A fresh, and attainable middleweight sports motorcycle for the needs and expectations of the next generation of riders; the CBR500R FOUR loads into Honda’s line-up with a new, inline four-cylinder engine with a ram-air fed downdraft intake system and standard fit E-Clutch for a premium package.
It’s practical and usable, too built with all of Honda’s knowledge and legendary engineering quality. A steel tube diamond-style frame houses 41mm KYB USD front forks, an aluminium swingarm and Pro-Link rear shock. Nissin two-piston radial-mount brake calipers bite 296mm discs, with two-channel ABS. Twin LED projector headlights lead the sleek, mass-forward bodywork that sweeps back to a sharply upswept tail unit. Three default rider modes manage engine output and character, with two USER options to tailor Engine Power, Engine Brake and HSTC between the 5-inch TFT screen and backlit four-way toggle switch. A USB-C socket – sited bottom right of the screen – takes care of smartphone charging. A 35kW A2 licence option will also be available.
- Introduction
The CB400 SUPER FOUR was a domestic favourite in Japan for over 30 years. Its blend of enjoyable engine output and all-round handling ability is a hallmark of Honda’s insight into building complete motorcycles that appeal to a broad spectrum of riders.
But Honda’s R&D engineers know that there is a new, worldwide sector of younger riders interested in motorcycling, with expectations and desires in the digital age that far exceed what’s gone before. After a four-year hiatus, the CB400 SUPER FOUR and CBR400R FOUR returned last year with a new design direction and ethos, in a familiar package.
Brand new for 27YM the CBR500R FOUR has grown out of the CB400 SUPER FOUR and is built for the next generation, in response to their demand for something new to enjoy a sports leisure ride on, whether for a day or weekend. It draws on Honda’s iconic inline four-cylinder heritage and is produced with all the brand’s long-standing motorcycling knowledge and reliable, high-quality engineering. Even more importantly, in an ever-competitive environment, it offers an incredible riding experience, practicality and pride of ownership at an extremely keen price point.
The CBR500R FOUR looks like nothing else out there deliberately to stand out from an ever-expanding, homogenous crowd. But it’s a middleweight motorcycle packing a premium, big-bike experience. And most of all, its performance is usable, great fun and affordable.
Development Concept Honda CBR500R FOUR
New Generation Sport
‘Exhilaration to experience even in everyday use’
- Model Overview
Visually stunning – and very different to a ‘normal’ sports bike – the CBR500R FOUR makes a strong visual statement everywhere it goes: Compact, agile and athletic in appearance, the motorcycle features a sharply defined fairing structure that wraps tightly around the machine, creating a sense of precision and mechanical purpose
The front fairing interlocking with the tank and side panels for a mass-forward, cohesive design. But this is a bike designed to be ridden and at its heart is a gorgeous, 500cc inline four-cylinder engine with a broad spread of power and soaring rush to the 12,500rpm redline. Peak power is set at 51.8kW, with 46.3Nm torque.
Honda’s E-Clutch is standard fit. And, with the engine’s Throttle By Wire (TBW) control, adds seamless shifting up and down the gearbox anywhere in the rev-range and means the rider has no need to use the clutch lever to start, stop, or shift; just the gear lever. This makes for much less fatigue, especially in an urban environment. The clutch lever remains in position however and can be used at any time.
There are three default riding modes to choose from, STANDARD, SPORT and URBAN optimised for differing conditions, plus two USER modes to adjust levels of Power, Engine Brake and Honda Selectable Torque Control (HSTC).
A lightweight, all-new steel tube diamond-style frame uses the engine as a stressed member. Handling is an ideal balance of nimble agility and surefooted stability, perfect for enhanced rider confidence. 41mm KYB USD front forks are matched to a Pro-Link rear shock and aluminium swingarm. Dual front 296mm discs and Nissin radial-mount, two-piston calipers provide serious stopping power and tyres are Pirelli Diablo Rosso IV; a 120/70-ZR17 front and160/60-ZR17 rear.
Everyday practicality comes in the form of a five-inch TFT colour screen, which relays vivid information and provides slick management of all systems, as well as the connectivity of Honda RoadSync system for both Android and IOS devices. It’s operated, easily, by a four-way toggle switch on the left handlebar. There’s also a USB-C socket for smartphone charging. Personalisation of the CBR500R FOUR can be achieved through a range of Genuine Honda Accessories, including Tail Pack, Tank Pad, Tank Side Pads, Smoked High Screen and Heated Grips.
