Honda CB500F Review | Motorcycle Test

Honda CB500F Review

Honda CB500F review by Wayne Vickers – Images by RBMotoLens

Honda’s sweet little 500 cc twins have received our praise for a while now – and for good reason – as there’s a lot to like about the triumvirate of models that are powered by Honda’s 471 cc parallel twin.

Honda’s 2022 CB500F has received a restyle

Recently I had the chance to spend some time on the latest CB500F, the naked street bike variant, to get a fresh feel for how this year’s updates from Big H translate in the real world.

It’s worth pointing out that the F variant sits alongside its two siblings, the CB500X (soft-roader/adventure bike), and the CBR500R (fully faired sports styling), as an impressive small capacity naked-bike offering.

New are the 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
2022 Honda CB500F – New are the 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks

For 2022 the 500 family received a number of updates. For our CB500F in question, that means changes to chassis, forks, brakes and styling, bumping things slightly more aggressively into the ‘street-fighter’ bucket.

Dual 296mm discs matched to Nissin radial mount four-piston calipers are also an update
2022 Honda CB500F – Dual 296mm discs matched to Nissin radial mount four-piston calipers are also an update, with lighter wheels

Not to sure whether I’d be labelling it a street-fighter, but there’s some juicy new fruit. We’re talking:

  • 41 mm USD Big Piston forks from Showa
  • Rear shock with pre-load adjustability
  • Twin 296 mm Nissin wave rotors with radial calipers
  • Updated swing-arm and styling
  • 17.1 L fuel tank for over 350 km range
  • Low 789 mm seat height

Step over and down on the bike (the seat really is nice and low) ,and you’re immediately struck by how small and light the bike feels. It feels nothing close to the 189 kg kerb weight the spec sheet lists, and that feeling carries over on the move.

2022 Honda CB500F - Weight is 189 kg with a 785 mm seat height
2022 Honda CB500F – Weight is 189 kg with a 785 mm seat height

It’s super nimble and manoeuvrable in traffic and is a lane filtering dream. As a point to point urban tool, the CB500F is in its element.

That little twin cylinder engine continues to be a ripper. Pumping a smidge under 50 hp and peaking at around 6500 rpm, it’s wonderfully smooth and surprisingly eager right through the rev range.

2022 Honda CB500F – Power is also 35 kW at 8600 rpm

The fuelling is dialled in nicely, throttle action is sweet and the power curve is linear from idle to redline. The fact that it’s not going to rip your arms off only serves to encourage you to open the taps all the way, more often.

The CB500F is super frugal with its drinking habits too – I was seeing just over 3.5 L/100 km from it which gives a theoretical range of past 400 km.

The tank will hold 17.1 litres and could potentially take you 400 km
The tank will hold 17.1 litres and could potentially take you 400 km

I didn’t ever see that, purely because of where my servo stops were located, I kept topping it up around the 350 km

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2023 Zero DSR/X Review [Electric Adventure Motorcycle]

The call of the great outdoors is strong these days, especially in a motorcycle market embracing all things adventure. Offerings run the gamut from off-road-focused ADV sluggers to ADV-styled touring steeds, which isn’t lost on Northern California-based Zero Motorcycles, releasing its virtually all-new 2023 Zero DSR/X into the wild.Zero’s electric ADV isn’t a spruced-up version of the dual-sport positioned DSR, despite the similar branding. The 2023 DSR/X is freshly engineered, boasting a unique steel-trellis chassis, leggier suspension, and geometry to facilitate excursions off the beaten path. Meanwhile, the updated Z-Force 75-10X is the brand’s mightiest electric motor, powered by its highest capacity lithium-ion 17.3 kWh battery.2023 Zero DSR/X Review: Adventure MotorcycleIf wilderness exploration is what you’re after, then there are few better backdrops than Park City, Utah. Resting at the foot of the Wasatch Mountain Range, outdoorsy individuals revel in the myriad of ski slopes, hiking, and biking trails year-round.

