|
Honda CB500X - Serious consideration for a RTW machine?
Morning All
I was wondering what the audience of this forum thought about Honda's recent "Range" of CB500 machines. In particular the CB500X (The adventure styled version). As an owner of an original CB500, I was interested to find out about these new vehicles and from what I have seen and read, they seem pretty impressive considering that they are only £5,000 brand new. Would anyone consider taking one of these around the world? I have had a decent offer for my current CB500 (Which I was planning to do the trip on) so may "Upgrade" to one of the new CB500X's. I am aware it isn't a GS, or KTM adventure, but neither will it be for less than half the price and I think this could provide a real option for those of us who do not have £10,000+ handy and biceps the size of the world's strongest man to lift them!!! Here are a couple of links for those who have not yet seen this particular bike: CB500X | Adventure | Motorcycles | Honda (UK) 2013 CB500X Innovations - Honda Powersports I would be interested in any views, thoughts and opinions. Kind Regards Scott |
Your right about the price. Seems like good value and the options for round the world viable machines 500cc and below are not that good generally in my opinion.
And its a Honda! No doubt we will pay double for it in Australia! |
I'm almost certain someone will take the 500X round the world soon enough. Cheap purchase price is a very big plus. That said (and I haven't ridden it yet) it appears to be fully biased towards paved roads, still an unknown, how well it would handle some more rough stuff. And it's not particularly light.
After I rode the NC700X I thought it's a nice bike in many ways, but I'll keep my V-Strom, especially for 2-up touring, it just felt more like a bike for riding solo. This one at least appears a bit similar. |
Substantially lighter than the Transalp, be about as good as any other middleweight.
Folks have done RTW on CT110s and R1s, this should go anywhere an R1 will go. I'd cross shop the Vstrom and Versys. Also check tire choices if you want something less street focused. Finding suitable replacements in other countries could be a problem. I'd also consider setting up a CRF250L if you are staying away from freeways and want a current Honda. Sent from my Android chinaphone, please excuse the spelling |
I'm watching them as potential WeeStrom replacements in 18 months or so. I'm afraid the badge only brings back memories of Tippetts of Surbiton ripping me off on CB100N parts, so not a reason for me to buy but the spec looks right.
Andy |
I agree it would be a great contender:
- nice mid-size engine, good power and great economy; fine for one up - excellent fuel economy - tubeless tyres - simple engine with FI - good ergonomics - ABS The hardcore off roaders won't like it but for most RTWers who go one up, it should be up there for consideration IMHO. V-strom 650 is a better bike - more power and better fuel economy and is tried and tested but also costs about 50% more..... |
Quote:
At the UK bike show, last November, this bike was squarely advertised for new riders (the "A2" licence holder, which I believe is a Europe wide qualification) yet it is very similar, not least in looks, to the NC700X, even down to the pricing. But, 500cc or 700cc in capacity - there has to be a different riding experience in there, in some way or another? It's a decent sized fuel tank at 17.2L though and it is in more or less the same price bracket as the BMW G650GS single cyl. |
Sorry, OT post:
UK bike marketing is run by 50-year olds who back in the day wouldn't buy a Fireblade until they made it over a litre. They like to think of everyone buying a new bike every year three years in the order 125, 600 sports, 1000 sports, 1000 sports tourer, 1500 cruiser, 1800 mega tourer with possibly a 600 tourer for the little woman and a few twist and goes for the kids along the way. The off years should be filled with buying jackets and colour matched bits that can be binned when yo sell the bike. Muppets Andy |
Quote:
The purchase price certainly is a big (Well small!) selling point! It is a little biased towards paved roads as standard I agree, but there are quite a few optional accessories (http://www.honda.co.uk/motorcycles/_...ory/CB500X.pdf) that would transform it into a more off road capable machine. It will never be a true "off-roader" but should eat up the roads (Whether they are in a good state or bad) and will perform off-road when required. As for two up, yes that will probably be pushing it, but riding 1 up with kit and equipment shouldn't be a problem. Scott |
Quote:
I am interested to hear why you think the V Storm is a "Better" bike. I wont argue the fact that the V Storm isn't a good bike, it is! But why better? The fuel economy (According to Honda at least) of the CB500X is actually far superior at 79.5mpg than the V Storm at ~55mpg. This would give a projected 300 mile tank range! The V Storm does have more power 68bhp compared to the CB500X's 47bhp (A2 license limit). But the CB500X is lighter at 195kg compared to 215kg. Swings and roundabouts? I guess my real question (Which will be individual to all riders I assume) is... What makes a "Better" bike. Scott |
Quote:
Do you have any suggestions for good off rod tyres matching these specifications? Front:120/70-17 radial Rear: 160/60-17 radial I have spotted these "Continental TKC 80 Twinduro" but have had no previous experience with them. Thanks Scott |
Quote:
Has the previous OT email worked its cathartic charm? I happen to agree with you entirely about the UK marketing of motorcycles. When I tell salesmen that I am only considering a 500 or 650cc machine through personal choice, their expression is like, why? We have much bigger (And therefore better?) bikes in the showroom! Ummm, sorry, but it doesn't work like that! Anyhow, what is your view on the CB500X? I arranged a test ride this weekend, but it got cancelled as someone on a test ride before hand dropped it! :( Scott |
Quote:
Good point, it is hard to see where Honda are trying to take this set of machines. With regards to the BMW comparison, that bike in the UK brand new is ~ £6,195.00 OTR, before any optional extras which immediately makes it £1250 more expensive. Whether the BMW is worth that additional cost is another question though! Scott |
Quote:
Honda were making a big deal of the A2 licence at the last UK bike show; their whole stand was full of it. I guess that is a key difference for them in differentiating the 500 from their 700. As for the dealers; sure they will want to sell a fireblade rather than a 500/700 any day of the week. In the meantime, the GS list price has risen a tad, or my memory is failing (I had it in mind as retailing at about 5.5K which is what the F650GS single cost back in 2005 by the way). ps There is one common factor between the singles and this particular twin - in the fuel economy that you mentioned earlier. |
My 2012 Weestrom (DL650X) is averaging 65 mpg with a confirmed high of 77 (next tank did 67, so it wasn't a bad reading). The Glee (Gladius engine) is supposed to be fractionally more efficient. I'm riding a mixture of motorway commutes restricted to 50-55 by tax cameras and UK/West European back roads. Tank range is practically about 280 as while the theory says 320 the flashing light joins the voices in your head and you go fill up with 18 litres not the full 22. I have nailed it half the length of the M62, fully loaded at illegal speeds and still couldn't get it to drop below 60 to the gallon. People getting 55 mpg aren't changing up soon enough IMHO.
I had a carbed F650 single and could get high 60's to low 80's mpg out of it. On the one tank BMW let me put through an F800 I got 76 mpg. Maybe I'm just a tight Yorkshireman but I wouldn't let the numbers put you off either way. All the modern 5-800's are way better than the 30-40 figures people are still reporting from 1000cc Vee's and the like. 47 HP is perfectly sufficient for two up and luggage. You only need the Wee's 67 for lazy gearchanges and breaking the speed limits. Having the option to autobahn cruise maybe does make the Wee/Glee superior? Wouldn't be a feature I'd really look for though. TCK80's are decent all purpose rubber if memory serves. I last used them in about 2003-4 though. Pity your ride got cancelled, I think this bike is a contender and wanted to hear how it went. Andy |
I am sure the bike is more than up to the task.
