2019–2024 · Naked Bike · Buyer's Guide
Confidence Built Into Every Mile
Honda built the CB500F around a 471 cc parallel twin that makes 48 hp at 8,600 rpm and 32 lb-ft at 6,500 rpm, and the whole machine is organized around making that output usable rather than dramatic. Torque arrives from roughly 4,000 rpm and keeps building without a step in it. The chassis is genuinely good for the money: 17-inch wheels front and rear, a 30.9 in (785 mm) seat and 417 lb (189 kg) wet. ABS is standard, along with a slipper clutch and LED lighting. In the accessible naked class, this is the sober, thoroughly finished option.
The low seat and narrow waist do most of the work here. You get your feet down, the steering asks nothing of you, and the bike stops feeling unfamiliar after about ten minutes. It ages the way you hope a Honda ages, mechanically dependable over real mileage and cheap to keep running, though the paint marks easily and metal fasteners pick up surface rust when the bike lives outside in wet or salted weather. It suits newer riders, commuters, and experienced riders who want something small and honest for back roads. The caveat is the front end: the fork is non-adjustable and soft, so heavier riders will find it diving and skittering over broken pavement.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 48 hp (35 kW) @ 8,600 rpm |
|---|---|
| Torque | 32 lb-ft (43 Nm) @ 6,500 rpm |
| Displacement | 471 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 296 mm |
| Front tire | 120/70-17 |
| Rear tire | 160/60-17 |
| Wheelbase | 55.5 in (1410 mm) |
| Seat height | 30.9 in (785 mm) |
| Wet weight | 417 lb (189 kg) |
| Fuel capacity | 4.5 gal (17.1 L) |
| Top speed | 114 mph (183 km/h) |
| Fuel economy | 59 mpg (US) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
Over the years I've heard plenty about this bike. It comes up in paddock talk, at club nights, from owners over coffee, and in the messages riders send me once they've put real miles on theirs. The picture is consistent. Owners trust the PC63 CB500F to keep running and to cost very little, and their complaints keep coming back to one idea: it gives less excitement than some riders want.
The praise that comes up most is about durability. Owners describe engines, clutches, and gearboxes running to very high mileage without major repairs, and valve clearances still in spec when they finally get checked. It starts in any weather. Riders also keep pointing to the metal fuel tank, the polished exhaust headers, and switchgear that feels like it belongs on a pricier bike. Ownership costs get the same approval: low insurance, service intervals of about 8,000 miles (12,800 km), and parts that are easy to find and cheap.
The most common gripe is character. Owners describe the twin as refined to the point of being dull. One rider said it sounds apologetic in the mid-range and weedy at the top. Some call it the vanilla motorcycle, a very good commuter and first bike that does little for weekend sport riding, and plenty of riders say they moved on within a year or two. Owners of 2019 to 2023 bikes also mention the simple LCD display and the missing smartphone connectivity, ride modes, and cruise control. The 2024 update with a TFT screen answered part of that.
Longer trips bring their own complaints. Riders say the bike feels strained at sustained high speed, the short gearing keeps revs up in sixth, and there's nothing to hide behind from the wind. The stock seat gets a lot of criticism. Owners report numbness after three or four hours, and passengers get a cramped spot. On 2019 to 2021 bikes, some owners mention the single front disc. They say it's fine for normal riding but can fade when you brake hard. From 2022 the bike has two front discs.
Underdamped/undersized front suspension
Conventional front fork too soft for riders over a certain weight. Excessive dive under braking, underdamped over rough surfaces. Harsh on short-travel bumps, soft on larger undulations. The 2022 Showa SFF-BP USD fork improved front-end feel significantly, though the rear shock remains criticized for wallowing under hard acceleration across all model years.
Snatchy/jerky throttle response at low speed
Abrupt on/off throttle response at low speeds, most noticeable in the lowest gears in stop-and-go traffic. Linked to the fuel injection mapping at small throttle openings, the transition from closed to slightly open throttle is sharp, so the bike lurches or jerks when the rider rolls on or off the throttle gently. Excess free play in the throttle cable or a slack drive chain makes the effect more pronounced.
Vibration through handlebars and footpegs at sustained highway speed
Noticeable vibration comes through the footpegs at sustained highway cruising speed, and through the handlebars at higher engine speeds. On longer rides it can leave the rider's hands numb. The mirrors blur in the upper-middle rev range, which makes following traffic hard to judge. The vibration comes from the parallel twin's firing and balance characteristics and is strongest at steady highway speeds, where the engine stays in its most vibration-prone rev band.
OEM battery weakness and flat battery after inactivity
OEM battery (YTZ8V) reported to go flat after periods of inactivity (1–2 weeks). ABS-equipped models may have a small parasitic drain through the ABS module (reported as approximately 4 mA with ignition off, exceeding 0.34 mA specification). Particularly problematic with infrequent riding patterns during winter months.
Surface corrosion on metal fasteners and components
Surface rust on headlight mount bolts, bolt holes, and subframe drain areas. Corrosion observed under triple clamps. Most prominent with year-round use in wet or salty climates. Anti-corrosion treatment on fasteners from Thai production is below Japanese production standards. Not structural but progressive if untreated.
Thin paint finish prone to scratching
Paint finish scratches easily from normal contact (bags, covers, tank pads). Some reports of paint flaking, occasionally requiring warranty replacement. Tank paint particularly susceptible. Attributed to paint process quality at the Thai production facility.
Where this Honda CB500F pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the CB500F is actually built for.
If your Dragon and Cherohala days are about lines and technique rather than speed, this bike gives you clean feedback and no drama. Budget for a fork fix if you're heavier or the pavement is rough.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
Your canyon runs will be about corner speed, not power, because 48 hp runs out on the straights. If precision and low running costs matter more to you than punch, it fits well.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2016–2018
Reliable Naked, Zero Fuss
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Honda CB500F. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2024
The A2 That Actually Handles
About the same used price as this bike at 2 yr
Competitor · 2017–2019
Light, Honest, and Sorted
Roughly $1,300 pricier used than this bike at 7 yr
Competitor · 2022
Composed A2 Scrambler, Low Drama
Roughly $2,000 pricier used than this bike at 4 yr
Same Platform · 2025
The Scrambler That Just Works
~$100 pricier used than this bike at 1 yr