The Honda CB500 was a naked, 499cc commuter/roadster motorcycle produced by Honda in the UK between 1993 and 2003.
Honda also released a half faired version of the CB500 (known as the CB500S) between 1998 and 2003.
The CB 500 was a basic and popular mid range bike with legendary reliability, which is why it proved very popular with motorcycle couriers, training schools and first time riders.
The CB500 twin was replaced by Honda in 2004 by the CBF500 as the CB500 engine was unable to meet the new Euro 2 emissions regulations.
The main rivals to the CB500 were the Kawasaki ER5 and Suzuki GS500 E models.
1993 to 2003 (unfaired version)
1998 to 2003 (CB500-S, half faired version)
More detailed release date and model info can in the ‘Models and years’ section below
Style of bike:
Commuter / tourer / roadster
Insurance:
Group 9 (of 17) – Save money…Get insurance quotes at Confused.com
Unfaired 499cc twin cylinder, water cooled roadster with twin rear shock absorbers, 17 inch, 6 spoke cast wheels, round chrome surrounded headlamp, black 2 into 1 exhaust, alloy rear (pillion) grab handle and colour match front mudguard.
The bike also single front disc brake with a Nissin caliper and rear drum brake.
Available colours:
Green, black or red
Price (new):
£3655 for an ‘L’ reg
£3730 for an ‘M’ reg
CB500-R (Jan 1995 to Oct 1995)…..
Frame number started:
Description:
Same as above model with another colour added to the range.
Available colours:
Green, black, blue or red
Price (new):
£3870 for an ‘M’ reg
£4085 for an ‘N’ reg
CB500-T (Nov 1995 to Oct 1996)…..
Frame number started:
PC32A-000001
Description:
Same as above model.
Available colours:
Green, black or blue
Price (new):
£4085 for an ‘N’ reg
£4085 for an ‘P’ reg
CB500-V (Nov 1996 to Nov 1997)…..
Frame number started:
PC32A-100001
Description:
Same as above model but now with a rear disc brake instead of a drum brake and Brembo brake calipers.
Also a ‘Cup-Race’ version available in silver.
Available colours:
Green, red, black or titanium
Price (new):
£4085 for an ‘P’ reg
£4085 for an ‘R’ reg
CB500-W (Dec 1997 to Oct 1998)…..
Frame number started:
Description:
Same as above model.
Available colours:
Black, red, yellow or silver
Price (new):
£4085 for an ‘R’ reg
£4085 for an ‘S’ reg
CB500-X (Nov 1998 to Aug 1999)…..
Frame number started:
ZDC9C32AOXF206241-
Description:
Same as above model.
Available colours:
Black, red or orange
Price (new):
£4085 for an ‘S’ reg
£3495 for a ‘T’ reg
£3495 for a ‘V’ reg
CB500-Y (Sept 1999 to Dec 2000)…..
Frame number started:
ZDCPC32AOYF220001-
Description:
Same as above model with gold wheels (painted, not real gold obviously!) and new graphics.
Available colours:
Black, blue or red
Price (new):
£3545 for a ‘V’ reg
£3545 for a ‘W’ reg
£3775 for a ‘X’ reg
CB500-1 (Jan 2001 to Dec 2001)…..
Frame number started:
Description:
Same as above model with silver wheels.
Available colours:
Black, blue or red
Price (new):
£4090 for a ‘X’ reg
£4090 for a ‘Y’ reg
£4090 for a ’51’ reg
CB500-2 (Jan 2002 to Dec 2002)…..
Frame number started:
Description:
Same as above model.
Available colours:
Black, blue or red
Price (new):
£4085 for a ’51’ reg
£4085 for an ’02’ reg
£3704 for a ’52’ reg
CB500-3 (Jan 2003 to May 2003 – Discontinued)…..
Frame number started:
Description:
Same as above model.
Available colours:
Black, blue or red
Price (new):
£3704 for a ’52’ reg
£3704 for an ’03’ reg
Honda CB500 Sport (aka CB500-S, half faired version)…
CB500-SW (Feb 1998 to Oct 1998)…..
Frame number started:
Description:
Basically the same as the unfaired CB500 with a half fairing with the clocks built in and underseat storage for a ‘U’ lock. Also has front and rear disc brakes (same as the later CB500’s).
Available colours:
Black, red or yellow
Price (new):
£4245 for an ‘R’ reg
£4290 for an ‘S’ reg
CB500-SX (Nov 1998 to Aug 1999)…..
Frame number started:
ZDCP32EOXF306261-
Description:
Same as above model.