The 27YM Honda CBR500R FOUR will be available in two colour options:
- Ignition Red (Tricolour)
- Mat Ballistic Black Metallic
- Key Features
3.1 Engine
- All-new, compact 500cc inline four-cylinder engine
- Peak power of 51.8kW, peak torque of 46.3Nm; 35kW A2 option also available
- Ni-SiC plated cylinder inner walls plus DLC valve lifters
- Dual ram-air ducts feed responsive downdraft intake system
- 4-2-1 exhaust takes inspiration from a 1970s Honda jewel, the CB400 FOUR
Designed to power into the future, the CBR500R FOUR’s DOHC 16-valve inline four-cylinder engine is an evolution of the 400cc unit employed in the Japanese market CB400 Super FOUR. Engineered for a wider range of riding scenarios, the 500cc engine generates strong, smooth output from down low all the way to the 12,500rpm redline with peak power of 53kW arrives @ 11,000rpm, and peak torque of 46.3Nm delivered @ 10,500rpm. A 35kW A2-licence friendly version will also be available from new.
Bore and stroke is set at 60 x 44.4mm with compression ratio of 12.3:1. A host of upgrades have been applied through the course of the update from 400 to 500cc. Nickel-Silicon Carbide (Ni-SiC) plating on the cylinder inner walls eliminates the need for cylinder sleeves, saving weight and reducing friction while Diamond-Like Carbon (DLC) valve lifters also reduce friction. It’s an extremely compact unit, made even shorter in longitudinal length by optimised shaft arrangement, centralising mass for improved handling.
Dual ram-air ducts (located below the headlights) supply high density air in the high-speed area, for sharper response. The downdraft intake system draws from a 5.8L airbox positioned directly above the combustion chambers and delivers airflow rapidly in response to throttle demand; much more so than a horizontal design. Four funnels using different lengths – #1 and #4 cylinders 70mm and #2 and #3 cylinders 90mm – feed the throttle body with maximum efficiency while creating a distinct, emotionally charged intake sound.
The 4-2-1 exhaust pays homage to the world’s first 400-class four-cylinder motorcycle, the 1975 CB400 FOUR, with its side-swept downpipes. Thoroughly modern, however the muffler uses a two-chamber internal structure – with optimised diameters and lengths of the connecting conduits – tuned to give a signature inline-four exhaust note as well as smooth acceleration.
3.2 Electronics
- Three default rider modes: STANDARD, SPORT and URBAN
- Three levels of Engine Power, Engine Brake and Honda Selectable Torque Control (HSTC)
- USER1 & USER2 customisation option between the three levels
Throttle By Wire engine control offers three default riding modes, adjusting the engine’s delivery and feel to suit conditions and the rider’s intent; they’re easily switched and managed via the left handlebar control and TFT screen.
There are three levels of Engine Power (EP), Engine Brake (EB) and HSTC; The riding modes offer different combinations of each parameter and HSTC can be switched off in the USER modes.
- STANDARD mode is a mid-way setting that uses level two setting for EP, EB and HSTC for all-round usability.
- SPORT uses level three EP and level one EB and HSTC to deliver maximum performance, and sharper throttle response with minimum intervention.
- URBAN mode employs the lowest EP setting, level one, for the least aggressive power delivery with level two EB and three HSTC.
- USER 1/ USER 2 modes allow the rider to choose between the three settings for each parameter and save the setting for future use.
3.3 Honda E-Clutch
- Advanced Honda technology injects ‘next level’ sports riding performance; standard fitment on the CBR500R FOUR
- Allows the rider to start, stop and change gear without using the clutch – just the gear shift lever
- Combined with TBW control offers extremely smooth downshifting, with auto blip function and rear wheel ‘hop’ management
- Clutch operation optimised each riding mode selection, as well as throttle position and engine rpm
- Honda E-Clutch also allows normal operation of the clutch lever
The Honda E-Clutch system brings ‘next level’ riding enjoyment and performance, allowing consistent gear changes that are faster and smoother than a quick shifter. As well as high performance, it offers simplicity of operation. The clutch lever is not needed when pulling away or coming to a stop and there’s no need to use the lever to make a shift either up or down the gearbox. The rider simply operates the gear shift pedal to change gear.
A half clutch position smooths the up/down shift, and the engine’s ignition timing and fuel injection are also controlled, based on parameters such as vehicle speed, throttle opening angle, engine rpm, pressure on the shift pedal, clutch motor reduction gear angle, engine countershaft speed and gear position. The clutch operation itself is performed through an actuator unit with two motors situated inside the left-hand engine cover.
And, with the CBR500R FOUR’s Throttle By Wire (TBW) control Honda E-Clutch offers an even greater advantage, especially on downshifts. When the half-clutch position is activated, TBW blips the throttle, matching engine revs to rear wheel speed for even smoother shifting. Honda E-Clutch also adjusts the throttle butterfly opening range depending on riding mode selection. The system also detects rear wheel ‘hop’ under rapid downshifting and braking and employs half-clutch to stabilise the situation.