The only real caveat I see is that it is a brand new model. What will parts support be like in countries where Honda doesn't import this bike? ? |
Quote:
As soon as I get to ride the machine I will report back and give my opinion (For what it is worth!) Scott |
Quote:
That is a very good question! I suppose at this moment in time it will be difficult to say. I am not considering setting off until 2015, so perhaps by then we will have a better idea of which countries will stock this bike/parts and perhaps, we will learn something about the reliability of the new 471cc engine. I personally suspect this engine will be as good, if not better (Dare I say it) than the previous CB5 engine, which in itself is almost bulletproof! Scott |
Quote:
You are quite right, your pick if you want to stay in the Honda adventure camp below 1000cc is either the CRF250L (The only single cylinder machine), the CB500X, NC700X or Transalp (All of which are twin cylinder). As for dealers, I guess a fireblade would bring in more commission! Scott |
Quote:
That´s why spare parts, or tyres of the right size for that matter, will not be widely available outside of Western Europe, US, Canada, Japan, Australia, New Zealand, South Africa, and maybe a few other countries. (..and in this case probably also Thailand, because the 500 is assembled there). MAYBE this bike is so cheap, that it could become popular in some countries, where you don´t see many other big bikes, and that would naturally make parts & tyres more available in those places, but at the moment that is unknown (and frankly I doubt this will happen on a larger scale, even though it does have a price advantage compared to some other options – it´s still too big, and has too much plastic around it). |
Quote:
They are usually the goto tire for the GS Adventure crowd for dirt tires, and not terribly bad on the pavement. Continental also has a few more paved road oriented tires. It all depends where you ride. I've done thousands of dirt road miles on standard road tires on sport tourers like the VFR, ZX12R and the old GTR1000. But once you get into loose gravel, mud or sand, something like the TKCs are obviously much better. If you will be doing long trips into more 3rd world countries where you will need to replace tires, you will need to plan ahead to get tires of the right size, regardless of brand or type. That's one of the reasons I like the smaller 250 dualsports and so on, you can find the standard 21/18" tires just about anywhere I've traveled. Another plus for the CRF250L is that Honda seems to be selling it into a lot of markets, even in the 3rd world. It's even been introduced to the Philippines, where their previous wide distribution dualsport was the decades old X200R. Sent from my Android chinaphone, please excuse the spelling |
Quote:
So, is carrying spare tyres needed in the first place, is another good question, and that depends on many things, but at least it is possible on most bikes. I´ve personally carried a whole set for about 30 thousand kms, while travelling two-up. |
Quote:
That´s why, if I had to choose between these three for RTW, it would be the XL700V in a heartbeat (or who knows, even older XL650V/XL600V). I do not doubt, that the CB500/NC700X could be fully capable, but there are a few unknowns with them (and they are even more biased toward the street than the good old Tranny). I know Honda makes good quality bikes, but personally I would not want to set off on a long trip to test those unknowns of a new machine. |
Quote:
This is quite interesting. I wasn't aware that the CRF250L was selling in such markets. The reason I perhaps discounted this bike was for four reasons as follows: 1. (And I may have misunderstood this so please correct me if so) It only has a 250cc engine, so it would be hard work (Physically) for both me and the machine to complete such a long trip. 2. I have not ridden one myself, but I have heard that they are not particularly comfortable. Can this be overcome? 3. There doesn't appear to be much space to carry equipment and supplies. 4. Although the mpg is very good 85-90mpg, it only has a 7.7L tank which will give only a 150 mile tank range. An issue when petrol stations become sparse. All that as it is, I have heard they are relatively easy to work on and extremely reliable? And as you say, if this is selling into many markets worldwide, parts should not be an issue. |
Quote:
|
Quote:
|
Quote:
This is how we carried our spare set (the pic is from Iran on the way to India actually, that´s why my GF is covering her hair): http://i1235.photobucket.com/albums/.../crop_1761.jpg We added home-made parts to the bike´s crashbars to ´hook´ the tyres on. I had lots of doubts about it first, and even after the first test rides, but in the end it actually worked really fine for us. There was NOT many extra centimeters of space available, though, both tyres were resting against my knees in riding position (actually that was comfortable – and I got so used to it, that when we rode without the spare tyres, it felt very strange!). And the front wheel of the bike could touch the spare tyres, if tilted to the extreme left or right. It will depend on the bike model, if you´re able to carry them on the sides or not. If I was not able to carry tyres like this, when traveling two-up, then I probably would not have carried them at all. In fact we saw another V-Strom in eastern parts of Turkey, but the next one after that we probably saw in Australia, over 20.000 kms later. With this setup, I never had to look up for tyres anywhere after leaving Greece, but it appeared to me, that for these wheel sizes (same as most big GS´s for example) tyres were not widely available. Maybe you could find something in the big cities, but I was glad, that I did not have to search as when on a bike, I´ll preferably stay as far from the big cities of Asia as I can!! I´m sure somebody has a different view on this. BTW, on this trip, we got about 16000 kms out of each set of Michelin Anakee I´s. I was positively surprised about that, as the bike was very heavily loaded, and most of the time the temperatures were also +30C and up on the daytime. Front and back were finished at roughly the same time. We used a maybe 10% higher pressures compared to the recommendation. (sorry, this went a bit off-topic!) |
Quote:
I've toured 2-up around parts of SE Asia on my Yamaha 125 and a Chinese 200, and would have no hesitation RTWing either bike solo. The space and load capacity consumed by a 50kg passenger should be more than enough for the usual spares, tools, additional clothing, camping equipment and so on, when added to the 60 liters of luggage I was already carrying (tank and Ortlieb saddlebags). My passenger also carried a small backpack. When going on a smaller bike, it's counterproductive to load it up too much. The biggest joy of small bike touring is the ease with which you can go almost anywhere. Pack as light as you can, and you will retain most of that. I see folks posting here about how a small bike won't make it in the mountains: they should see how much stuff the locals here haul into some pretty rugged territory on 125 to 155 cc bikes. It's more a matter of getting the gearing and tuning right, and being prepared to ride within the bike's limits. In general, the question of big enough depends on where and how you ride. In lots of SE Asia and many other 3rd world countries, a 250 is as big as you want, and much bigger than the locals ride. I've started asking the opposite question: is it small enough? Some of the best trips I've been on in the last 2 years have been to areas where anything much bigger than the 200 would have been very difficult or impossible to go. Folks take rented Enfield 350s and 500s up into the Himalayas all the time : I'd much prefer to use the CRF. Most of the traffic in the 3rd world moves along at 40 to 50 mph, going much faster raises the risk level a lot. 2. Comfort: bit of an issue, but there is a good aftermarket developing and a custom saddle should be a first step. If you are iron-butting 1000 mile days, it's the wrong bike, though. On my previous dualsport, I had a custom saddle, heated grips, handguards, electric vest outlet and a windshield, and that made all the difference. I find the dualsport riding position to be the most comfortable for me, others may disagree. 3. Load: see above, but you should have no problem fitting saddlebags, a decent-sized duffel and more. There is a CRF250L thread over on Advrider, along with 250 touring and minimalist touring threads that should give you plenty of ideas. I'd consider adding some bracing to the subframe and so on, but that is something done to many of the most popular RTW bikes. 4. Range: I'm pretty sure there are already aftermarket tanks available, probably around 4 gallons. My Husky TE610 was about the same physical size and weight (but much taller), and I had a 5 gallon tank on that. Maybe I should persuade you to ride something like my YBR125G : that comes stock with 12 liters which takes it easily 400km. The stock saddle isn't too bad and long enough for 3 people, we've loaded the stock rack with 40kg of clothing, and it's gone everywhere. River crossings, rocky single track, mud over the axles, steep climbs in the mountains and more. Just about all of that 2 up... Sent from my A898 Duo using Tapatalk 4 Beta |
One other option to consider is flying out to one of the areas where you think you would like to ride and hire a local motorcycle.
