HONDA CL500 (2023 - on) Review

The biggest complement you can give the Honda CL500 is that it requires very little brain power to operate. It’s a new riders’ dream – with the easy 790mm seat, gently-set handlebars, roomy pegs, and light controls helping you feel right at home from the very first flick of the key.

Suspended by non-adjustable 41mm conventional forks and twin shocks with five-stage preload adjustment, the CL is soft without getting flustered – providing a generous dose of damping to iron out any potholes, speedbumps, and offering enough support for a light gravel trail.

Our circa 190km route had two 1km stretches of dusty trail – with 150mm of front and 145mm of rear travel ironing out much of the rocky surface beneath us. It’s hardly a full-on mud plugger though - with 155mm of ground clearance, and no bash plate for the blacked-out exhaust headers.

At around 10 stone all in, I didn’t feel the need to wander from the standard suspension settings, which allow for easy direction changes with the slightest push on the inside bar. You can feel the bike moving beneath you if you decide to really up the pace, but it’s never a concern and - as that’s not really what the 500 is for - it would be unfair to really criticise the bike for it.

Elsewhere, the standard seat also allows for easy movement around the bike should you need to and there’s enough ground clearance to encourage plenty of lean angle and explore the full potential of the adventure bike-style, road-focussed Dunlop Trailmax Mixtour tyres.

There may only be one twin-piston caliper up front, latching onto a 310mm disc, but it’s ample for a bike of this size and offers considerably more feedback and feel than the CMX500 Rebel the bike is based on. There’s also no intrusion from the ABS unless your particularly brutal with the controls, but the rear intervention cannot be deactivated for off-road use, which could be a turn off for some.

Honda’s 471cc parallel-twin engine now appears in five models in the range and remains capable of providing a gentle helping hand to new riders, whilst also putting up with countless hours of high-revving abuse from experienced users, determined to extrapolate its fullest potential.

Combined with a light non-adjustable clutch lever for easy manoeuvring in traffic, it delivers a predictable dose of power that’s unlikely to fluster beginners but should also provide enough of a surge for those looking for a smaller second bike in the garage or something stylish to commute on.

A Euro5-friendly two-pot that meets A2 licence regulations without need for a restrictor kit, it differs from its closest CMX500 Rebel sibling thanks to an extra tooth on the rear sprocket (taking it to 41) and a reworked air intake bespoke to this model.

Consequently, Honda are claiming improved acceleration, torque, and throttle response – although only the latter is truly noticeable. The Rebel can sometimes be guilty of jerking at low speeds but there are no such issues on the CL. Exactly how much more it pulls low-down and accelerates through the gears is only very marginal at best.

Overtakes still need to be planned methodically and often require at least one down shift before committing and it starts to feel breathless at the top end of the rev range when you really decide to press on.

Instead, the CL500’s engine is happiest in the middle of the rev range – making use of its modest 32lb.ft of torque and encouraging riders to slow down and drink in the surroundings rather than hunkering down over the 12-litre fuel tank.

Another change for this bike is the upswept exhaust, which exits to the right and is designed to mimic the looks of the original 1962 Honda Dream CL72 Scrambler. Much like the engine itself, the twin exit pipe generates very little heat however its placement means you can only have one saddle bag to the left of the bike. It also produces next to no audible soundtrack above 40mph - becoming lost behind the wind thanks to the exposed riding position.

Not only is it quiet, but the 180-degree crank motor produces almost no vibrations in standard trim. Although showcasing that classic Honda refinement, it lacks the authentic character and charm of some other retro scrambler offerings and does without any of the pops and bangs under deceleration enjoyed on the likes of the identically-powered Honda CB500X.

This is a very well built bike for not a lot of money. There are no panel gaps, and the paint on the tank is deep. The glossy orange and blue look particularly good and are a refreshing change from the often humdrum options found on many wallet-friendly motorcycles.