Available colours:
Black, red or orange
Price (new):
£4290 for an ‘S’ reg
£3850 for an ‘T’ reg
£3850 for an ‘V’ reg
CB500-SY (Sept 1999 to Dec 2000)…..
Frame number started:
ZDCP32EOYF320001-
Description:
Same as above model but with gold wheels and new graphics.
Available colours:
Black, red or orange
Price (new):
£3895 for an ‘V’ reg
£3895 for an ‘W’ reg
£4050 for an ‘X’ reg
CB500-S1 (Jan 2001 to Dec 2001)…..
Frame number started:
Description:
Same as above model but with silver wheels.
Available colours:
Black, metallic red or metallic blue
Price (new):
£4050 for a ‘X’ reg
£4050 for a ‘Y’ reg
£4050 for a ’51’ reg
CB500-S2 (Jan 2002 to Dec 2002)…..
Frame number started:
Description:
Same as above model.
Available colours:
Black, metallic red or metallic blue
Price (new):
£4050 for a ’51’ reg
£4050 for an ’02’ reg
£4050 for a ’52’ reg
Note: You can use any grade oil in the CB500 engine (mineral, semi synthetic or full synthetic). Although fully synthetic is the best and will offer the best protection for your engine, we normally recommend a semi synth as it’s a good balance between engine protection and price. More info…
Note: You can use any grade oil in the CB500 engine (mineral, semi synthetic or full synthetic). Although fully synthetic is the best and will offer the best protection for your engine, we normally recommend a semi synth as it’s a good balance between engine protection and price. More info…
The YTX9-BS battery is a 12 volt, 8 amp/hour battery and is length: 151mm width: 87mm height: 106mm in size (more info…).
The 1st letter(s) of the battery reference code are a manufacturers reference mark and may vary between different battery makes (different battery manufacturers use different 1st letters), so CTX9-BS, YTX9-BS and CBTX9-BS are all the same battery just from different manufacturers (more info…).
Also…… Avoid buying the cheapest of the cheap type batteries online as they have a horrendous failure rate (and they can be a bug!er to post back when it fails.
1993 to 2003 Honda CB500 battery (YTX9-BS). This battery fits both the half faired and unfaired models
Solo: 31psi (2.2 bar) / With pillion: 36psi (2.5 bar)
Rear wheel spindle torque:
90nm
Note: The earlier CB500 R and T, unfaired models (Dec 1993 till Oct 1996) had a drum brake on the back wheel and a Nissin caliper on the front brake. The Nissin caliper used different brake pads to the later (Brembo) caliper but the same front disc as later models.
The Nov 1996 (CB500 V) model onwards and the faired (CB500 Sport) models had a rear disc brake and Brembo brake calipers.
Note: You can use any grade oil in the CB500 engine (mineral, semi synthetic or full synthetic). Although fully synthetic is the best and will offer the best protection for your engine, we normally recommend a semi synth as it’s a good balance between engine protection and price. More info…
The frame number is usually stamped onto the right side of the headstock (the front part of the frame just below the handle bars).
Useless stuff…..
Middleweight commuter/roadster style bike from Honda that was released in 1993. Rumor has it that Honda designed the bike to last for 190,000 miles. Although you won’t find many models with 190,000 miles on the clocks, they were capable of huge mileage, fairly simple in design and easy to work on which is why they proved popular with commuters, couriers (<< avoid ex courier bikes though!) and motorbike training schools.
They also had good, solid and confidence inspiring handling which is partly why training schools used them as 1st time ‘big bike’ riders found them easy to get along with (and, at 57bhp you could take your ‘Direct Access’ course on one. This allowed a rider who passed to ride any bike regardless of power or cc after they passed it. You had to be over 21 to do this course and had to take it on a bike over 50bhp).
The CB500 didn’t have much in the way of updates during it’s 10 year life, a rear brake disc was added and the Nissin calipers were dropped for Brembo calipers for the November 1996 release and a half faired version was released in 1998 (known as the CB500 Sport).
The CB500 did have it’s own racing series called the CB500 Cup. Honda released a ‘Cup-Race’ version of the bike in 1996. The CB500 Cup was renamed to the Thundersport 500 in 2009 to allow (mainly) Kawasaki ER5 and Suzuki GS500E riders to enter.
The CB500 was discontinued in 2003 as the 499cc motor was unable to meet Euro 2 emissions regulations.
Side view of a CB500-R (rear drum brake model)
Buying advice…..
Firstly, if your thinking of buying one always HPI check it (there’s still loads about so no point risking getting stuck with a lemon!).
