Honda CB500E

Honda CB500E
Manufacturer	Honda
Production	1993 - 2003
Class	Standard
Engine	Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder
Compression ratio	10.5:1
Top Speed	186.4 km/h / 115.8 mph
Horsepower	58.07 HP (43.3 KW) @ 9500RPM
Torque	34.67 ft/lbs (47.0 Nm) @ 8000RPM
Fuel System	2x32mm Keihin carburetors
Ignition	CDI
Transmission	6 Speed
Suspension	Front: 37mm Telescopic forks Rear: Twin shock adjustable.
Brakes	Front: Single 296mm disc 2 piston caliper Rear: 160mm Drum
Front Tire	110/80-17
Rear Tire	130/80-17
Seat Height	775 mm / 30.5 in
Weight	170 kg / 374.7 lbs (dry),
Recommended Oil	Honda GN4 10W-40
Fuel Capacity	18 Liters / 4.7 US gal
Manuals	Service Manual

The Honda CB 500E was a liquid-cooled, four-stroke, parallel twin cylinder, DOHC, 4 valves per cylinder Naked motorcycle produced by Honda between 1993 and 2003. Max torque was 34.67 ft/lbs (47.0 Nm) @ 8000 RPM. Claimed horsepower was 58.07 HP (43.3 KW) @ 9500 RPM. It could reach a top speed of 186.4 km/h / 115.8 mph.

Engine

The engine was a Liquid cooled cooled Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder. The engine featured a 10.5:1 compression ratio.

Chassis

It came with a 110/80-17 front tire and a 130/80-17 rear tire. Stopping was achieved via Single 296mm disc 2 piston caliper in the front and a 160mm Drum in the rear. The front suspension was a 37mm Telescopic forks while the rear was equipped with a Twin shock adjustable.. The CB500E was fitted with a 18 Liters / 4.7 US gal fuel tank. The bike weighed just 170 kg / 374.7 lbs.

1993 Honda CB 500E

The 1993 MY Honda CB 500E has, at its heart, a liquid-cooled, four-stroke, 499cc, parallel twin cylinder powerplant that was mated to a six-speed manual transmission with a chain final drive, and can reach a maximum power output of 58 horsepower at 47 Nm of torque.

In addition, it has been fitted with cast-aluminum wheels, an one-piece, two-up seat with a passenger grab handle, a blacked-out, steel frame, a blacked-out exhaust system, a round headlight with a chromed nacelle, a telescopic front fork coupled to dual shock absorbers in the rear, dual front disc brakes, a drum brake in the rear and analogue instrumentation dials.

1994 Honda CB 500E

The 1994 MY Honda CB 500E has standard features such as cast-aluminum wheels, an one-piece, two-up seat with a passenger grab handle, a blacked-out, steel frame, a blacked-out exhaust system, a round headlight with a chromed nacelle, a telescopic front fork coupled to dual shock absorbers in the rear, dual front disc brakes, a drum brake in the rear and analogue instrumentation dials.

In the engine department it is powered by an air-cooled, four-stroke, 499cc, parallel twin cylinder powerhouse, paired to a six-speed manual transmission, that can produce a claimed 58 horsepower and 47 Nm of torque.

1995 Honda CB 500E

The 1995 MY Honda CB 500E boasts a maximum power output of 58 horsepower and 47 Nm of torque from its air-cooled, four-stroke, 499cc, parallel twin cylinder powerplant that was mated to a five-speed manual transmission with a chain final drive.

In addition, it comes with cast-aluminum wheels, an one-piece, two-up seat with a passenger grab handle, a blacked-out, steel frame, a blacked-out exhaust system, a round headlight with a chromed nacelle, a telescopic front fork coupled to dual shock absorbers in the rear, dual front disc brakes, a drum brake in the rear and analogue instrumentation dials.

1996 Honda CB 500E

The Japanese engineers from Honda have launched yet another embodiment of their CB 500E two-wheeler, that has fittings such as cast-aluminum wheels, an one-piece, two-up seat with a passenger grab handle, a blacked-out, steel frame, a blacked-out exhaust system, a round headlight with a chromed nacelle, a telescopic front fork coupled to dual shock absorbers in the rear, dual front disc brakes, a drum brake in the rear and analogue instrumentation dials.

