HONDA CB500X (2022 - 2023) Review

When it came to updating the Honda CB500X for 2022, the firm didn’t need to do a lot. It was already the class-leading 47bhp A2 adventure bike and consistently one of the most popular motorcycles on this website.

• Latest: The Honda CB500X has now been replaced by the Honda NX500

However, rather than simply chucking us a few token gestures, the Japanese firm set about making the best that little bit better – adding a shiny set of golden Showa Separate Function Big Piston USD forks and swapping the old 310mm single front brake set-up for dual 296mm discs and two piston calipers.

Elsewhere, there’s a lighter swingarm that shaves just over a kilo and adds a claimed more lateral flex and torsional stiffness. The five-stage preload-adjustable rear shock has also been revised to match the new forks. But the good stuff doesn’t stop there.

The 19in front wheel has been lightened and a new radiator shaves an additional 100g without sacrificing performance. Tweaks to the fuel injection are also said to help boost bottom-end torque and the weight distribution has been tweaked for a little more ballast over the front end.

Although quite drastic changes on the face of it, the results of these revisions are subtle.

Despite the new FI settings, the burbling engine feels much the same as before – gentle enough for novices and happily revved all day long. And all whilst returning more than an indicated 85mpg during certain sections of our ride.

Through the bends , the new chassis elements work with the steel frame to provide a composed cornering package, with bags of feel in the wet or dry – despite its wide adventure bike bar position.

Riding it along Scotland’s iconic North Coast 500, it’s hard to imagine a better bike for the job – with the only real criticism stemming from the basic switchgear and LCD dash, which looks like a cheap afterthought when compared to the TFT unit on the KTM 390 Adventure. Having to pay extra for a centre stand feels a bit cheeky, too.

Watch: Honda CB500X video review

Join Dan Sutherland as he tests three of Honda's 47bhp A2 heroes - this CB500X, the CBR500R and the CB500F.

Honda have gone to town updating the CB500X for 2022 - adding non-adjustable Showa Separate Function Big Piston upside down forks and replacing the 310mm single front brake set-up for dual 296mm discs and two piston calipers.

Adding to this is a 5.9kg swingarm that shaves just over a kilo and adds a claimed 18% more lateral flex and torsional stiffness. The five-stage preload-adjustable rear shock has been revised to match the new forks and the bike runs on semi-knobbly Dunlop Trailmax Mixtour rubber. The 19in front wheel is now lighter, too.

⏱️ Join @DanielJS46 for #60secondswith the 2022 Honda CB500X. pic.twitter.com/svaJpYXBRy

— Motor Cycle News (@MCNnews) September 25, 2021

Whilst numerical claims of increased stiffness at the rear are hard to quantify, the bike changes direction with predictable precision. There was nothing wrong with the old one’s set-up, but now it feels more stable – holding a line at speed and flicking from one corner to the next like a lightweight roadster – never mind a raised adventure bike.

Updated alongside the naked CB500F and fully-faired CBR500R, it’s a more engaging riding experience, with the 19in front wheel and well-damped forks providing excellent front end feel, come rain or shine. You’re also sat less in the bike and adopt a more commanding presence on the road.

Complementing the composed springs are the uprated brakes. Oddly, its 17in-wheeled siblings - the CBR500R and CB500F - both got sexier dual four-piston radial calipers in their 2022 updates, but the X’s axial-mounted stoppers offer the best set-up of the bunch.

Squeeze on the six-stage span-adjustable brake lever and the front-end doesn’t dive like a pogo stick – working with the progressive calipers to provide controlled, novice-friendly stopping power, with no intrusion from the ABS.

Along a country road, it’s hard to fault and it’ll cruise all day in top – smashing out hours of motorway drudgery in comfort. Around town it’s predicable too and narrow enough to get through the traffic. That said, the taller seat height, wide bars and slightly heftier kerb weight of 199kg may be intimidating to some shorter riders.

Since publishing this articles, several MCN owners' review have remarked on the Honda having a rather stiff or firm ride – and one less comfortable than they'd expect from the bike. A handful of owner reviews suggest the harsh ride could be down rider lightness, and one owner remedied the issue by installing a more comfortable aftermarket seat. It's something to think about if you're on the lighter side, and/or if you'll be piling the miles on.

The 471cc parallel-twin engine remains largely unchanged for 2022. It’s a stressed member in the chassis and was actually made Euro5 compliant back in 2020.

Already producing 47bhp - the performance cap for the A2 licence class - Honda have now fiddled with the fuel injection settings to improve low-end torque. They’ve also bolted in a slightly smaller radiator, which shaves a further 100g off the total weight.

Producing a gravelly burble and spitting back at you with each blip of the throttle, the über smooth unit still feels exactly the same as before, but this is no bad thing.