In places like the Philippines or Vietnam you can have a blast on something like a 125 and rental and running costs are very low, as is accommodation and food if you stay away from the tourist hangouts. I did that and it totally changed the kind of bikes I rode as well as the places and type of riding I enjoy. Anything that you want to know about Philippines, drop me a PM. Sent from my A898 Duo using Tapatalk 4 Beta |
Getting back to the OP about the CB500X, I also think it looks like a contender for a real-world travel bike. Like many others it may only claim to look the part but it seems comfy and is economical, tubeless, <200 kilo dry with big tank, windscreen, ABS and adequate dirt road agility.
A few weeks ago an [at the time] local Honda dealer (Doble) was unusually offering day rentals of new bikes including the X. I enquired after an one but never heard back and I see now that all mention of rentals seems to have gone. So I haven’t ridden one or even seen one up close. One can manage with less but I feel a smooth 500 twin is all the bike most people (especially larger, well-fed individuals) actually need for one-up overlanding while still having enough in hand to enjoy brisk biking when the fancy takes. I said as much here a couple of years ago when introducing a travel bike I was putting together (mixture of GS500/DR650/DL650) and which broadly speaking was trying to be what is now a far more refined 500X. The major improvement a 500X has over Scott W's old CB would be fuel consumption which I'd expect to be up to 50% better while automatically adjusting to high altitude, unlike carbs. Depends how well-off one is and if it's about the bike or the journey, but for a genuine RTW I’d consider sticking with an old CB which I’m guessing can’t be worth more that £2000 but is a reliable hack. Let’s say petrol is world average of £0.70p/litre: if old CB does 50mpg (17.7kpl) and new CB-X does 70mpg (24.8) - £3000 of fuel money works out at…. a lot of miles on the old CB. And that’s not accounting for new X depreciation. As for spares out in the world, I was recently riding a CRF250L around the US to assess it as a travel bike (my conclusion here). SWUSA is hardly ’out there’ and the 250 had been sold for a year but things like rad hoses and even air filters had to be ordered in from Honda dealers, despite showrooms the size of an aircraft hanger. My point being, once on the road in the places outside Pecha72’s list (what I call the ‘AMZ’) you’re on your own when it comes to specialist spares for the sorts of bikes most of us choose to ride - just like you always were and especially with 17” tyres. But we've always managed. Talking of which, in principle I like my idea of running identical size hard-wearing front and rear trail tyres (likes cars, pushbikes and most scooters) and then taking one spare would give you at least 15,000 miles on a CB, new or old. Posting on or investing in long lasting tyres to avoid carrying spares is smart strategy that pecha points out, although Anakees are too ‘roady’ to be contenders for my riding prefs. I'd go back to a K60 any day. Depends where you’re riding but I feel TKC 80s would be wasted on an X as the back may only last 5000 miles (as it did on a Tenere to Morocco). Better with some K60s or similar which will last more than double that. Unless you're into hardcore exploration, I think true off road ability is an overestimated requirement for RTW, even if it helps sell adv bikes, just like 4x4s. Most of us are simply following occasional gravel roads which local 125s and 2WDs manage. It’s when things gets sandy, snowy or muddy that a 250 trail bike is so much easier to handle, but as long as the X seat is low enough (32” says the brochure) I'd be confident a 500X shod with K60s or similar could manage most tracks. But as it comes off the same Thai-built ‘budget rrp’ template as the CRF250L, I'd expect to see corners cut on the X - possibly suspension (as it was on the CRF; let alone the XR-like subframe...). The older Jap-built CB may be better put together and less fragile. All I could find about the X was ‘9 preload settings’ on the back + non adjustable forks with no clear image of the subframe which didn't look that well triangulated for support. That doesn't really matter on smooth sealed roads where most ride but makes broken roads or corrugated tracks tiring and harsh which can stress other components, especially if you're a larger person or ride with a lot of stuff. Both are plasticy, but I see the 500X as a 21st century Transalp, despite it’s 17-inch front. On any travel bike you’ll be adding 20+kg of stuff and although the V has surely got a nicer engine and is better for two-up, it’s already 20 kilos heavier and I suspect with higher CoG. The X must be more economical too; my mate commuting with a 700 Trannie says mpg is unexceptional for an efi but Honda has got to grips with economy on some bikes in the last year or two. Shame it took a recession to get them to finally think like that. V Strom also heavier and Versys.. a bit heavier, juicier, higher seat, better shock and £7k with ABS option. Looking forward to actual impressions and close inspections from new X owners. Ch |
Chris, many good points about the CRF versus CB500X.
I read your report in the CRF250L some time ago, and my take is that you couldn't have picked an area less suited to a 250. It's like me pushing an R12GS through the jungles of Vietnam, or island hopping it across the Philippines and then declaring it to be totally unsuitable for RTW purposes. Plus, I still think the CRF you were on probably wasn't set up for the conditions, as most running at altitude put in a 13T sprocket, and some go to a bigger rear sprocket as well. I also suspect that the fueling module made the bike run richer than stock, which kills power at altitude. Dealer parts availability for ANY bike in the USA is pretty poor, the dealers all run very low inventories. I get better much better parts availability for my Yamaha in large Filipino dealers than I have had for any US bike, other than a few Husky dealers I used to mail order stuff from. The point of getting a locally available bike is that at least the parts are available in-country, which saves the hassle of dealing with ordering, shipping, duties, customs, blown schedules and the rest. Not so bad if you have the time and money to wait around, not great otherwise. The tire strategy you suggest is very sensible, but doesn't take into consideration that 'stuff happens'. I ripped the rear sidewall open on my GS riding on the freeway, with only 1K miles on it. That would have ruined plans if I hadn't been able to find another tire quickly, and even in the USA it took the (non-BMW) dealer 2 days to source me another. Somewhere like the Philippines you would be very lucky to find one outside of Manila, and I can guarantee you that wouldn't be something exotic like a K60. A dirt worthy tire in CB500X sizes would be impossible to find. On my 200 running standard sized dirt bike tires, not an issue. Nearly every tire shop has something in stock. As for punting a 500 with road or 80/20 tires across the tracks that the locals run on 125s, it can be done, but it isn't a whole lot of fun for many reasons. Most of those 125s weigh half of a CB500X (or less), many have dirt tires fitted, and the riders have likely been riding those roads since they were kids and have far better skills than I will ever have. Local knowledge also counts. Earlier this year we took what looked like a main road on the map as part of an island tour, only to end up riding 20 km of road construction, including several stretches with mud up over the axles. This was after a big overnight rainstorm, so conditions were worse than usual. We realized afterwards that the bikes we'd been seeing (none on the really bad sections) were mostly going to small villages towards the beginning or end. All the through traffic had gone a much longer way round, as they knew the conditions. That kind of thing happens pretty regularly out here, even on some of the highways. We were 2 up on my 125 dualsport which is light and low with 18" knobbies, so didn't have too many problems apart from having to reverse the bike a few times to free up rocks and mud trapped between the tire and fender. On a less suitable bike we'd probably have turned around, or dropped it a few times, or my girlfriend would have ended up walking. Not necessary with the 125, and we got to see some beaches, mangrove forests and other things sights we probably wouldn't have otherwise. I actually enjoy riding the 125 as much as the 200, even though the 200 makes way more power, and has proper sized wheels, a decent dualsport riding position, monoshock and upside down forks. The smaller, lighter bike is just so easy to ride. Very little traffic runs faster than 80 km/h, so we keep ahead of most as long as I'm prepared to spin the motor a bit. Different perspective to the whole thing: as I said a few posts ago, it very much depends on where you will ride. For the trip you did, there was nowhere that the advantages of a small bike could be used. Where I live, a big bike is next to useless. Sent from my A898 Duo using Tapatalk 4 Beta |
Quote:
Quote:
But here please let's stick to the OP's topic: 'Honda CB500X - Serious consideration for a RTW machine?' That is what interests me and others. Addressing a post's specific query makes the masses of info on the HUBB more useable. Ch |
Why not?
|
Honda CB500X - Serious consideration for a RTW machine?