Also, it can produce a claimed 58 horsepower and 47 Nm of torque from its four-stroke, air-cooled, 499cc, parallel twin cylinder powerhouse that was paired to a five-speed manual transmission with a chain final drive.

1997 Honda CB 500E

The 1997 MY Honda CB 500E has, at its heart, a liquid-cooled, four-stroke, 499cc, parallel twin cylinder powerplant that was paired to a six-speed manual transmission with a chain final drive, and can reach a maximum power output of 58 horsepower and 47 Nm of torque.

In addition, i has standard features such as dual front disc brakes coupled to a rear drum, a 37mm telescopic front fork, dual adjustable shock absorbers in the rear, a dual seat with a pillion grab handle, a blacked-out exhaust system, cast-aluminum wheels, an analogue instrument cluster and wide handlebars.

1998 Honda CB 500E

The 1998 MY Honda CB 500E comes equipped with dual front disc brakes coupled to a rear drum, a 37mm telescopic front fork, dual adjustable shock absorbers in the rear, a dual seat with a pillion grab handle, a blacked-out exhaust system, cast-aluminum wheels, an analogue instrument cluster and wide handlebars.

In the engine department it is powered by a four-stroke, liquid-cooled, 499cc, parallel twin cylinder powerplant, mated to a six-speed manual transmission with a chain final drive, that can produce a claimed 58 horsepower and 47 Nm of torque.

1999 Honda CB 500E

The 1999 MY Honda CB 500E boasts a maximum power output of 58 horsepower and 47 Nm of torque from its four-stroke, air-cooled, 499cc, parallel twin cylinder powerhouse that paired to a six-speed manual transmission with a chain final drive.

Standard features for this naked machine include dual front disc brakes coupled to a rear drum, a 37mm telescopic front fork, dual adjustable shock absorbers in the rear, a dual seat with a pillion grab handle, a blacked-out exhaust system, cast-aluminum wheels, an analogue instrument cluster and wide handlebars.

2000 Honda CB 500E

The 2000 MY Honda CB 500E has fittings such as dual front disc brakes coupled to a rear drum, a 37mm telescopic front fork, dual adjustable shock absorbers in the rear, a dual seat with a pillion grab handle, a blacked-out exhaust system, cast-aluminum wheels, an analogue instrument cluster and wide handlebars.

This middle-class naked from House Tokyo can also produce a claimed 58 horsepower and 47 Nm of torque from its four-stroke, air-cooled, 499cc, parallel twin cylinder powerplant that was mated to a five-speed manual transmission with a chain final drive.

2001 Honda CB 500E

The 2001 MY Honda CB 500E has, at its heart, a four-stroke, liquid-cooled, 499cc, parallel twin cylinder powerhouse, mated to a six-speed manual transmission with a chain final drive, that can reach a maximum power output of 58 horsepower and 47 Nm of torque.

Standard features include a dual seat with a passenger grab handle, cast-aluminum wheels, an analogue instrumentation panel, wide handlebars, dual front disc brakes and a single disc in the rear, a blacked-out exhaust system, a black steel frame, a telescopic front fork and dual shock absorbers as a rear suspension.

2002 Honda CB 500E

The 2002 MY Honda CB 500E has been fitted with a dual seat with a passenger grab handle, cast-aluminum wheels, an analogue instrumentation panel, wide handlebars, dual front disc brakes and a single disc in the rear, a blacked-out exhaust system, a black steel frame, a telescopic front fork and dual shock absorbers as a rear suspension.

In the engine department it is powered by a liquid-cooled, four-stroke, 499cc, parallel twin cylinder powerplant that was paired to a six-speed manual transmission with a chain final drive, and can produce a claimed 58 horsepower and 47 Nm of torque.

