Honda CBR500R E-Clutch (2026 – )

The evolution of the CBR500R has always been a case of regular incremental improvements, and the same is true with this 2026 version. But the original was so good that’s all it’s ever needed. For 2026 the basics are unchanged in terms of performance, chassis and so on. But the bespoke A2-friendly twin has always been the best in class, the tubular steel chassis, is just ‘right’ for the intended market, the new ’Blade-esque paint job is enough to draw admiring glances at traffic lights and, with LED lights, BPF forks, wavy twin discs and a TFT dash, there’s enough equipment to justify its slightly premium price tag, too. The truly clever bit for 2026 is the new standard-fit E-Clutch. It might add £100 to the price but it makes gearchanges absolutely idiot-proof without removing the fun of selecting gears using the gear lever. No clutch input is required – you can start and stop without it, almost like a scooter. The lever is there and overrides the system if you use it, but you don’t have to. And you can also adjust its sensitivity or even turn it off completely as your experience grows. For an A2 bike it’s a brilliant addition on top of what was already a class-leading bike

Honda is rightly renowned for getting the ergonomics of its bikes spot-on and the CBR500R is another classic example. Yes, it’s the sportiest in the 500s family, so comes with a full fairing and more aggressive riding position but the clip-on style bars are still relatively high, the pegs are mild in their positioning and the seat plush. On top of that the CBR also manages the rare trick of seeming substantial and full-size while actually still light, slim and very manageable. Again, all the stuff an A2 rider wants. Thanks to a pronounced, almost TT-style screen bubble, the fairing does a decent job of keeping off the windblast at motorway cruising speed. Yet, when you’re in the mood, it’s still sporty enough to encourage you into a racing crouch to attack some twisties for the hell of it. Even for a tester too tall, hefty and old to count as the target audience it proved an absolute blast and the novelty didn’t wear off for one moment, even after a mix of commuting, motorway runs and A- and B-roads. That’s some trick.

Considering the CBR500R in its original form was launched alongside the roadster CB500F and adventure CB500X (both with identical engines and frames) you might not expect it to be particularly practical – but it is. That’s even more impressive when you realise Honda has since added two further variants since – the CMX500 Rebel cruiser and CL500 retro scrambler. For all that the CBR is comfortable and easy in all situations. Thanks to its fairing it is probably more long-legged than most of its siblings. It’s very easy to ride – even more so with the addition of E-Clutch – and yet it still gives enough of a sporting thrill to satisfy.

Obviously, there’s a caveat here: the CBR500R, like all Honda CB500s, is specifically built as an A2 category machine so by law it’s limited to 47 horsepower. That said, Honda’s A2 twins still, after 12 years, remain the best at exploiting that regulation to the full. The 471cc motor produces bang-on the regulated limit yet is also flexible and friendly. Where many rivals are still singles the parallel-twin configuration makes it smoother, more grown-up and substantial for a true first big bike feel. It’s proven, slick and reliable and E-Clutch now means you can effectively treat it like a scooter, even if you still have to work your way up and down the box with the shifter. Manual control is something you can then learn, practice and perfect as and when the mood takes, up to and including turning the system off completely. For an A2 bike powertrain it’s a class above everything else. Braking, meanwhile, is adequate rather than sparkling with the twin wavy front discs and Nissin calipers capable rather than powerful although, again, that’s probably a good thing on a novice bike.

We’re talking about adequacy rather than impressiveness, here. At the end of the day the CBR500R is designed as a novice-friendly bike for which affordability and friendliness are more important than cutting edge dynamics and premium cycle parts. So, though sporty, the CBR’s chassis is a little basic, being a simple, tubular steel affair with cast side plates – there’s no Aprilia-style fancy aluminium here. The suspension is also adequate rather than fancy, with only preload adjustment at the rear, although the upgrade to inverted Showa BPF forks a couple of years ago added a more premium lustre. That said, the result is more than fine. The CBR is both easy and engaging, with intuitive steering and reassuring grip and stability and, although unlikely to win any races, for the type of rider it’s likely to attract is more than sufficient.

At the end of the day the updated Honda CBR500R has relatively modest power, a proven track record and hails from one of the most reputable manufacturers of all so costs are never going to be excessive. Consumption is going to be a bit higher than single-cylinder rivals but is still in the 60-70mpg range while consumable components like chains, brake pads and tyres should get a relatively easy life. Despite a higher new price than some residuals are better than many, too. Overall, it’s a pretty frugal buy.

Given it’s a Honda, and one with a long and proven track-record at that, we have no worries here. The only caveat would be the key feature on this new 2026 version is the addition of E-Clutch. We can’t completely vow for its reliability, although the system has now been around for two years and we had no concerns at all during our week-long, 500-mile test.

Most new Hondas come with a standard two-year manufacturer warranty. However, this is effectively a six-year warranty under a new scheme if you service your bike at an authorised dealer. This works in 12-month increments up to a maximum overall of six years with the correct servicing. To wit, the CBR500R, like the rest of Honda’s 500cc A2 family, has the usual break-in service at 600 miles and then checks every 8,000 miles or annually.

Ultimately the CBR500R is a slightly budget machine aimed as novice rider, so it has always been slightly built down to a price. That’s also why it has also always been built in Thailand rather than Japan. That said, it’s never really been lacking and has been repeatedly and successively updated along the way. So, since 2024 it’s had Honda’s standard 5.0-inch TFT dash with Bluetooth connectivity. The forks are now decent USD Showa BPFs, there are twin wavy discs with four-piston radial calipers, there are LED lights all round, smart three-colour paint and so on. The result looks more premium than most A2 bikes, and is good quality throughout.

Simply, if you’re after an A2-compliant bike with sporty styling and manners the new CBR500R should be right at the top of your list. It’s a proven performer, delivers a near-perfect balance of novice-friendly character and sporting appeal, has proven reliability with lots of quality touches and now has its own ‘USP’ with the addition of E-Clutch. As a sporty A2 bike it is as close to ‘no-brainer’ as it comes!