Scott, Go for it with the new Honda CB500X. Having owned a 500 you already know they have plenty of power and carrying capacity for a one up RTW. I presume you are comfortable riding within your limits and that of the machine, so that is already a bonus for you. You will get a touch more travel in the suspension with the new bike. Honda built it as a road machine with some off-road capability, which if you plan your route accordingly should be a nice combination.
Do the usual RTW upgrades, heavy skid plate, perhaps crash bars etc. throw on some Pelican boxes (which are not as cool looking as aluminum, but virtually indestructible), find the right screen if the stock model doesn’t hit right for you and you are almost ready to go. Take a few of the dollars you save and get a very comfortable riding suit, you will be living in it. I would also suggest looking around for a dealer that can be excited for you so you have a back home contact if needed. That, and find one who will sell you a few hours of mechanical training if you are not mechanically minded. Someone to help you Loctite all the nuts and bolts, teach you how to change and adjust cables, repair a flat or plug a tire along the road, and do a basic tune-up. The new CB has been introduced around the world so major cities can provide service. Be meticulous in taking care of it and you can probably avoid most major issues with some luck. The biggest advantage you have already mentioned, and that is price. The money you save will allow you, depending on your travelling standards, to save enough for 3 to 5 months on the road. And the number of the months you would have to continue to work to save that amount could easily cause you to never get around to actually leaving. Life has a way of sucking us in with one more thing that must be paid for or tended to. In sailing they say; “go simple and go now, or never get around to going”. In a few of the posts concerns were expressed about tires. If you plan, you can pre-order from dealers in major cities and have replacement tires waiting for you, as well as other replacement parts for general maintenance. Just remember road conditions will shorten the usual life of the tires and you don’t want to be heading in on unsafe tires, or have spent money or time on emergency replacements before planned changes. As to those who would recommend taking a 250cc instead. There are great bikes in that size. I would happily head out on one for any major leg of a RTW, but not a full RTW. If you follow any riders blogs to the end on 250’s, by the time they finish the machines are pretty well limping in and shot from riding the abusive conditions of poor roads and extra weight. To be fair my experience is not with 250cc, so take that thought with a grain of salt. Best of luck and keep us all posted. |
Surely this bike is proof that the the 'adventure' bike fad has hit it's peak and onto it's downwards trajectory. This is just a 500cc roadbike with some plastics styled in a vaguely similar way to some other 'adventure' bikes. What features of this bike make it more suitable for an 'adventure' than an old cb/cbf 500?
However in answer to the original question, this would probably be a great bike for a round the world trip. |
I ve owned a cb 500x for bout 6 weeks now, thought I d give you my thoughts on it... First of all it's mpg... On a 125 mile round trip to work and back I averaging high 70s.. And that's not hanging about.. Worst I ve had when absolutely ragging it was 67 mpg... Best I ve had over 113 miles was 100 mpg really nursing it.. One tank again when taking it easy igot 312 miles out of 16.5 litres...93 mpg... Would of thought rtw with speeds of 50 -60 mph and lower most of the time high 80 s would be easy possible even with a full load of luggage.. As for rest of bike it holding together well nothing fell off in 3000 miles so far.. Feels light enough to move about at stand still..weight feels low.. Corners well.. Hardly any chicken strips left so it leans well !!!!.. Plenty of room on seat to move about though I think seat made of granite!! So uncomfy even after 3000 miles. Think an air hawk a must. Side stand a bugger to put down.. Peg sits to close to foot peg so ya struggle to find it. Even worse now centre stand fitted. I now put side stand down by putting my foot on spring instead of trying to find peg.. Standard screen fine for me in raised position. I only 5foot 7 though. No buffeting but fair bit of wind noise.. Gonna try new helmet weekend to see if it that rather than screen. Would of thought plenty powerful enough for rtw ..8000 mile service interval though a valve check at 600 miles sucks. But I got a fixed service price off dealer for 120 quid so iwas ok..overall. I think it d be a great servant to any one who wanted to rtw on it.. Though 2 up I d say no purely because it like a 3/4 size bike when stood next to a v strom.. But one up no problem.. And those mileage figures mean it would pay for itself.. Hope this helps.. Check out others mileage on fuelly.. All in high 70s or higher still
|
Couple of other things I forgot to mention.. Rear suspension rather basic, fine on smooth roads but bumps can unsettle it.. Top speed approx 105 mph though clock reads bout 115.. Could easily run with taller gearing if ya wanted more mpg.. First gear very very short, it can pull away in second no prob without too much clutch slip.
|
Quote:
All will be fine:D |
Quote:
|
:censored:
|
Quote:
Thank you very much for this. The suggestion of finding a local dealer who could help me in the maintenance/repair department is a great idea. This is the area I am most concerned about as I have little experience with repairing/fixing motorcycles. I will also give the Pelican luggage you speak of a good look! I am still yet to get my leg over the new CB500X, but when I have, I will report back and compare its ride to my current CB500 (Which I was considering taking on the trip previously!) Scott |
Quote:
The reason I started this thread was to hopefully answer some of these issues! As a current CB500 owner, I was intrigued as to whether the HUBB community thought the new machine (CB500X) would be an improvement on my current machinery, or, as you put it, think that it was simply a "fad" motorcycle. From what I have heard so far, it appears that the CB500X would be more than capable of going RTW, with the obvious limitation of not being able to handle to much aggressive off-roading. This particular web page may help to answer some of your questions regarding features (2013 CB500X Innovations - Honda Powersports) I look forward to your response. Scott |
Quote:
Great to hear from someone who owns the machine and has first hand experience. The mpg you are obtaining is certainly something that attracted me to the CB500X in the first place, as that will be vital on a RTW tour. The fact it is light is also important as I want to be able to pick it up when (not if!) I drop it! The few niggles you speak of sound a little irritating but not major issues? Have you found the centre stand useful or is it not worth it? I agree that 1 up it would be more than possible to go RTW but 2 up with luggage would be a struggle. Have you had any mechanical issues to date? I am trying to ascertain how robust the machine is considering that this was the first Honda to be built on a "budget" in Thailand. Does it take a great deal to keep the bike in top nick or does it effectively look after itself? Have you purchased any of the optional extras and if so have they been worth the cost? I am aware there are luggage options as well as LED ruining lights, cowl guards, performance exhaust etc. Scott |
Hi Scott, the centre stand a must just for ease of any maintenance you may have to do whilst on ya trip. Costs £80 and bout the only genuine honda part I d buy, rest is just unbelievably expensive, running lights over 500 quid lol, that's with out the bar they fix too!!! Rear rack over 200, so is top box .. But others are now starting to make stuff, ya just gotta dig around for it. Now done over 4000 miles and no problems... Some on honda forum have had a small bolt come out of engine casing, 3 or 4 people so far so worth keeping an eye on that bolt, but hundred s have not, check cb500x forum for more details. Other than that no other problems I ve heard about..mpg still great not used a drop of oil thus far in 4000 odd miles, think ya talking over 800 quid for full honda luggage though, again though others ll be soon making better
|
Got an early finish from work the other day, ambled home 70 miles through as many single track lanes as I could find, took it steady and went back to work normal roads next day again going steady.. 99.1 mpg.. That's amazing figures and being fuel is one of the biggest costs when on rtw trip ya should be able to go a lot further... And as for panniers and all the extras, as someone on here said they wish they not spent £1200 on them because they could of travelled for another month with cheaper gear.. Just a thought !
