Honda’s CBR500R sportster needs little introduction. First launched alongside the roadster CB500F and adventure CB500X, just over a decade ago, the trio represented Honda’s bespoke offering for the A2/47bhp category and shared the same bespoke 471cc twin cylinder engine and steel diamond frame.
All have proved a big success, prompting successive updates and refreshes – as well as the addition of two new variants, the CMX500 Rebel cruiser and CL500 retro scrambler. But one of the biggest changes comes for 2026 with the addition of Honda’s clever E-Clutch system as first introduced on the 2024 CB650R and CBR650R.
The base bike is little changed – but then there was little need for it to be: it’s a friendly but fun street sports bike which has the full 47bhp allowed under A2 licence laws. Despite the race replica looks, it’s got easy manners, classy style and, thanks to successive updates, it has gone a bit more upmarket with a slick TFT dashboard, inverted Showa ‘Big Piston’ forks, wavy brake discs and enough style and quality touches to be the envy of all your mates. But the addition of E-Clutch, which basically means you can ignore the clutch lever to start, stop and change gear but then ease it in (or turn it off) when you become more experienced and confident, is a masterstroke. The result is probably the best sports A2 you can buy.
The purpose-built 471cc parallel twin produces bang-on the 47bhp A2 limit and has changed little since 2014, bar evolving into Euro5+ compliancy. It’s as powerful as the class allows yet is also flexible and friendly. Being a parallel twin (some rivals are singles) gives it a smoother, more ‘grown up’ and substantial ‘first big bike’ feel. It’s utterly proven, slick and reliable and, now it also comes with the aforementioned E-Clutch which you can either simply ignore and ride like a conventional bike or, if you prefer, you can take full advantage of and treat it effectively as a scooter (although you still have to change gear with your left foot) as you improve your clutch control. As A2 bike powertrains go, it remains the class benchmark.
Handling wise, it’s important to remember the CBR is not just a sportster but an entry-level, A2 one. As such, its chassis is a little basic, with the frame being a fairly simple, tubular steel diamond. Cycle parts have been updated over the years, though, and now comprise inverted Showa BPF forks at the front and a five-way adjustable monoshock at the rear.
The result is more than acceptable, being both easy and intuitive steering with reassuring grip and stability for novices, but also offering engagingly spirited sports steering when you’re in the mood. It might not win any races but, for the type of rider it’s likely to attract, the CBR500R is more than sufficient. Braking, meanwhile, is adequate rather than sparkling, too, with its twin wavy front discs and Nissin calipers capable rather than powerful – although, again, that’s probably a good thing on a novice bike.
Honda usually gets its bikes’ ergonomics right and that’s especially true of the CBR500R. As the sports variant of the CB500/A2 platform it gets a full sports fairing and sportier riding position and, as intended, it looks every inch the baby Fireblade, especially with its new colourscheme for 2026. But although its clip-on bars are below the top yoke, they’re still comfortable, the footpegs are similarly mild and the seat is plush.
The CBR also manages to seem substantial and full sized while actually being light, slim and manageable – all the stuff a new rider wants. The fairing does a decent job of keeping off the windblast at motorway cruising speed yet remains sufficiently sporty to encourage you into a racing crouch if the need arises. In fact, it’s a great compromise between all types of riding, whether town commutes, motorway tours or A and B-road misbehaviour yet remains a novice-friendly doddle to ride.
With a more upright roadster CB500F (now called the CB500 Hornet) and the adventure CB500X (now NX500) also available, you might expect this ‘sportster’ to not be particularly practical – but you’d be wrong. The CBR is comfortable and easy in all situations. Thanks to its fairing it is probably more long-legged than most of its siblings. It’s very easy to ride – even more so now due to the addition of E-Clutch – and yet it also gives enough of a sporting thrill to satisfy. All Honda’s A2 500s are brilliantly versatile, but with the sports CBR you’re sacrificing less than you might expect.
On a slight downside, as a novice friendly, entry-level, machine the CBR500R is inevitably built down to a price (which is partly why it has always been assembled in Thailand rather than Japan). That said, it’s never been conspicuously lacking in kit and, in fact, thanks to successive updates, its equipment levels have now become very credible. Since 2024 it’s had Honda’s standard 5” 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 much more. The result of all that is this latest 2026 CBR500R is good quality throughout and appears more premium than most A2 bikes available.
The latest 2026 CBR500R with E-Clutch starts at £6899, which is £100 more than the old, non-E-Clutch version, which is still available. That’s by no means cheap for an A2 sportster (it’s closest rival is arguably the £6099 Kawasaki Ninja 500) but it’s so well equipped, proven, effective and now, thanks to E-Clutch, desirable, that it’s more than justifiable.
Simply: if you’re after an A2-compliant sports bike, 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 plus lots of quality touches and, best of all, now has E-Clutch which you can use as much or as little as you like and is perfectly suited to the CBR. Overall, as a sports-style A2, the new CBR500R is almost a ‘no-brainer’!
Honda CBR500R specification
Price: £6899
Engine: 471cc parallel twin, four valves per cylinder, liquid-cooled
Power: 47bhp (35kW) @ 8,500rpm
Torque: 43Nm (31.7lb-ft) @ 6,500rpm
Transmission: Six-speed, chain with E-Clutch
Frame: Tubular steel diamond
Suspension: (F) Showa 41mm inverted BPF telescopic forks, no adjust (R) Showa five/-way preload adjustable monoshock.
Wheels: Five-spoke cast alloy, (F) 17 x 3.5in (R) 17 x 4.5in
Tyres: Michelin Road 6 (F) 120/70 x 17, (R) 160/60 x 17
Brakes: (F) Two x 296mm wavy disc, four-piston Nissin calipers, (R) 240mm disc, single piston caliper, ABS
Weight: 194kg (wet)
Wheelbase: 1410mm
Seat height: 785mm
Fuel tank: 17.1 litres
Fuel consumption: 67.2mpg (claimed)
Service intervals: 8000 miles/12 months
Warranty: 24 months unlimited mileage rising to six years with approved servicing
Contact: www.honda.co.uk
Words: Phil West
Photos: Honda/Phil West