The Electric Elephant in The Room: Range and Charging 

Topsy-turvy as it is to begin with stodgy mileage matters, chatter regarding range and charging enter the electric vehicle conversation at about the same speed as politics during holiday dinners. Add in the off-the-grid nature of ADV riding, and, naturally, there will be questions.Zero claims its latest 17.3 kWh battery is good for 180 city miles, 85 highway miles at a sustained 70 mph, and the combined range is 115 miles. Adding the optional Power Tank ($2895) bumps the maximum battery capacity to 20.9 kWh and boosts range by 20 percent. Applying that 20 percent does increase distance, but it comes at a premium price and adds weight up high where the unit occupies the 7.4-gallon frunk’s space.The Silicon Valley brand says that pure off-road ranges can grow to a whopping 200 miles or 13 hours when babied and, 155 miles or 5 hours of ADV-saddle time while running at a realistic clip. According to Zero, lower average speeds managed on the trail net the largest increase. There is a hitch to this plan, unfortunately, as trailheads usually don’t have EV charging stations, so you’ll need to factor in the ride there.Vying for importance in this chat is charging time, and, on that note, Zero states that plugging the 2023 DSR/X’s onboard 6.6 kWh charger into a standard socket will take drained batteries to 95 percent in 10 hours. A Level 2 charger significantly reduces the waiting game to two hours. You can double your charging abilities by installing the accessory Rapid Charger module ($2300), which shortens recharge times to an hour. The latter scenario isn’t bad if you’re replenishing yourself as well. Word to the wise: The Power Tank and Rapid Charger can’t be used simultaneously, so you have to choose between extended range and faster charging—you can’t have both.Manufacturer mileage claims need to be taken with not a grain, but a healthy pinch of salt, whether we’re talking EVs or internal combustion engines (ICE). When our varied 55+ mile testing route concluded, a highway sprint, winding mountain pass, and groomed fire road

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2022 Kawasaki KLR650 Dual-Sport Adventure Motorcycle

Prior to 1984, street-legal motorcycles that could also be ridden off the pavement (without immediately crashing) were known as “enduros” or “scramblers,” and for the most part, they were lightly modified street bikes with knobby tires, high-mount exhausts and perhaps a bit more suspension travel than their street-based counterparts. They were fine for plonking down a dirt road, buzzing around the farm, or exploring nearby canyons. But on balance, they were small bikes, with limited power, short range and truly limited ability to tackle truly tough terrain – let alone mount an epic journey to the far corners of the globe.

But spurred by wanderlust and books like Ted Simon’s epic 1974 travelogue Jupiter’s Travels, and Elspeth Beard’s 1982 Lone Rider, a new type of motorcycle riding – now called dual-sport, adventure or “ADV” riding – was beginning to take shape, and motorcycle makers began to take notice just as major technological shifts were happening in the motorcycle industry. BMW is generally credited to be the first maker of a dedicated “adventure bike” with the 1980 R80 G/S, an 800cc ugly duckling of a bike that was clearly designed to leave the pavement and haul a rider and their gear to places heretofore unreachable by motorcycle – and most any other kind of vehicle.

In 1984, Kawasaki launched the KLR600, a modern, powerful, sturdy, capable and affordable 600cc single-cylinder model that also tempted riders to start mapping out epic ‘round the world (”RTW”) odysseys. A couple of years later, the bike grew to 651cc, and the KLR650 remained in Kawasaki’s lineup – largely unchanged – for the next three decades. In that time, adventure riding – and adventure bikes – continued to grow in popularity, getting a massive boost in 2004 when Star Wars actor Ewan McGregor and his friend Charlie Boorman released their first RTW adventure bike TV series, Long Way ‘Round, which gave adventure riding massive exposure in popular culture (below). Two sequel series then followed, as did skyrocketing adventure bike sales.

But in 2019, KLR650 fans – now numbering in the millions worldwide – held their breath as the model suddenly went missing from the roster for the first time. Then the pandemic set in and for 2020, the KLR was again MIA. Would it ever return? Late in 2021, there was rejoicing as the KLR650 reappeared – and with several notable improvements.