|
Hi Bikerkev
Many thanks for the update. Great to hear the bike is serving you well. 99.1mpg is astonishing, that would certainly save a lot of money if you add up the difference between that and say 60mpg on a RTW trip! The prices of the Honda accessories seems very high indeed, not sure I will dabbling into them at that cost. The centre stand as you say will be necessary though to be able to undertake the maintenance required. Really looking forward to getting out and test riding this machine very soon! Scott |
Hi Scott, I have just bought a CB500X and love it. My previous two bikes were a BMW GS650 and a BMW GS1100. The 650 was a better off road bike than the Honda but for my purposes the Honda will do all the gravel roads that I am interested in. The big BMW was too heavy, but a great road bike...I love the riding position of all these bikes. I tried the VStrom 650 but felt more comfortable on and preferred the handling of the Honda. It suits my 173cm body height, its acceleration is adequate and once rolling, its acceleration to pass road trains in Australia's mid west where I live is excellent. The Honda is essentially a road bike with an off road configured riding position and with the capability of softer off road touring. After initial concerns about dropping to a mid size bike, I am very happy with it and find the 500cc twin engine just fine.
|
seriously modding the CB500X
People have started seriously modding the CB500X ... seems the real thing too ...
Nice :-) dq. (pics found at or linked from https://www.facebook.com/thaihonda.crosschallenge) https://fbexternal-a.akamaihd.net/sa...2_b.jpg&jq=100 https://fbcdn-sphotos-c-a.akamaihd.n...45335321_o.jpg link to very large image https://fbcdn-sphotos-h-a.akamaihd.n...30728691_n.jpg |
Hi all, i had a demo on the CB500X. I wasn't that impressed apart from the fuel consumption. Thats not to say it is not a world beater!.
You can't expect top notch for the money. For the core market it is aimed at it is ideal. I decided against it. I bought a bike in a similar vein. A kawasaki Versy. The power is better and the fuel consumption is not as good. To me it is a better package and well proven. Half the money with 5600 miles on the clock. It give me lots of lolly to spend on farkles if i need. Pays yer money, takes yer choicebeer |
Quote:
Regarding the Versys, the low-slung exhaust collection box is a PITA in my view; it's crying out to be damaged on rough going. :offtopic: |
Off road on either!!, neither bike would be much cop. The suspension on both are rubbish, not very compliant. Road tyre and wheel sizes. They are adventure styled bikes. If i wanted a higher exhaust i would get one fabricated. I am not dissing the 500x. Just not my bag. 600 mile first service can be up to £300, valve check!!!!!
|
Quote:
A valve check at 600 miles would not encourage me to purchase a new one, but after the first depreciation and getting that service out of the way it will be a better value bike. Other than that, cheap-initial-purchase bikes tend to have cheap suspensions; it has taken me years to accept this fact of life. |
pics of my bike with trekker 46ltr top box, centre stand, taller windscreen and rear hugger
http://www.cb500x.com/index.php/topic,319.0.html loving this bike so far and plans lots of euro trips with it |
|
Brilliant thread. I am a retired 59-year-old Brit living in sw Portugal but I am planning on splitting my time between there for six months (Apr-Sept), where I have a Buell Ulysses and northern Thailand for six months (Oct-Mar). Initially I had planned on buying a Kawasaki Versys in Chiang Mai, where I will be based but the bloke who hosts Horizons Unlimited's AGM there, Phil, put me on to the CB500X. I have sat on one in a Chiang Mai dealership and it feels just right. I've followed this up with hours of online research. The cost of a 500X in Thailand is 4,300 GBP versus over 6,000 GBP for the Versys. It is much more economical and performance-wise is all that's needed in southeast Asia. From Chiang Mai I aim to do the whole region (Thailand, Laos, Cambodia and Malaysia) over the next few years and I have decided that the 500X is the bike I will be buying. Crashbars, a main stand, a tank bag and a rack to take a dry bag will be the only extras I'll buy. I don't like side cases, although a Metal Mule top box would be nice if very expensive. I wonder whether they'll get round to making a fixing plate for the X in the near future. It would act as a decent portable safe when secured to a piece of furniture by some high tensile wire in a Third World bedroom, not that I've ever had any problems with theft in that region. I have even come round to liking the appearance of this bike.
|
So after 7500 miles i am still really enjoying this bike but then i use it on 99% tarmac.
i was thinking i would update this thread with a pros and cons list in the order i thought about them. Pros: -good MPG. my average is 72.8 uk gal 3.9L/100km 25.7km/l -nice seating position -very smooth engine -decent tank range i fill up at 200 before hitting reserve shoud be good for 230/240 -multiple luggage options -8000 miles service interval -good visabilty of road ahead -good mirrors: narrow enough for filtering but very clear wide view behind -easy to drive: not fatiguing -abs -well balanced tight turning circle. -medium weight, not too heavy Cons: -wind buffering (very loud) even with onda tall screen and wunderlich -seat not that comfy when only wearing kevlar jeans (ok with touring trousers) -cheap suspension -inaccurate mpg computer -no dipstick to check oil, only viewing window. -right brake leaver snapped off twice from drops -hingless fuel cap -side winds impact more than other bikes of same weight that i ahve ridden as a tarmac touring bike this is a very capable bike. gravel roads ive been on have been fine but havent done any proper off roading and dont intend to. Edit: rumour has it that 2014 models dont need the 600mile vale clearance check |
I appreciate this thread is pretty dead as this bike is not an adventure bike and doesn't have true off road capabilities, but there is an important issue just discovered with this bike and I would like to warn owners and those considering this bike.
I have seen on a cbx forum the following appauling design floor the left side bolt under the bike securing the plastic belly pan can puncture the oil tray under the bike draining all engine oil. I have replaced this bolt with a cable tie. The situation that lead to this discovery was a chap riding off road. The large exposed tree roots bent back the plastic belly pan causing the bolt to penetrate the oil tray. My bike is still running great after 10000 miles. I'm touring brittany on it for a second time and loving the experience. As a tarmac and loose gravel track touring bike this is a superb choice but mud and sand are a different matter entirely and to be avoided on this bike. |
Good info Gary!
Sadly, the 500X Honda is not alone in this matter. Many bikes have bash plate hardware that can be jammed through belly pan. I've read of this happening on my DR650 and former XR650L. You need take care how you mount up your bash plate and what points you bolt up to ... otherwise on a hard hit a bolt may be forced through the belly pan or case. I've also seen this happen (in person) on R100GS BMW and KLR). Lots of ways to prevent it .. won't go into that here as it's bike specific. Can't really blame Honda ... bike was never intended to go off road. |
I agree. Oil pan-stabbing hardware aside, plastic plates are just for show or to disguise clutter. I first saw one on the original 650 Transalp in the late 80s. How we scoffed. What next, a chocolate piston?