On the power transmitting engagement side of the gearbox seven dog sets (1st-2nd gear) or eight dog sets (3rd-6th gear) reduce engagement time and minimise transmission free-play for smooth and stress-free shifting. The rider can also select an ‘operation feel’ to set the strength of the force required on the shift pedal to make a gear change. Three settings are available: Hard, Medium, and Soft, each of which can be chosen independently for upshifting and downshifting. The system will also advise the rider to shift down – via a symbol on the instrument panel – if it detects the motorcycle is in a high gear at a certain speed.
It’s versatile too, as the clutch lever can be used as normal at any time and the clutch itself has an assist/slipper function easing shifts and managing the rear wheel during manual operation. After use, Honda E-Clutch will re-activate after less than a second above a certain engine rpm, and after five seconds at lower engine speeds. Should the rider wish to turn off the system for a particular ride, this is also possible via the switchgear on the left handlebar, once the vehicle is stationary and in neutral. The change to manual operation is indicated by a letter ‘M’ on the instrument panel.
3.4 Chassis
- New steel tube diamond-style frame, with rigidity balance tuned for nimble, confident handling feel
- 41mm KYB USD forks; rigid aluminium swingarm operates the rear shock through Pro-Link
- Dual 296mm front discs plus Nissin radial-mount two-piston calipers
- 120/70-ZR17 and 160/60-ZR17 Pirelli Diablo Rosso IV tyres
An all-new steel tube diamond-style frame uses the engine as a stressed member (reducing weight and boosting chassis efficiency) and delivers flexible, predictable and supple handling feel. Rake and trail are set at 25°/99mm with wheelbase of 1,408mm, and kerb weight of 189kg.
The riding position leans forward to clip-on handlebars, enhancing rider control for sports riding. However, the CBR500R FOUR’s turning circle is designed to be both urban and new rider friendly. Seat height is 780mm; narrow subframe rails aid mass centralisation, rider movement and facilitate easy ground reach.
41mm KYB USD front forks offer a perfect balance of comfort, control and sports ability. A high-rigidity aluminium swingarm ups rear grip and handling feel, feeding a direct connection from the rear tyre to the rider. The rear shock absorber operates via Pro-Link and offers 5-step spring preload adjustment.
Dual front 296mm discs and Nissin radial-mount, two-piston calipers deliver impressive stopping power with brake hose material optimised to generate good feel in a wide range of riding environments. The rear 240mm disc is worked by a single-piston caliper; two channel ABS is standard. Wheels are lightweight cast aluminium with a sleek, 5 Y-spoke design; tyres are Pirelli Diablo Rosso IV a 120/70-ZR17 front and 160/60-ZR17 rear.
3.5 Styling & Equipment
- New generation sports styling introduces new design language
- Twin LED projector headlights with integrated indicators for a sleek silhouette, as well as rear LED lighting unit
- Five-inch TFT display with four-way toggle switch and Honda RoadSync smartphone connectivity
- USB-C charging socket
The CBR500R FOUR adopts a striking new design direction that brings the visual sophistication and dynamic presence of Honda’s flagship Super Sport models to the middleweight category.
Defined by sharp, aerodynamic bodywork and a mass-centralised silhouette, the fairing architecture combines clean, flowing surfaces with deeply sculpted contours to create a compact yet purposeful stance. From the low-slung front cowl and slim twin LED lighting with DRL signature and subtly integrated indictors, to the tightly drawn tail section, every element has been shaped to emphasise forward motion and sporting intent. The result is a machine that projects the performance character of a larger-displacement sports motorcycle while maintaining the approachability and everyday usability that define the CBR500R FOUR platform.
Careful attention has been paid to both rider integration and visual refinement. Deeply contoured 14L fuel tank surfaces and a tightly wrapped cockpit area create a strong sense of connection between rider and machine, while layered side fairings incorporate functional aerodynamic detailing that visually channels airflow through the motorcycle’s central mass. The compact proportions are further enhanced by a minimalist rear section, lightweight wheel design and distinctive accent graphics that reinforce the model’s contemporary sporting identity. Together, these elements deliver a premium, technologically advanced aesthetic that reflects Honda’s evolving design philosophy, blending everyday practicality with an increasingly focused and aspirational Super Sport character.
The five-inch full colour TFT screen uses optical bonding to improve visibility in bright sunlight. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced, and backlight transmittance improved. Three types of display format are available; Bar, Circle and Simple. A USB-C socket is located bottom right of the screen for smartphone charging.
The IOS/ Android smartphone connectivity of Honda RoadSync – alongside a simple, easy-to-use, backlit four-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music. All an owner has to do is download the Honda RoadSync app from either the Play Store or the App Store, connect to the CBR500R FOUR, and go. 
- Accessories
The CBR500R can be further personalised with a focused range of genuine Honda accessories. Riders can add everyday practicality with the rear seat bag, increase comfort with heated grips and a high windscreen, and reinforce the motorcycle’s sporty character with tank and knee grip pads. An alarm system with security buzzer provides an additional security option.
