2026 Honda CBR500R Motorcycle Review

When it comes to A2 licence-compliant motorcycles, one family of machines stands out – Honda’s 471cc, A2-specific CB500 family. Launched as a trio in 2014 based on the same bespoke parallel twin engine and tubular steel diamond frame, three models were originally offered: the CB500F roadster (now called the CB500 Hornet), CB500X adventure (now called the NX500) and CBR500 sportster (now called the CBR500R).

The latter has been pretty much the definitive A2 sports bike ever since. That’s mostly down to its sweet, 47bhp, twin-cylinder motor, straightforward but capable chassis, novice-friendly manners and Honda quality touches. But the real reason it’s stayed on top all that time is that it’s also been repeatedly updated and improved, too. 2016 brought sharpened styling, suspension tweaks and detail changes; 2019 saw sharper-still, Fireblade-inspired looks, weight savings, new LCD dash and LED lights; 2022 brought new Showa 41mm Big Piston Forks (BPF) and twin front discs while 2024 added further sharpened looks and Honda’s new 5in TFT dash with accompanying switchgear. 

That trend has now continued for 2026 with a new paintjob, which more closely mimics that of its Fireblade big brother, plus, crucially, the addition of Honda’s clever, novice-friendly E-Clutch system, as first introduced on the CB650 and CBR650 in 2024.

We borrowed Honda UK’s press test bike for a week to see how it measures up.

As stated, the CB500 Hornet is the roadster version of Honda’s A2/500 family, the NX500 the adventure version and the CBR the sportster. Those three were also later joined by the CMX500 Rebel cruiser and CL500 retro scrambler, which are also based on the same engine but with a different, lower-slung frame. In short: whatever style of A2 bike you want, Honda has an offering.

If ‘sports’ is where your taste lies, the CBR500R may now have been around since 2014 but it has managed to stay on top through that time via regular incremental improvements – and the same is true with this 2026 version. The basics may be unchanged in terms of its performance, chassis and so on but then its bespoke 47bhp twin has always been best in class; its tubular steel chassis, although not sparkling, has been just ‘right’ for its intended market; its updated ‘Blade-alike paint job remains enough to draw admiring glances, and, with LED lights, BPF forks, wavy twin discs and TFT dash, it has enough equipment to justify its slightly premium price tag. But the truly clever bit for 2026 is the new E-Clutch, which is perfectly suited to the CBR.

The new E-Clutch-equipped CBR500R costs, currently, £6899, which is £100 more than the old, non-E-Clutch version, which is still available. By comparison, the new CB500R Hornet (also now with E-Clutch) is £6399 and the NX500 £6999 (ditto). The differently framed CL500 and CMX500 don’t yet get E-Clutch and cost £5699 and £5799 respectively.

Elsewhere, the CBR’s closest rivals are the twin-cylinder, 321cc, 42bhp Yamaha R3 (£6654), 451cc, 45bhp Kawasaki Ninja 500 (£6099) and 457cc, 47bhp Aprilia RS457 (£6720) and the single-cylinder, 373cc, 44bhp KTM RC390 (£5899)

Arguably the CBR isn’t quite as sporty and exotic as the Aprilia and Yamaha, but is probably just as fast and a more rounded, all-round capable and novice-friendly machine. As a Honda it’ll also likely have better residual values. Like all current Hondas, the CBR500R is also available now from Honda’s extensive, 160-strong range of dealers around the UK. For the latest info, go to the Honda UK website.

The CBR500R, like all Honda CB500s, is built specifically as an A2 category machine so is deliberately limited to 47bhp. 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 47hp limit at 8500rpm yet also an impressive 43Nm of torque at 6500rpm so is very flexible and friendly, too. 

Being a parallel twin (some rivals are singles) helps it have a smoother, more substantial, ‘big bike’ feel than some, and it’s also proven to be utterly proven, slick and reliable.

Honda is renowned for brilliant bike ergonomics, and the CBR500 is another classic example. As the sport variant of the family, it comes with a full sports fairing and slightly canted forward riding position, but although its clip-on bars are mounted below the top yoke, they’re still comfortably high, the footpegs mild and the seat is decently plush. On top of that, the CBR also manages the rare trick of seeming substantial and full size while actually being decently light, slim and very manageable. Again, all the stuff an A2 rider wants. 

On the move, the CBR500R has always been easy to get on with, partly due to those ergonomics but also due to its soft yet responsive power delivery. That is now heightened even more with the aforementioned E-Clutch. Simply, it makes gearchanges absolutely idiot-proof (which is very handy on a novice A2 bike) but crucially 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 E-Clutch off completely (again handy for a novice bike) as your experience grows. It might add £100 to the price, but for an A2 bike it’s a brilliant addition on top of what was already a class-leading bike.

At the end of the day, the CBR500R is designed as a novice-friendly, ‘entry-level’ 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 sophisticated, with only preload adjustment at the rear, although the upgrade to inverted Showa BPF forks a couple of years ago has added a more premium lustre.

That said, the result is more than adequate for a novice sportster. Handling is 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 it is more than sufficient.

Braking, meanwhile, is also 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. 

Ultimately the CBR500R is a slightly budget machine aimed at novice riders, so has always been slightly built down to a price. That is partly why it has also always been built in Thailand rather than Japan. 

That said, it’s never really been lacking, either, and has been repeatedly and successively updated, significantly improving its spec’ along the way. So, since 2024 it’s had Honda’s standard 5-inch TFT dash with Bluetooth connectivity. The forks are now decent USD Showa BPFs, there are twin wavy discs with four-piston radial calipers, LED lights all round, smart Tricolour paint and so on. The result looks more premium than most A2 bikes and is good quality throughout.

Two colours are available for the new 2026 CBR500R: the ‘Grand Prix Red’ tricolour you see here and a new gunmetal black metallic option with graphite black detailing.

Like most new Hondas, it comes with a standard, manufacturer-backed warranty covering all parts and labour from first registration, which lasts for two years with unlimited mileage. 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. 

And speaking of servicing, the CBR500R, like the rest of Honda’s 500cc A2 family, requires intervals as follows: an initial break-in service at 600 miles, followed by regular maintenance every 8,000 miles or 12 months, whichever comes first.

In my week-long test, I did everything from town commutes, motorway tours and plenty of A and B roads in between. I’m also 6’2” and too old and fat, but never felt the CBR cramped or uncomfortable; it was always an absolute doddle to ride, and I never got bored of it either. That’s some trick.

All of which led me to the conclusion that, if you’re after an A2-compliant bike that’s also a sports-styled machine, 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 manners and sporting appeal; has proven reliability and lots of quality touches and now has its own ‘USP’ – E-Clutch which you can use as much or as little as you like and is perfectly suited to the CBR. In fact, as a sports-style A2, the new CBR500R is almost a ‘no-brainer’!

Thanks to Honda UK for the loan of their press bike. Check the full specs and information at www.honda.co.uk

Pictures by Honda/Phil West