If you take it on the dirt it has to be full-width metal. DIY if no one makes them yet. Interruptions to the journey are all very well, but it only takes one unlucky hit to ruin your day. |
Can you switch the ABS off? I can see that being an issue on rough roads
|
Quote:
There are trade offs with metal vs. plastic bash plate however. In some cases the plastic bash guards are sort of sacrificial in nature ... they tend to "give" and absorb a hit. A good one is not all that bad. Carbon fiber ones are quite common on race bikes. With a Metal guard, a big hit won't hurt the metal guard itself, but the force of the hit is transferred to the mounting points ... and this is when you can break your case or oil pan if mounted directly to your engine case. I've seen this happen in person. Plastics are pretty amazing things ... a good plastic guard may be preferable in some circumstances for it's ability to "Flex" and take a hit and not transfer force into the engine case. But for true, knarly "rock hopping" a properly mounted metal bash plate would be the go for me. bier |
Nope, Abs cant be switched off
|
Quote:
Oh Joy! Price of cheap oil. :offtopic: Quote:
What is your average speed on motorway? Do any vibrations creep in at around 75 mph to 80 mph? What is top speed? Have you actually weighed your bike full of petrol? bier |
It depends on the road strength of head wind and mood but I would think 70-75 is average.
There is some vibration here through the grips but mirrors remain relatively buzz free. Even with thin gloves no numb hands. Infact the Engine is very smooth still and comfortable at this speed with passing power left. I have just been riding in france and at 110kph the engine is at around 5200/8500 on the rev range. Peak power comes in at around 7300 if I remember correctly. top speed is reported 110mph. I have not been this fast but from what i have seen I believe this is achievable. I feel this bike could maintain 90-95mph constantly with mpg and comfort taking a big hit. |
Hi Scott (great name!), i own a CB500X having done around 7500kms on it so far. I've researched the nobbly tyres option and there is very little for the size wheels that the 500X runs. For matching dual sport tyres front and back, the only brand/model i have found are the Pirelli Mt60's.
As mentioned, there is now a mod for spoked rims; ADVrider - View Single Post - Rally-Raid Products Honda CB500X Cheers, Scott. Quote:
|
Pics of my bike;
http://www.scottcairns.com/CB500X/cb500x-01.jpg http://www.scottcairns.com/CB500X/cb500x-02.jpg Mods done; - Touring windscreen - Adjustable levers - Handguards - Spongey grips - centre stand - Airhawk seat cushion - Wolfman tank bang and dry duffel - 12v/5v power supply - Two Brothers Sports Exhaust I agree with Gary's assessment and have made a few mods for comfort. The buffeting can get to be a bit much, plus the seat becomes rock hard after a few hours of riding. |
That's a cool looking bike!
Must say, in the top pic things look out of balance with that huge Wolfman Dry bag on there. Bit out of scale to rest of bike, IMHO. If you keep the bike and do more touring, perhaps try a set of small to medium sized side panniers? Could allow you to go with a smaller, more in scale dry bag up top. Just a thought. :innocent: Might give a more balanced look, and better weight distribution as well with side panniers. (weight low and forward is best) There are just a few knobby tires out now for 17" rims. I believe both Continental (TKC80) and Kenda (Big Block) may be making such tires in larger 17" sizes now? Check it out. Not cheap but I thing you may find something. TKC's are EXCELLENT and last pretty well too! Kenda's suck. (just the Big Block, not ALL Kenda's) BTW, a Pirelli MT60 is NOT a knobby tire, not even a 50/50. What the MT60 really is, is a Race Wet. (for wet roadracing) Good tire but not much good in anything more severe than a simple dirt road, great on wet paved roads. They wear out quick with heavy bike. (I've run a couple of them) One thing to be aware of ... if you ever ride in serious Mud ... your front mud guard (Fender in Yankee speak) can CLOG up with mud and slow or stop wheel rotation. This happened on my former V-Strom. Had to REMOVE the fender (a major PITA), strap onto bike and get mud in my face for a few hours. |
Thanks. The only reason I haven't gone the panniers route is that I haven't decided whether I'm keeping the bike long term. Most of the things I've bought (tank bag, dry bag) can go onto my next bike, or have been cheap enough to not bother me.
As for the Tyres, "nobbly" was the wrong term to use; I meant there are very few dual sport tyres for those size wheels. Last time I checked it was the Mt60's. The TKC80's had no such option (but it's good news if that's changed) Kenda Big Block's are overkill for this bike IMO as the bike is not a serious offroader, and having offroad tyres on it is a waste of time since you'll mostly be on the road! |
Right. But some riders may go off road, no?
Neither the TKC80 nor Kenda Big Block would be considered "aggressive" in the Knobby tire universe. Both are compromise tires but really do work quite well on both surfaces. Surprisingly GOOD on pavement! If a rider tours off the beaten path he may find not all roads are paved. With occasional dirt roads, both the above tires are nice to have, especially at the front. Lots of riders use the "Mullet" method, which is a front knobby, and rear 50/50 like a Mitas, Kenda, Shinko, Heidenau or Mefo. All good and some made in your size for that bike. A good 50/50 rear tire will last a lot longer than a knobby and still do well ON or OFF road, save in mud. Front tires last quite long, even a TKC. Biggest problem with that beauty of yours is that when it hits the ground it won't be pretty anymore, plastic bits are expensive .... and those Rads may be damaged. If not going off road ... then no worries. :Beach: |
Quote:
The point is, since its not a true dual sport bike and doesn't have the clearance to ride over rocks and driedup riverbeds, I would be aiming for a DS tyre that is more road biased. Why waste money on a 50/50 tyre when the bike is more road biased and is limited in its offroad capabilities? It doesn't have long-travel suspension, or spoked wheels. We've got 17" cast wheels front and back. TKC80's and Kenda Big Blocks may not be aggressive nobby tyres when compared to everything else out there, but most of the extreme nobby stuff won't fit our bike! In terms of what fits our bike, the big blocks are as "extreme" as I've seen. The Cb500X owners I've spoken to, and I include myself here, do maybe 10% - 20% offroading at best, and thats generally fire trails. I wouldnt be fitting Big Blocks to a bike that can't handle too much rough stuff as you comprimise the road handling, and that's where these bikes will mostly be. (plus you need to modify the 500X to actually fit the big blocks) Quote:
|
A few days ago I went round a few dealers to see what caught my eye and one of these was about the only thing that looked like what I was looking for. Big enough to carry a fair bit but small enough to manage and pick up easily.
As people have said spares for this bike are hard to come by in the developing world but what spares are needed specifically to do with the 8000 mile service interval? Just sparks, filters, oil need the most attention then brake pads, drive chain and tyres I'd assume would cover most of it and other more major stuff could wait until you get it back home. As a civic type R owner I regularly do nearly double the service interval of 9000 miles between services and have never had a problem. Surely Honda's bikes are the same for reliability. So lets assume no spares are available anywhere in the world what would you need for definite and what could be allowed to overrun its service interval? Plus do any components require special tools that you would have to carry with you? |
For 17's in the front many run a tire listed for the rear.usually a little larger but doable.
|
In january they start selling this bike in Ecuador.
So there will be some spares in stock. |
1 Attachment(s)
Has anyone tried the Rally Raid Kit that turns this bike into a true off road machine for an extra $2500? Have been thinking about this bike as a do everything kinda machine but am uncertain. Nice thread btw even if it has been dead since November...