- Technical Specifications
| ENGINE | |
| Cooling Type | Liquid |
| SOHC or DOHC | DOHC |
| Configuration | Inline |
| Number of Cylinders | 4 |
| Number of Valves per cylinder | 4 |
| Engine Displacement (cc) | 502 |
| Bore (mm) | 60 |
| Stroke (mm) | 44.4 |
| Compression Ratio (X:1) | 12.3 |
| Max. Power Output (kW / HP @ rpm) | 51.8 @ 11,000 |
| Max. Torque (Nm @ rpm) | 46.3 @ 10,500 |
| Stationary Noise Level (dB) | 75.2 |
| Max. Speed (km/h) | 210 |
| Oil Capacity (L) | 3.2 |
| FUEL SYSTEM | |
| Carburation | PGM FI electronic fuel injection |
| Fuel Tank Capacity (L) | 14 |
| CO2 Emissions WMTC (g / km) | 105 |
| Fuel Consumption (L / 100 km) | 4.5 |
| DRIVETRAIN | |
| Clutch Type | Wet Multiplate & Assisted Slipper |
| Transmission Type | E-Clutch |
| Number of Gears | 6 |
| Final Drive | Chain |
| CHASSIS | |
| Frame Type | Twin Tube |
| Frame Shape | Diamond |
| Frame Material | Steel |
| Frame Weight (kg) | 14 |
| Dimensions: Length (mm) | 2,081 |
| Dimensions: Width (mm) | 758 |
| Dimensions: Height (mm) | 1,145 |
| Wheelbase (mm) | 1,408 |
| Handlebar Height (mm) | 906 |
| Seat Height (mm) | 780 |
| Ground Clearance (mm) | 135 |
| Caster Angle (degrees) | 25 |
| Trail (mm) | 99 |
| Turning radius (m) | 2.9 |
| Kerb Weight (kg) | 189 |
| Total Kerb Weight with Panniers (kg) | n/a |
| Maximum Laden Mass Weight (kg) | 367 |
| Integrated Storage (L) | n/a |
| SUSPENSION | |
| Suspension Front: Type | USD |
| Suspension Front: Brand | KYB |
| Suspension Front: Fork Diameter (mm) | 41 |
| Suspension Front: Stroke length (mm) | 120 |
| Suspension Front: Travel length (mm) | 109 |
| Suspension Front: Adjustment? | No |
| Suspension Rear: Type | Monoshock |
| Suspension Rear: Brand | Other |
| Suspension Rear: Stroke length (mm) | 52.5 |
| Suspension Rear: Travel length (mm) | 119 |
| Suspension Rear: Adjustment? | Pre-load |
| Swingarm Type | Pro-Link |
| Swingarm Material | Aluminium |
| WHEELS | |
| Wheel Dimension: Front | 17M/C x MT3.5 |
| Wheel Dimension: Rear | 17M/C x MT4.5 |
| Wheel Type | Cast |
| Tyres Front | 120/70/ZR17 |
| Tyres Rear | 160/60/ZR17 |
| Tyre Make / Type | Pirelli |
| BRAKES | |
| ABS Type | 2-channel ABS |
| Front Brake Discs: number | 2 |
| Front Brake Discs: size (mm) | 296 |
| Front Brake Calipers: total number | 2 |
| Front Brake Calipers: Type | 2-piston radial mounted |
| Front Brake Calipers: Make | Nissin |
| Rear Brake Disc: size (mm) | 240 |
| Rear Brake Caliper: Type | 1-piston axial mounted |
| Rear Brake Caliper: Make | Nissin |
| BATTERY & LIGHTING | |
| Battery Type | AGM |
| Battery Capacity (V / Ah) | 12/6 |
| Headlight / Taillight | LED / LED |
| Emergency Stop Signal (ESS) | Yes |
| RIDER AIDS | |
| Throttle-by-Wire (TBW) | Yes |
| Selectable Riding Modes (number and type) | 5 modes (Standard, Sport, Urban + 2 user modes) |
| Honda Selectable Torque Control (HSTC) | Yes |
| Wheelie Control | Yes |
| INSTRUMENTS & ELECTRICS | |
| Meter Type | TFT |
| Meter Size (inches) | 5 |
| Connectivity | RoadSync |
| USB socket | USB-C |
| Security System | HISS (Honda Ignition Security System) |
| Alarm | Optional |
All specifications are provisional and subject to change without notice
Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
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About Honda Motorcycles
Honda is the world’s largest motorcycle manufacturer, founded in 1948 by Soichiro Honda. The company is known for producing reliable, high-quality motorcycles and is the world’s largest manufacturer of internal combustion engines. Honda’s early focus on reliable four-stroke engines and innovative designs, like the highly successful Super Cub, helped it become a global leader in the industry.
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