INTRODUCTION – Honda CMX500 Cruiser 2020
The CMX500 is back for 2020 with a host of great new features to make the Honda CMX500 Cruiser 2020 the best LAMS cruiser on the market
There are two variants for 2020/2021, the Honda CMX500 has been updated and is now joined by the new “CMX500 S” with even more cool cruiser touches.
The S model features some of the items from the extensive Honda Rebel accessory catalogue fitted as standard.
Honda CMX500 2020 Changes:
New assist / slipper clutch reduces clutch-lever operation load by 30% for reduced effort in stop-and-go situations, and enhances controlled deceleration.
Revised fork features new buffing on inner pipe for smoother action plus stiffer spring rate and revised oil levels for improved handling and added comfort.
Shock damper tube now uses nitrogen gas to stabilize damping force, while stiffer spring rate improves handling and a revised bump rubber maximizes reaction force.
Repositioned and reshaped LED headlight is paired to new LED turn signals and a redesigned LED taillight to reinforce iconic look.
Updated LCD meter with gear-position indicator and fuel consumption provides pertinent information to the rider.
The frame includes an innovative rear loop that separates the thicker seat from the textured metal mudguard; the bolt-on cast aluminum subframe provides further scope for customization.
Seat has new thickness and density for increased comfort.
The Rebel’s 471cc 8-valve, liquid-cooled parallel twin-cylinder engine is drawn from the sporty CBR500R. For cruising duties, revised PGM-FI fuel injection mapping and different valve and ignition timings mean its character is shifted away from the high rpm-focused performance of the CBR to a torque-heavy bottom-end output, with smooth and linear delivery throughout the rev-range. Punchy maximum torque of 31.9 ft/lb torque @ 6,000rpm combines with a peak horsepower rating of 45.9 @ 8,500rpm.
It’s a power unit that strikes a great balance between physical size and flexible output. Bore and stroke is set at 67mm x 66.8mm with compression ratio of 10.7:1. 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 dust. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
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). An AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s center 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.
The crankcases use centrifugally cast thin-walled sleeves. Their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep oil sump holds 3.2L. Slick to use up or down the six-speed gearbox is designed to offer effortless changes, especially around town. For 2020, a new assist-and-slipper clutch makes the shift even smoother, while reducing clutch lever operation load by 30%.
The 2-1 exhaust scrubs spent gases in its catalyzer, which then speeds them through its first chamber into the second resonator chamber. A new LAF sensor and improvements to the 120mm diameter ‘shotgun’ style muffler help the Rebel reach Euro5 compliance. The sound produced has a heavy-duty pulsing feel that fits the torque delivery
471cc, eight-valve, liquid-cooled parallel-twin engine with strong bottom-end torque and a smooth, linear power delivery.
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, with the surface of its pins treated with Vanadium to reduce friction through its increased protection against dust. Inlet-valve diameter is 26.0mm with exhaust-valve diameter of 21.5mm.
Reduced friction through the inclusion of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). An AB 1 salt bath process, used after isonite nitriding, forms a protective oxidization membrane.
The crankshaft pins are phased at 180°, and a primary couple-balancer sits behind the cylinders, close to the bike’s center 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 low inertia.
The Rebel 500 crankcases use centrifugally cast thin-walled sleeves. Their internal design reduces the “pumping” losses that can occur with a 180° phased firing order. A deep oil sump holds 3.2 liters.
Six-speed gearbox is designed to offer smooth gear changes.
Blacked-out mechanical components for a tough, minimalist look.
Specially designed muffler looks good and emits a pulsating exhaust note.
To support the Rebel’s low-slung look its attractive tubular steel frame grips the engine in three places and is designed to be as narrow as possible around the rider’s inseam. For 2020, the revised fork spring rates and oil quantities bring more compliant damping for a smoother ride. Trail is set at 110mm with 28° rake; the 30° off-set of the forks, combined with 58.7 in. wheelbase, allows a low 27.2 in. seat height; mid-mounted footpegs help ensure a natural riding position, with balanced and neutral steering.
At 230mm apart the 41mm front fork stanchions are set wide for handling rigidity, comfort and style. The tubular steel swingarm has a 45mm diameter and works twin shock absorbers that feature 5 step preload settings. For 2020, the shock is now nitrogen-charged, with revised spring rate and reshaped damper rubbers for firmer, more consistent damping.
Dunlop tires are fitted as standard sized 130/90-16 front and 150/80-16 rear. The style of the 16-inch cast aluminum wheels is crisp and simple, with the 296mm front disc acting as mirror to the spoke pattern. A twin-piston front caliper is matched by a single-piston rear.
In select parts of the globe, Honda is actually building a Rebel S version with a set of factory-fitted accessories is available including a headlight cowl, all-black fork covers and gaiters, plus a diamond-stitch style seat. At the time of writing this, Honda will not be selling a Rebel S model in the USA so you would have to “build” your own by picking out the accessories mentioned and having them installed.
Rear shock now nitrogen charged, with reshaped damper rubbers, for firmer action.
Revised fork and rear spring rates.
Riding position relaxed and neutral, with arms gently outstretched and feet dropping straight down to the mid-mounted pegs.
To support the Rebel’s low-slung look, its attractive tubular-steel frame holds the engine in three places and is designed to be as narrow as possible around the rider’s inseam. Trail is set at 110mm, with 28° rake.
The 41mm fork stanchions are set wide at 230mm apart, for rigidity, comfort and style, and the lower legs are blacked-out.
Fork angle is 30°, wheelbase is 58.7 in. wheelbase and seat height is 27.2 in., resulting in balanced, neutral steering.
Frame body has a narrow shape and includes an innovative rear loop that separates the seat from the stamped-metal rear fender.
Dunlop tires (size 130/90-16 front, 150/80-16 rear) are mounted to 16 inch cast-aluminum wheels.
Blacked-out 45mm tubular swingarm with twin conventional, side-mounted dual shocks that feature two-step preload adjusters.
Ignition is housed below the left side of the fuel tank.
Low slung tubular steel frame.
NOTE: Photos for illustration only, overseas model shown and may include accessories not found on Australian Honda CMX500 models