Attachment 15515 |
1 Attachment(s)
Quote:
Trans-Am 500 - the seven year itch - ADVrider Also this thread: Rally-Raid Products Honda CB500X - Page 71 - ADVrider I agree the RRP CB-X could be a real world do-it-all overlander. |
I am beginning to think that this bike is really the most underrated machine in existence! Its weight, fuel economy, price and now with the RR kit... I am 99% sold on it as being my purchase.
I did get to sit on one the other day and was pleasantly surprised. It feels and looks really good in person. The pictures don't do the bike justice imho. I just need to book a test drive! :mchappy: Would love to hear from folks who have actually gone long distance on it, including any intrepid RTW adventurers, so to speak. I know that your out there busy enjoying your X's but if you can spare a moment, I'd be appreciative. Not least of all because the bike has been out for so many years now. bier |
It probably IS underrated ... probably among ADV travelers who have off road travel in mind. The only weak area I see on the bike is it's lack of off road ability ... it's ability to take a hammering over 1000 miles of wash board, plowing through deep sand/silt or getting through Rock mine fields litered with Baby head rocks.
I figure if that sort of riding beats the shite out of my well set up DR650 (a bike SUBSTANTIALLY lighter weight and better handling off road than the Honda in question) ... then seems logical it may cause the Honda rider (and the bike) problems riding such conditions. But for mostly ON ROAD travel, or easy dirt roads (not tracks) ... it would make a spectacular travel bike. bier |
1 Attachment(s)
After 2 years thinking it over, just found a cheap CB-X.
Plan to give it some RRP treatment. More here. First fill up shows promise for long-range desert travels… |
Good looking kit!
I'd love to hear how the kitted up bike performs out on the road, fully loaded. Looks like the kit gives more (much needed) ground clearance with 19" front and longer forks/custom triple clamp. :thumbup1: But is it enough? With a lot of weight on the bike, after market fuel tank, all bash guards in place ... seems like it may get a bit on the heavy side? But I'm sure for most travel it will be good if terrain not too severe. Love the mild mannered motor. Honda are one of the best producing such "go forever" motors. My DR650 was weighed on a certified industrial scale with Panniers, Wolfman duffel, tools, bash guards and 5 US gallons of fuel on board. 430 lbs. (195 kgs.) No featherweight and only 50 MPG ... but still rideable off road in deep Baja sand and rocky tracks. |
1 Attachment(s)
Well the X weighs 197kg fully wet which is a lot - but feels much lighter compared to the previous 222kg Versys. Must be a lower CoG and less of everything.
Needs a bashplate of course (RRP = 3.4kg) and all the usual travel paraphernalia but not a bigger tank IMO (OE = 17.5 they say) unless that mpg was a total fluke. I agree 200kg on the trail is a realistic limit for an all-road travel bike, but looks like JMo managed her 12,000-mile back-to-back Trans Am (non-camping?) which is my sort of riding. Tyre choice and rider skill would come in to it. Seen this on adv? A CBR500R (same motor as X) in a CRF250L frame! 165 wet. 500 motor is only 8 kilos heavier (40/48kg). |
Agree with Chris here about the gastank size. I rode the 500x to 100 mpg and I wasnt exactly lean on the throttle all the time. And that means you will get 550 km out of one tank. Lets say 500 km to be sure. That will do for most overland distances and riders, Not many bikes can beat that with OE tank....
|
Don't be fooled
See it as a road bike which is what it is. My mate has one and loves it however just because Honda give it a beak and list it as a 'trendy' adventure bike it is still a road bike with road tyres small wheels and low ground clearance. There is a lot of pretty plastic in there too.
Im not going to suggest alternatives because it may be the perfect RTW bike for you. As always it comes down to what suits your own personal criteria and the biggest thing on my personal list is you've simply gotta really like the bike |
There are a couple of pictures of the rally raid adaptation of this particular bike in the site linked below (which also has feedback from some other riders/owners of the CB500).
http://www.adventurebikerider.com/fo...it=10&start=20 As posted by "that postie". |
1 Attachment(s)
Rally Raid CB-X also in the Simpson here:
Birdsville Loop-Australia-on a Honda CB500X(Adventure) | Adventure Rider |
Howdy all... just checking in - been rather busy these past couple of months as Chris has alluded to ;o)
Any questions about the all-road and trail worthiness of the CB500X with the Rally-Raid kit fitted, please ask away - I've just finished riding one over 12,500 miles - including a 1000 mile Iron-Butt, the whole of the Trans-America Trail and a week on the rocks in Moab. Honestly, this bike is epic. The KLR is dead, and so is the Transalp ;o) I'll also be posting up a copy of my detailed ride report here on the HUBB shortly - in the meantime, a few photos that hopefully illustrate what I mean: http://i656.photobucket.com/albums/u...psfvjdckjr.jpg photo. Kane Creek Canyon, Moab UT. http://i656.photobucket.com/albums/u...psssb6kxfa.jpg photo. The TAT east of Monticello UT. http://i656.photobucket.com/albums/u...psnp4bx8jm.jpg photo. Dead Horse Gulch nr. Salida CO. http://i656.photobucket.com/albums/u...ps94i2svwc.jpg photo. Pikes Peak, CO. http://i656.photobucket.com/albums/u...psxzgpg0em.jpg photo. TAT in Oregon. http://i656.photobucket.com/albums/u...ps1rvmojvb.jpg photo. Lockhart Basin, Moab UT. http://i656.photobucket.com/albums/u...psvpa8enca.jpg photo. Top of the World trail, Moab UT. http://i656.photobucket.com/albums/u...psg8mpf13f.jpg photo. Top of the World trail, Moab UT. http://i656.photobucket.com/albums/u...psgh0gmekq.jpg photo. Mengal Pass, Death Valley CA. More soon, Jenny x |
seems like a great all rounder, I wonder how long before Honda realise and put the price up?
The MT07 engine seems like it would make a great basis for a modern day super tenere, lightweight skinny and capable. |
Quote:
As you are probably aware, I have/had a good deal of experience with the 660Z - having bought one of the first ones when it came out in 2008, and certainly the XT was very much one of our benchmark bikes (along with the BMW F700GS) we used when drawing up the specification for the CB500X Adventure kit. Having just completed a very similar trip on the CB that I did with the XT back in 2008/09, I can honestly say the CB (with the Rally-Raid kit fitted of course) was just as capable if not moreso on the Trans-Am Trail... and appreciably less intimidating on the more gnarly trails in Moab - primarily due to it's lower seat height, lower centre of gravity and shorter wheelbase. It also destroys big road miles in a way only a multi-cylinder bike can, and is an absolute hoot on the twisty backroads too - it really is that good! Jenny x |
what is the price of such a conversion?
|
Quote:
Basically the full Adventure kit with the spoked wheels (17" rear, 19" front) and front and rear TracTive suspension is the level 3 kit. In simple terms, if you had two grand in your pocket, you could afford a Big Mac meal on your way home ;o) Jx PS. Ah, I see you are in Idaho - Rally-Raid actually have partnered with Giant Loop as their US distributor for the Honda kit and associated accessories (to save North America on individual shipping and import duty costs etc.) - more info here:http://giantloopmoto.com/reserve-you...adventure-kit/ I believe the price is around $2800 USD all in. |
with good used examples costing around 4k that means you can have a very useful bike for around 6k.
