Grand Prix Red
- Grand Prix Red
- Pearl White
- Grey Metallic
Suitable for riders looking to move up from a smaller machine, it instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend. It’s also found favour with experienced riders looking to downsize their machinery, while preserving the essence of enjoyable motorcycling.
- Aggressive new lines with purposeful, dual LED headlights
- Aerodynamically efficient and ergonomically comfortable
- Re-sited clip-on handlebars give a sportier riding position
- New LCD instrument display, with Gear Position and Shift Up indicators
- LED indicators
- Lively twin cylinder power plant’s internal architecture mirrors that of the CBR1000RR
- Revised inlet, exhaust and valve timing delivers 4% more mid-range power and torque
- Sportier sound from new dual exit muffler
- Assist/slipper clutch eases upshifts and manages downshifts
The CBR500R’s A2-licence friendly, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end.
Already strong off the bottom, the target for 2019 development was faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; the 4% improvement comes via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased 0.3mm to 7.8mm.
Feeding the PGM-FI fuel injection is now a more-or-less straight shot of airflow through the airbox and throttle bodies. The battery has been re-positioned further away (44.1mm versus 13.4mm) from the rear of the airbox intake duct to allow greater airflow; the exhaust muffler now features dual exit pipes, adding a sportier sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
Bore and stroke is set at 67mm x 66.8mm; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
The piston shape is based upon those used in the CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the CBR1000RR.
The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
A six-speed gearbox mirrors that of its RR cousin and uses the same gear change arm structure and link mechanism. New for 2019 an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.
|Type||Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder|
|Bore ´ Stroke||67 x 46mm|
|Max. Power Output||70kW @ 12,000rpm (95/1/EC)|
|Max. Torque||64Nm @ 8,500rpm (95/1/EC)|
|Carburation||PGM-FI electronic fuel injection|
|Fuel Tank Capacity||15.4L|
|Clutch Type||Wet, multiplate with coil springs|
|Final Drive||#525 O-ring sealed chain|
|Dimensions (L´W´H)||2,130mm x 750mm x 1150mm|
|Type Front||41mm USD Separate Function Fork
|Type Rear||Monoshock damper with adjustable preload, 43.5mm stroke|
|Type Front||Hollow-section 6-spoke cast aluminium|
|Type Rear||Hollow-section 6-spoke cast aluminium|
|Rim Size Front||17M/C x MT3.5|
|Rim Size Rear||17M/C x MT5.5|
|Tyres Front||120/70-ZR17M/C (58W)|
|Tyres Rear||180/55-ZR17M/C (73W)|
|ABS System Type||2 channel|
|Type Front||310mm x 4.5mm dual hydraulic disc with 4 piston calipers and sintered metal pads|
|Type Rear||240 x 5mm hydraulic disc with single-piston caliper and resin mould pads|
|INSTRUMENTS & ELECTRICS|
|Instruments||Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock|
|Amount of Credit||£4,699.80|
|36 Payments of||£80.00|
|Final Payment inc Option Fee||£2,574.41|
|Total Amount Payable||£6,903.61|
|Option to Purchase Fee||£10.00|
|Annual Contracted Mileage||4,000|
|Excess Mileage Charge||£0.04|
|Interest Rate pa||6.60%|
|Model||OTR||Deposit||HUK Contribution||Amount of Credit||36 Payments of||Final Payment||Final Payment inc Option Fee||Total Amount Payable||APR||Option to Purchase Fee||Annual Contracted Mileage||Excess Mileage Charge||Interest Rate pa|
Finance examples are based a standard bike. Finance is subject to status and our usual terms, please see the finance link on the footer of this page for further information