2003 Honda CB 500E

The 2003 MY Honda CB 500E boasts a maximum power output of 58 horsepower and 47 Nm of torque from its liquid-cooled, four-stroke, 499cc, parallel twin cylinder powerhouse that was mated to a six-speed manual transmission with a chain final drive.

Also, it comes with a dual seat with a passenger grab handle, cast-aluminum wheels, an analogue instrumentation panel, wide handlebars, dual front disc brakes and a single disc in the rear, a blacked-out exhaust system, a black steel frame, a telescopic front fork and dual shock absorbers as a rear suspension.

Photos

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  Honda CB500E

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  Honda CB500E

Overview

A JACK of all trades, according to the old adage, is master of none and Honda's all-new CB500 does nothing to shake the old theory. That said, if a Jack of all trades is what you're into, the CB500 should suit you just fine. It's one of those nicely produced, user friendly, well behaved bikes Honda is so good at turning out. Aimed primarily at new licence holders, but with anyone else who'll buy it in mind, the CB neither threatens to tempt you into behaviour rash enough to lose that crisp licence, nor looks boring enough to be overlooked. Honda's design team have gone for the "muscular" look. Just how successful they've been is a matter of opinion, but when I think muscular I think CB1000, not a middleweight parallel twin producing 58bhp. For new licence holders though, there's enough readily available power to frighten the foolhardy and force lessons by inevitable mistakes, but with a dry weight of just 170kg (3751b), the CB can be pulled out of toe-curling scrapes fairly easily. The all-new ("new generation" in Honda-speak) eight-valve liquid-cooled twin throbs away and makes its two pistons felt with a quick thud-thud when blipping the bike off tickover, but a counter-balance shaft, driven directly off the 180 degree crank, smoothes out vibes as soon as you pull away. Gussets Ease of riding was one of Honda's main design objectives and it's fulfilled the brief comprehensively. The motor pulls strongly from standstill and the claimed 351b.ft of torque is spread pretty evenly through the revs, peaking at a buzzy 8000rpm. Cable-controlled clutch action is light and progressive but the lever, along with the brake lever, is non-adjustable, a pointless economy robbing the bike of a feature which should nowadays be standard. The comfortable seat sits 30in high, which shouldn't split too many trouser gussets. Pottering through town, the twin can be eased down to around 2500rpm in sixth before threatening to shake itself to bits, and accelerates cleanly back up the revs, although it's generally happier kept above three grand. This sometimes means changing down to fifth or even fourth to stay in the really useful power on the high street. Low speed steering is excellent -but deteriorates significantly two-up when the front wheel goes light and the riding position is upright enough to keep weight off your wrists. You lean into the wind enough for legal-limit cruising to be perfectly comfortable.