For this price the supsension and added components are of far better quality than that offered by Yamaha on the tenere, bmw on the gs and triumph on the tiger, with the latter two bikes costing a great deal more to boot. with the fuel economy etc I'd say your getting a damn good bike with a lot of the off road agility only offered by maybe KTM or CCM and yet a much better bike for soaking up the road miles. I can't really see what a larger adventure bike would offer for RTW riding other than more weight, cost and speed (in reality how fast do you travel in countries where road safety and conditions are far more risky than in the UK) |
I should have added that I also had a 2008 tenere and loved the bike but being short of leg found it a bit top heavy, I also found the seat shape and width restrictive in that it was too wide and the stepped seat meant I struggled to get my weight over the rear when needed.
I loved the power off road but found it lacking on longer road runs.:scooter:with the additions of better suspension components even better fuel economy and lower height this honda makes a good alternative then when you add in a better motor for road work and you have a great all rounder, perfect for the commute, a spot of green lanning and the annual blast to warmer,dustier and rocky climes |
Quote:
Seems the CB500X (with kit) will pretty much make bikes like the DL650 Vstrom redundant. (great as it is for road based travel) Of course the challenge once put into service as a LD travel bike will be WEIGHT. I note an unloaded bike in your pics. RTW riders have this bad habit of overloading. doh I would also be a bit concerned about crash survival off road. I did not see any crash guards on the bike (I don't like them as they add so much weight) But IMO, for most travelers and the 90% of riding they may do ... this bike is a true step up ... and with your kit a slam dunk. I love my modded DR650 but would consider an upgrade to this Honda. I also look forward to see what Yamaha may do with an ADV version of the current FZ-07. If built light and smart ... could be a contender? Great work! Thanks for posting! bier |
Hi Mollydog - Thanks for your enthusiasm!
If you have a little time free, do check out my recent ride report: http://www.horizonsunlimited.com/hub...ven-year-83314 Which I feel ought to comprehensively answer any questions people may have regarding the all-road/all-terrain ability of this bike? With regard to the crash-ability of the CB500X, take a look at posts #11 and #47 particularly - I think you'll be impressed with how the standard bike stands up to being slammed on the ground ;o) As for luggage capability, the CB500X has a very strong subframe (and already has lots of rack options for luggage hard or soft) should that be required. Although as you suggest, there is a tendency for many people to try and load all manner of crap on their 'Adventure' bikes - negating the key benefit a lighter machine had in the first place! Certainly in keeping with the whole 'lighter-weight' travel ethos of this particular bike, I trust my packing list will illustrate that with a little discipline you can carry everything you need for an indefinite length trip, in just some simple soft luggage like the Giant Loop Coyote, plus a tail-pack for tools. With regard to a comparison with larger (and heavier) mid size Adventure bikes like the 650 V-Strom or GS 700/800 etc. I would draw the analogy with the Yamaha Serow vs. a traditional dual-sport/enduro thumper - in that the CB500X is effectively 4/5ths (or perhaps more accurately 7/8ths) the size of those larger capacity machines, and so immediately feels more nimble and manageable in more technical terrain for example. It's typically shorter wheelbase, low seat, narrow profile and low centre of gravity offers similar benefits on-road too; yet at the same time it's twin-cylinder engine means it is more than capable of cruising at 80mph all day if needs be, with great comfort, minimal vibration and excellent fuel economy. I hope you get the chance to try one with the Rally-Raid kit fitted, I guarantee you'll be impressed ;o) Jx |
I've not caught up on your Ride Report ... but it looks good! Impressive routes off road and better crash-a-bility than I thought ... and I see you've fitted hand guards and engine guards as well, which I hadn't noticed at first.
:thumbup1: |
1 Attachment(s)
|
Quote:
My experience with the CB500X ABS has been nothing short of outstanding in off-road conditions - seriously, it works VERY VERY well on the dirt and loose gravel, and even wet grassy slopes - none of the giving up and running away with you that plagued early BMW ABS systems - it just simple hauls you up regardless of the surface. What is perhaps most surprising is how well it works for what is ostensibly such a simple system - it is a basic single channel system (ie. it doesn't have a separate rear channel that can be switched off, like the new Africa Twin for example) - and is another example of how Honda have made this simple and straightforward bike, that does exactly what you want it to! As I say, I would have no qualms about riding the ABS equipped CB500X anywhere off-road, but for those old-schoolers of a nervous disposition, you might also be pleased to hear that Rally-Raid have developed a simple by-pass switch, that allows you to disengage and reengage the ABS at will, even on the fly. Perhaps best of all, it won't reset itself to default on when you cut the ignition (the potential source of so many woes for BMW owners I understand ;o) That way, you always have the choice whether to have ABS available or not. Hope that gives some food for thought... Jenny x |
Quote:
There is no doubt these modern 800-1200cc 'Adventure' bikes are wonderful forms of transport (I was riding a Triumph Tiger XC yesterday for example), but how practical they genuinely are for round-the world or even just an extended overland trip over weeks/months in differing terrain is always going to be a point of contention? Certainly until the advent of the CB500X (and I would add with the Rally-Raid kit fitted, as I'd agree with earlier posts that the stock CB500X is very much a road-biased machine), there really hasn't been a bike that offers a genuine 50/50 compromise - that is, a bike that doesn't compromise it's behaviour on one surface at the expense of the other... In the past, 400-650cc thumper has been the overland bike of choice for those who wish to venture off the beaten track a little further - but they inherently have compromises as a highway (certainly long distance and higher speed) machine? Conversely, even the smaller capacity twin/multi cylinder machines have been physically much larger, and with a distinct on-road bias too... The nice thing about the CB500X is that it sits exactly in the middle of the two established extremes - it offers all the on-road performance and refinement you would ever need on a long distance trip - including excellent fuel economy coupled with plenty of power to cruise at 80mph all day if needs be, a comfortable seat and ergonomics, and decent provision for a passenger or plenty of luggage if required... At the same time, with the RRP Adventure kit fitted it also offers excellent on-road and off-road suspension, and being physically that little bit smaller (and with a lower centre of gravity etc) than a 700/800GS or larger twin, it is also far more nimble and manoeuvrable in the rough stuff. It's by no means an enduro bike of course, but I honestly can't think of any other twin cylinder bike that invites you to 'have a go' at something you might otherwise pass up on a physically larger and more unwieldy adventure bike - it really does inspire a lot of confidence, and at the same time flatters your riding, which further encourages you to explore. Inevitably any long-distance travel bike is going to be a machine of compromises to a degree, but honestly, there is very little about the Honda with the RRP kit fitted that doesn't meet or exceed all those 'wish list' criteria for this sort of bike... I can't wait to get one of my own! Jenny x |
I'm certainly not an expert rider, but have over 50 years riding 2 wheels with a motor. I've owned and ridden an XT1200Z, Tiger 800, KLR 650, TR650 and a CRF 250L. For me the CB500X Rally Raid is the perfect blend of power, weight and ability. Surprisingly quick and nimble. It is also a very capable little mule. Throwing 50lbs of gear over the seat and you don't even know it's there. I'm satisfied that this is indeed my long haul traveler. Oh yeah, it's a Honda.:D
|
Some excellent aerial footage of the CB500X Adventure mixing it up with those 'proper' dirt bikes in the Australian Simpson Desert:
https://www.youtube.com/watch?v=XDks...ature=youtu.be I'm amazed at the quality of filming that can be achieved with relatively affordable drone cameras these days - just think how much that video would have cost if you'd had to commission a helicopter to follow the ride... Jx |
Halfway through a Morocco trip on my Level 3 Rally Raider. So far so good. More about the set up here and how the bike's been running here:
Rally Raid CB500X – the first 2000 miles | Adventure Motorcycling Handbook https://i1.wp.com/adventuremotorcycl...1/p1000828.jpg |
| All times are GMT +1. The time now is 04:03. |