly serviceable parallel-twin powered CBR500R seemingly serving the same audience Honda has gone full Honda and developed an all-new small-capacity screamer, apparently especially for the CBR500R.

Displacing 502cc it’s loudly and proudly a revvy in-line four in the classic tradition, deploying 72 horsepower at 11,000rpm en route to a 12,500rpm redline. Torque isn’t forgotten, with a muscular 44.4Nm from 9,250rpm, ram-air induction, unequal length intake pipes (because character) and a focus on reduced friction and improved response.

A restricted version for riders on A2 licences will also be available.

CBR500R FOUR chassis and electronics

A steel frame uses the engine as a stressed member, the aluminium swingarm driving the rear shock via a Pro-Link set-up. Forks are 41mm upside-down KYBs, the twin front discs rare for a bike of this class and helping both braking and kerbside posing power. A relatively chunky sounding 189kg kerbweight is perhaps the only disappointing number on the spec sheet, but on a par with the equivalent QJMotor and Kawasaki.

Standard-fit E-Clutch is about as techie as it gets, the system now rolled out across Honda’s mid-capacity line-up and improving accessibility to those who want twist-and-go convenience but easily switched off if you prefer to change gear ‘properly’.

There are rider modes governing throttle, engine braking and stability control with user-configurable options but no IMU or cornering rider aids. With the standard fit Pirelli Diablo Rosso IVs and relatively modest power you hopefully won’t need to lean too hard on electronics, anyway.

When and how much?