These are good, solid bikes and are ideal for 1st time ‘big bike’ riders. Mileage isn’t really anything to worry about (within reason!), but obviously a bike that’s had frequent oil changes is likely to be better.
As the bike was a naked/unfaired bike there’s wasn’t alot of fairing to damage and indicators, headlights etc could be easily replaced, if damaged, with aftermarket parts.
Exhaust downpipes and headers do rot though (mild steel!), so in the unlikely event of the bike having the original headers, best to budget for replacing them (however, end can’s and downpipes are readily available and not stupidly overpriced).
It’s probably best to avoid ex courier bikes or bikes used for racing (these were used in the Thundersport 500 series), race bikes will have drilled sump plugs, caliper bolts, scrapes etc, courier bikes will look like they’ve been round the world twice (take it from an ex courier, it’s a blerdy hard life for a bike!!).
Ex training school bikes can be ok, but look for damage as, again, they can get a hard life (and budget for a new clutch!).
The only other thing to consider when buying one is the age. The youngest of these beasties will be over 15 years old now, so if your buying one give it a good check over, especially rear shocks, fork stanchion condition (helps if the forks have had gaitors fitted), radiator (damage, leaks look for white water trails from the rad of pipework), handle bar switches, ignition, battery etc.
Obviously, it’s worth paying a bit more for a lower mileage bike with a small rainforest of service paperwork then one of the ‘barn find’ type bikes that seem to be cropping up regularly (barn find = nicked…… Usually! 😀 ).
If you’ve got any questions, comments or suggestions please feel free to leave them below 🙂
Disclaimer: The information on this page is correct to the best of our knowledge. But the info should NOT be taken as 100% accurate as we can, occasionally make mistakes!
Thanks for publishing this article. Very interesting and informative.
Will a cb 500 actually pass emissions testing for the ULEZ in London? And if so, is there a document I can download to prove that to the TFL people?
Not the new emissions unfortunately, the engine failed to meet the 2004 Euro 2 emissions regulations (which was why it was discontinued by Honda and replaced by the CBF500).
You should need a bike with a Euro 3 engine to avoid the ULEZ charge (£12.50 per day!!!!!).
However, there are some articles online saying about a loophole in the current law, which you may be able to use depending on the bikes actual emissions (more info on the site below):
I don’t know anyone who’s used this loophole, so can’t say if it works or not and, as is the nature of legal loopholes, they tend to get closed when the bodies in power realise their mistake……
I doubt you’ll be reading this two years on, but my ’98 CB500s with 100,000 miles on the chassis and 60,000 on the engine just passed with .10 g/km. Should have put it through the test two years ago…
Yes it will pass 100%
I have a 2002 cb500s, honda do not hold any records of the emissions unfortunately. You have to take it riverside motorcycles in BOW. They will test it and send off confirmation to TFL, total of £175.
These engines pass the ULEZ NOx test with ease. My 60,000 engine went though with 0.1 g/km . Honda should issue you with a free type exemption certificate although it can be a complete ballache to obtain. I however spaffed £175 on an official Dyno test.
There isn’t one. There may be a low fuel warning light (not sure as it’s been a while since I’ve ridden one) or make sure the fuel tank switch is in the ‘on’ position, if it runs low on fuel you may need to turn it to the ‘reserve’ position then fill up the tank ASAP (remembering to switch the fuel tap back to the ‘on’ position)?
Hi man, thanks for this page very helpful information.
I have a question, what is the advantage of having radiator side covers? I mean that piece between the fuel tank and the forks… I want to remove them on my cb 500 because it would look better without it, but I don’t want unexpected drawbacks.
I’m not too sure if they serve a purpose, they may be to deflect air while riding of similar?
Best way to find out would be to remove them and see what it’s like?
Nice work with laying out all the important motorcycle details.
I was wondering if you might know the centre to centre spacing of the carburetors. Fuel mileage and performance are fairly impressive. There could be an application of these carbs to improve fuel efficiency and performance on vintage twins.
Looks like this bike would have went head to head with a GPZ 500 Kawasaki (EX 500)
G’day, does anybody know why the CB500S would have a slightly shorter wheelbase (5mm) and a slightly shorter trail dimension, 113mm CB500 compared to 108mm CB500S. Info from BIKEsWiki.
I would imagine it’s to do with the fairing on the CB500S model, it seems the CB500 and CB500S have very slightly different steering stems (CB500 part no: 53219MY5730, CB500S part no: 53219MY5G30).
Wether this was to allow clearance for the fairing parts (clocks, mounting bracket etc) or for differing airflows or rider comfort between the CB500 and CB500S I don’t know.
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