ST 1100 switchgear is user-friendly and could never reduce even an entry-level rider in the middle of Spaghetti Junction to a flustered, button-pressing ball of sweat. Clocks and idiot lights are equally inoffensive, all moulded into a single module with the temperature gauge incorporated at the bottom left of the rev counter. Get out of town and two 34mm flat-slide Keihin carbs (similar to those on the CBR600 and Fire-Blade) feed the motor freely to give brisk acceleration and snicking up through the sweet gearbox reveals no nasty clunks or graunches. The CB pulls up to a comfortable 70-80mph cruising speed surprisingly quickly, with a noticable but unobtrusive patch of vibes coming in at around 6000rpm (about 75mph in top) and clearing soon after as the motor pulls to the 10,500rpm redline. The bike should be good for about 110-115mph, and the four gallon (18 litre) fuel tank should give a range, claims Honda, of about 200 miles, at a fuel economy of 50mpg. The half-gallon (2.5 litre) reserve is easily found thanks to one of the slickest petrol taps my fingers have ever had the pleasure to fiddle with. What the engine refuses to deliver in top end, the rolling chassis makes up for on the twisties. The frame is a curious, though successful mix of tubular and box-section steel. A tubular double-cradle passes beneath the .engine, (the left cradle splits for easier engine removal) while above, 30mm by 45mm box section perimeter rails give good rigidity. The sub-frame is also box section steel, as is the swing-arm, worked by preload adjustable twin shocks. Forks are 37mm and unadjustable but despite the traditional set-up handling is positive, predictable and confidence-inspiring. Charging at bends, the single 296mm front disc with dual piston caliper copes well despite a slightly vague, spongey feel at the lever and as hero blobs hit the deck mid-corner there's no sign of protest or panic from either rider or bike. Reassuringly, considering Honda's target market, the hero blobs (lean-angle indicators, or something, in Honda-speak) are the first to touch down and during the brief test session nothing else came close. I must admit that seeing the bike shod in Dunlop Arrowmax rubber (110/80-17in front, 130/80-17in rear) was anything but reassuring -it's a long-standing and probably undeserved mistrust of the marque with memories of wet-weather nervousness and all-weather tracking. But Dunlop has given them a new tread pattern and they held rocksteady all day. It never did rain though. Bridgestone Exedras will also be fitted as original equipment. Ease of maintenance was also an objective and Honda seem to have made more than a token effort at fulfilling the brief. The double overhead camshaft directly operates a bucket and shim set-up for valve operation with a service interval of 15,000 miles. The shafts are driven by a central chain which will cause problems when renewal looms, a side-located chain being far easier to replace if you insist on the endless variety, although on a smooth, 58bhp motor, replacing the central chain with a rivet-link item wouldn't be out of the question, though Honda would never condone such rash action. Primary drive is by gear. The airbox sits below the carbs and gives easy access through a panel on the left hand side to the filter cartridge. The oil filter is the familiar screw-on/off (read skewer with a screwdriver and stain the road outside your neighbour's house) cartridge type sitting at the front of the engine just above the sump. Equally easy to get to are both the oil and cooling system fillers, neither being hidden behind fixed bodywork. (And it's about the subtlest bit of liquid cooling I've seen, with finning on the cylinder head and barrel giving a more familiar and acceptable look to the lump than some retro kettles.) The rear single leading shoe drum brake is another sensible, low-maintenance option and provides ample back-up for the front disc. The ignition key unlocks the seat which then hinges back to reveal a deep (about 12in) storage box for your chips, lock, waterproofs or whatever with the toolkit sitting under the rear tailpiece. Removing the seat altogether, should you wish to lob it over the hedge in a temper, is just a matter of pulling it free of its rear hinge. Finish is generally high quality with Honda UK offering Tasmanian Green Metallic (seen here), Solid Black or Fighting Red paint options - ask for them by name. Engine casings come in a durable-looking gun metal finish, but the matt black paint on the exhaust downpipes may not last a British winter after a few thousand miles of stone chips. Obvious competitors for the CB are Yamaha's XJ600S Diversion (£3999), Suzuki's GS500E (£3299) and Kawasaki's GPZ500S (£3740) and KLE500 (£3840). My guess is it will stand up well in such company and although the price is still to be released I reckon £

Source Bike Magazine

Make Model	Honda CB 500E
Year	1993 - 94
Engine Type	Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder
Displacement	499 cc / 30.4 cu-in
Bore X Stroke	73 x 59 mm
Cooling System	Liquid cooled
Compression	10.5:1
Induction	2X 32mm Keihin CV carburetors
Ignition	CDI
Starting	Electric
Max Power	58 hp / 42.3 kW @ 9500 rpm
Max Torque	47 Nm / 31.6 lb-ft @ 8000 rpm
Transmission	6 Speed
Final Drive	Chan
Front Suspension	37mm Telescopic forks
Rear Suspension	Twin shock adjustable.
Front Brakes	Single 296mm disc 2 piston caliper
Rear Brakes	160mm Drum
Front Tire	110/80-17
Rear Tire	130/80-17
Seat Height	775 mm / 30.5 in
Dry Weight	170 kg / 374.7 lbs
Fuel Capacity	18 Liters / 4.7 US gal
Consumption Average	18.1 km/lit
Braking 60 - 0 / 100 - 0	12.9 m / 40.2 m
Standing ¼ Mile	13.1 sec / 156.0 km/h
Top Speed	186.4 km/h / 115.8 mph
Road Test	Tuttomoto 1994