Recently, Kawasaki’s Good Times Demo Tour swung through the Portland area, and Media Relations Supervisor Brad Puetz was kind enough to bring a pair of top-spec $7,999 2022 Kawasaki KLR650 Adventure models with him for two days of riding around the Pacific Northwest with

Good news: The updated KLR650 hasn’t strayed far from the successful recipe that has earned the bike

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Peak Structure Motorcycle Bar Mount Review [For Smartphones]

Triumph Scrambler 900

Right until Apple CarPlay and Android Car are popular on motorcycles, people who adore Waze, Google Maps, Apple Maps, and Glympse will have to keep on mounting smartphones on bikes. The Peak Layout Motorbike Bar Mount is an easy and protected way to mount your cellphone on your motorbike, furnished you have a handlebar with a bit of spare home. Of course, we know that Apple discourages carrying out this—we’ll get into that later on.We have loads of bikes jogging by the Final Motorcycling garage. When we obtained the Peak Design Motorbike Bar Mount, we had to look for all around for a couple of suitable styles. Though the Peak Structure unit will connect to round or tapered handlebars, you need space for the Bike Bar Mount, and the mounting have to be at an angle that operates for viewing the telephone. If your bike has clip-ons, you’ll want to look into the Peak Style and design Motorcycle Stem Mount.After some poking all around, the new Honda Monkey (spherical bar) and Triumph Scrambler 900 (tapered bar) acquired the nod.The Peak Design and style Bike Bar Mount is a innovative and sturdy design, however it attaches conveniently to an open up inch of bar space—all that matters is the angle. 3 provided pairs of vibration-absorbing EPDM rubber collar inserts enable fitment to bars 7/8-inch to 1.25 inches in diameter—a vast adequate selection for most bikes with a handlebar.Mounting the program is intuitive, while it requires some time and thing to consider. If you have a wide-open up handlebar or a break up handlebar clamp, it is straightforward. Having said that, that is generally not the circumstance.Commence by figuring out wherever you can mount the anodized machined-aluminum handlebar clamp on the handlebar. Then, loosely attach the mounting arm (also aluminum) and see if you can prepare it so you can instantly perspective your phone’s monitor. This may perhaps choose a bit of experimentation, as it did with both equally the Monkey and Scrambler.As it turns out, we hooked up the Peak Design Motorcycle Bar Mount in completely distinct locations on the two motorcycles’ handlebars, however the mounting is generally the exact same.For the Monkey, we settled on attaching the mounting head following to where by the handlebar’s left mirror mount. That gave us ample place to use our Apple iphone 12 Mini as a portrait screen.Following assuring ourselves that it would all line up, the Substantial Collar was inserted in the handlebar clamp so it could thoroughly grasp the Monkey’s conventional 7/8-inch handlebar.Soon after trying a couple options on the Scrambler, we made a decision to mount the Peak Structure Motorbike Bar Mount just to the left of the motorcycle’s handlebar clamp. In this placement, we mounted the smartphone as a landscape show so it did not block viewing the speedometer. The Scrambler’s tapered handlebar applied the mid-sized collar, allowing protected attachment.It is a lot easier to assemble the handlebar clamp, mounting arm, and mount

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Stealth Off-Roading on the All-Electric Adventure Motorcycle

I separate the wilderness into two categories: nearby and way the hell out there. Nearby is for your day trekkers, your weekend warriors, and those folks who put a few off-road miles on their machines and set up camp for a night. Nearby is still the outdoors, but you’re never too far away from a gas station burrito. 

But what I want and yearn for is Way the Hell Out There-land. I want dark woods, deep rivers, desolate deserts, and nonexistent cell service. Land that’s far into the wilderness and miles from any human being. I want locations only accessible by a very long and arduous hike, or the best mode of backwoods transportation: an adventure motorcycle. 

Silence is golden. Jenny Linquist/Zero

Adventure motorcycles promise to deliver me somewhere remote, untouched, and uninhabited. They do so with off-road tires and suspension, ample payloads for all your camping gear, and enough power to get you through the toughest mud pits. But most of all, they have plenty of range to get you to hell and back, as it often takes a good amount of miles to get you far and away. Given concerns around the range of electric vehicles, it may seem disingenuous—if not even dangerous—to trust your wilderness survival to an electric motorcycle.