The switchgear might be basic, but it’s chunky and idiot proof – activated with a satisfying click and giving the impression it will stand up to years of abuse.

Honda’s 471cc parallel twin is proven and they’ve sold more than 133,000 bikes using it across Europe since 2013. This is backed up by a two-year warranty and a strong dealer network.

Owners haven't reported any issues for the CL500 yet, but it is still a very new model and few will have put more than a few thousand miles on theirs yet.

That said, MCN owners’ reviews of the similarly specced CMX500 Rebel have criticised Honda for issues experienced with rust, pitted forks, and visible stone chips on the fork legs. Best to keep an eye out for that here.

The Honda CL500 will arrive in dealers in 2023 with a base price of £5999 – keeping it in line with rest of the firm’s 500 range and making it a direct rival to the Royal Enfield Scram 411.

The Enfield may only produce 24bhp at 6500rpm, but it starts at over £1000 cheaper at £4849 and could be enough to turn the heads of some customers looking solely for urban usage.

With all five Honda 500s sharing the same base 471cc twin-cylinder engine, it could be argued that they are also rivals – especially the £6299 CMX500 Rebel, which has the same main frame, LED light set-up, and LCD dash.

Having ridden both bikes in close succession, the CL500 makes far more sense on the UK’s busy road network – thanks to its taller 790mm seat, upright stance, and wider bars. The Rebel’s stumpy 690mm perch sits you in line with the wheel nuts of some trucks and you can’t help but feel vulnerable as you negotiate your way through traffic.

It’s also more uncomfortable over distance and the rear suspension is far less capable of dissipating energy. With the CL being cheaper too, it’s a no brainer.

Being a sub-six grand A2 compliant scrambler, the Honda CL500 is unsurprisingly basic. You get LED lighting across the board and up front there’s a 100mm negative LCD display lifted straight from the CMX500 Rebel, which features your speed, gear position, fuel gauge and more. What is doesn’t have though is a rev counter, but that’s not the end of the world.

This small display is ideal for the bike’s minimalist design, but it gets lost in the direct sunlight – becoming hard to read at a glance. I have also sampled this dash on the Rebel cruiser and during a miserable English downpour, it can also be difficult to make out the smaller information on the dial.

To help it get through Euro5, there’s ABS at the front and rear too, with Honda’s signature hazard light flash when you give the anchors a particularly big squeeze. The rear anti-locking system cannot be deactivated for off-road adventuring, but this shouldn’t be an issue on light trails the CL is capable of. Remaining on the blacktop, the system barely ever gets involved at either end, allowing you to brake later and with confidence when you want to make serious progress.

There are no fancy modes, or lean sensitive gimmicks here either. It’s a stripped back riding experience designed to appeal to everyone and that’s perfectly alright with us – there’s not enough power or torque to require any more electronic intervention.

If you want to add a bit more pizzazz to your CL though, you can always bolt on some of Honda’s optional accessory packs. With three in total, these include an ‘Adventure’ package that gets a beakier front mudguard, hand guards, off-road pegs, and a rear shock covers.

Another is the ‘Travel’ pack, which gets you a 14-litre left saddle bag (the exhaust is on the right), a 12v socket, heated grips, a span-adjustable brake lever, and tank pad. If none of the pre-set options tickle your pickle though, you can always mix and match – choosing from top boxes, taller seats, bodywork, and much more.

Although screwed together nicely, some of these extras do detract from the riding experience. The off-road pegs for example offer less vibration damping and as such produce an annoying tingle through the base of your feet at motorway speeds after around 20 minutes.

Elsewhere, the stitched, padded brown high seat in the third ‘Style’ kit has a small amount of play in it when bolted in – meaning you can feel it moving beneath you when you’re on the move. Slightly narrower than the standard perch, it also adds 30mm to the seat height and reduces the feel of the bike beneath you. Furthermore, it pushes you in towards the fuel tank and is generally less comfortable than the standard option. I’d save your money…