It’s nicely fuelled, and the light gear change is crisp heading either up or down the six-speed ‘box – helped further by the slipper clutch.

It won’t pull your arms off as a new rider and it needs to be worked hard to get the best out of it when you fancy having some fun. That said, it’ll cruise in top gear all day long and would have no problem ferrying a rider and luggage into Europe for a spot of light touring. Whether it would do the same with a passenger remains to be seen.

It’s also fabulously frugal and actually returned a claimed 85.4mpg on the dash on parts of our ride – despite this tester making no concerted effort to save fuel.

What’s more with a bit more frontal area and a large screen sheltering the rider from the wind, the rumbly soundtrack remains audible at speed – popping and banging off the throttle and adding to the grin-factor. This is something that’s lost above 65mph on the smaller CBR and CBF.

Our Honda CB500X owners' reviews show generally decent scores for reliability, although one owner does note that the bike could do with some longer overhangs on the mudguards. This is easily rectified by aftermarket kit, though.

We put the CB500X through its pace in an intensive three-day, 500-mile test, and had every indication that the new model would be as reliable as the last. Since publishing this review, MCN owners' reviews have not suggested the new CB500X is any less reliable than the previous bike.

Although not a reliability issue, it's worth mentioning that the CB500X may not look as shiny once you start adding the miles; the Honda's polished headers take the brunt of the road fling, so may lose some of their gleam over time.

The Honda CB500X has been a hit with everyone from novices to commuters, to globe-trotting explorers, with 75% of all buyers being experienced riders.

Looking at the spec sheet it’s easy to see why – with a claimed circa 300 miles from a tank of fuel, service intervals of every 8000 miles and a strong dealer network. And that’s before you mention the easy handling, comfy riding position and grown-up looks.

In 2023 the new price for the Honda CB500X was £6699 – making it one of the most expensive bikes in its field.

That said, the CBX was already a class leader in A2 motorbikes and the updates for 2022 only strengthen its hold on the crown. But what else could you consider when parting with your cash?

Starting in Europe, there’s the £5435 single-cylinder BMW G310GS – the entry point to the most iconic family name in modern adventure motorcycling. It’s got the right beaky nose, golden USD forks and the 313cc motor has some decent low-down kick, but it lacks the smooth refinement of the Japanese CB.

Following the buzzing German is the £5849 A2-friendly Austrian KTM 390 Adventure. Another single-cylinder go-anywhere option, it is actually more at home on the road, with the relatively low bars making standing up awkward and the suspension offering less sympathy than some of its rivals.

This includes the £4699 much cheaper Royal Enfield Himalayan, although that lacks the refinement and power output of its competition – which may deter some. You may also consider the dull but capable Kawasaki Versys-X 300 on the used market and Honda’s more off-road focused CRF300 Rally is also A2 compliant.

The Honda CB500X feels very well made and the gold USD forks and contemporary design work have all the hallmarks of a bike costing double the money. However, for a machine set to be over £6250 when it arrives in dealers, it’s rather lacking in standard features.

For starters, there are no optional riding modes or electronic aids outside of the mandatory ABS. They’re not things that the bike needs, but even certain 125cc Honda scooters are starting to feature traction control to help new riders, so the option would be nice.

And then there’s the slim LCD dash, which is fairly underwhelming when compared to the mobile-connectable TFTs now emerging on KTM’s A2-compliant 390 range. It’s also fairly dull, making some details harder to spot than on some its contemporaries.

The switchgear is also basic, but that’s okay because the Fisher Price buttons feel like they’ll stand the test of time and plenty of year-round usage.

A span-adjustable brake lever is a nice touch, too and there’s great visibility from the sturdy mirrors – helped further by the gentle engine.

Reducing rider fatigue is a tall standard screen, which deflects plenty of wind for hours of easy miles in the saddle. A handy rail above the dash and thick, wide bars are also ideal for mounting a satnav.

To make the CB500X your own, optional extras include heated grips, a tall screen, magnetic tank bag, a top box and more. Although a wide range to suit most riders’ needs, certain elements like a centre stand really ought to come as standard – especially when it costs much more than its rivals to begin with.

Our test bike came with the magnetic tank bag installed, but it’s too small for anything more than the essentials and requires an external wrap-around condom to keep the contents dry.

Other changes on the new machine include revised LED lighting up front. Low beam now gets an extra LED and the indicator stalks produce a constant orange glow for additional visibility. This upgrade is also shared in the naked roadster Honda CB500F.

Since publishing this review, new CB500X owners have commented on the great legibility of the bike's new screen – but also the poor performance of the Honda's new revised LED lighting. A handful of owners suggest adding an additional set of lights onto the bike if you're planning on taking it to the countryside – and especially if you're riding at night.