And even after falling for the dirtbike-like Zero FX, and never really experiencing range anxiety there, a proper electric adventure motorcycle that can compete with the best of KTM, Ducati, Yamaha, and Honda still felt ages away. But California-based EV bike startup Zero doesn’t adhere to that idea—and now neither do I after being introduced to the new 2023 Zero DSR/X, the first all-electric adventure motorcycle that seems to have what it takes to go after those big dogs. 

2023 Zero DSR/X Review Specs

  • Base price: $24,495
  • Type of motorcycle: Adventure
  • Powertrain: 17.3-kWh battery (additional 3.6-kWh Power Tank available) | belt-driven | Parking Mode has forward and reverse
  • Horsepower: 100
  • Torque: 166 lb-ft
  • Brakes: Dual J-Juan radial-mounted 4-piston calipers, 320 x 5 mm disc (front) | J-Juan single piston floating caliper, 265 x 4.5 mm disc (rear)
  • Suspension: Showa 47mm (front) | Showa 46mm piston (rear)
  • Seat height: 32.6 inches
  • Tires: Pirelli Scorpion Trail (optional Pirelli STR Rally fitted to wire rims)
  • Curb weight: 544 pounds
  • Range: 180 miles city | 85 highway | 200 off-road miles 
  • Quick take: The first all-electric adventure motorcycle has real promise.
  • Score: 8/10

We’ve Got the Range

Beneath the DSR/X’s handsome bodywork sits a 17.3-kWh battery—the largest battery in Zero’s lineup—connected to the brand’s Z-Force 75-10X motor. The pairing is good for 100 horsepower and a body-clenching 166 pound-feet of torque, which is more than the supercharged Kawasaki H2R that offers a measly 121 lb-ft. 

Not only does that big battery pack give the DSR/X solid performance, but also what I believe is the right amount of range. According to the brand, the DSR/X’s battery offers 180

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Maeving RM1 review: a stunning electric motorcycle with removable batteries

As regular readers of T3 will know, we have a strong history already with electric motorbikes. I myself rode the Harley-Davidson LiveWire, while we’ve also had team members hopping about electric bikes such as the Zero S – and we’ve been impressed with what we’ve seen so far.

Which is why I was so interested to leave my Aprilia RSV 1000R in my garage and hop on board the brand new, built in the UK, Maeving RM1 electric motorcycle (opens in new tab).

And it wasn’t just the RM1’s drop dead gorgeous looks that had me eager to go hands on, but the all-electric two-wheeler’s rather unique removable battery system.

Indeed, this ability to remove the RM1’s power source, and then charge the battery indoors in the home or office, feels like it has the potential to be a huge game-changer for many urban commuters, as it removes the need to have the vehicle near your home or to have charging cables trailing out of it.

I rode the Maeving RM1 for entire week, and this is what I thought of it.

Maeving RM1

The Maeving RM1 sat on my drive. What a beauty!

(Image credit: Future)

Maeving RM1 review: design and battery system

One look at the Maeving RM1 and it’s easy to see how this thing turns heads. Simply put, the motorcycle looks stunning, with a gorgeous overall retro style contrasted at its heart by the electric motor and second battery tank. It’s a gorgeous hybrid of old and new to my eye.

There’s lots of lovely details on the RM1. The floating, leather upholstered seat, rear wheel guard-mounted licence plate (which is the current style for many new motorbikes), streamlined classic bike instrument cluster, large circular central headlamp, thin and sculpted tank (where another battery is located) and slick black suspension springs and frame.

The main way you can customise the look of the RM1 is in terms of selecting the colour of the bike’s tank, with options including Maeving Blue, Blackout, Silver, White, Grey, Green and Sand. In my mind all these look class, but Maeving Blue and White would be my top picks.

Overall I think Maeving has done a fantastic job with the design of the RM1. Classic bike styles, such as this boardtracker-inspired design from Maeving, are bang on trend right now in the motorbike world, so I can see the RM1’s look really appealing to a lot of riders.

Maeving RM1

Battery number one slots into this vertical bin that sits under the tank.

(Image credit: Future)

Ok, now let’s

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