Mototest Honda NX500 – With a new identity

At first glance, it looks completely different, but the new Honda NX500 has a lot in common with its predecessor, the CB500X. It is built on an identical frame welded from 35 mm diamond steel tubes, and the wheelbase remained 1445 mm. We are also familiar with the front inverted 41mm Showa fork with the option to adjust the spring preload or a pair of brake discs with a diameter of 296 mm, into which the axially anchored Nissin calipers bite.

The rear swingarm is also the same. Only the central shock absorber, which offers five levels of preload adjustment, is lightly tuned. And the in-line four-stroke two-cylinder with the entire exhaust system was also preserved. From a displacement of 471 cc, it produces 35 kW of power available at 8600 min-1 and a maximum torque of 43 Nm is available at 6500 min-1, so the NX500 can still be driven by holders of an A2 driving license, i.e. from the age of 18.

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By 2024, the engine comes with the HSTC system supplied as standard, which regulates the traction of the rear wheel for greater peace of mind and confidence of the rider. The system compares the revolutions of the front and rear wheels and, in the event of wheel slippage, will limit fuel injection, thereby continuously reducing the torque. The HSTC system can be completely turned off by the rider at will.

The T traction switch on the left handle is also associated with this first innovation. And next to it, backlit buttons for controlling the new multi-function system look out at us at night. Its basis is a 5″ TFT instrument display, which can be switched between line, circular and simple display. The readability of the display is very good even in direct sunlight and the connectivity of the system with mobile phones via the Honda RoadSync application will please. The rider can thus play navigation instructions on the display or make calls via bluetooth and headset and listen to music in the helmet. The only complaint we have is the titration buttons on the handle, which are harder to hit when wearing a glove.

The front part is also decorated with a new, more angular hood, which creates a more adventurous impression. It is wider around the radiator, narrows significantly towards the top in the area of ​​the front blinkers, and widens again at the windshield (it is much more upright). Compared to its predecessor, it lacks a beak under the reflector, which is now fully LED. According to the manufacturer, it should cast a wider cone of light in front of the machine, so it improves visibility when cornering. But we didn’t drive at night, so we can’t judge.

Comfort and well-being

Otherwise, the NX500 actually drives as we were used to with the CB500X after the last upgrade. Since the rear part has been taken over by the NX from the previous model, the slim seat is again 830 mm above the road, and even a rider with a height of 174 cm can easily reach the ground from it. The position with slightly bent knees is relaxed upright. After driving for a while, our memory starts to remind us of the previous CB500X. The motorcycle is easy to maneuver and nimble when riding. The Honda easily weaves through columns in the city, willingly flips from one side to the other in corners, and the Plexiglas shield protects the driver even when driving fast on the highway.

The in-line two-cylinder still enjoys low revs and conveys a very decent pull from 2000 min-1. After setting off, you just need to quickly shift to sixth gear and you can drive it even around town. In the 50s, the engine hums at a pace of 2500 min-1 and willingly responds to the slightest movement of the right hand. After the village, you only need to turn the gas handle and the Honda will move briskly forward. There is no need to downshift either, because, for example, the acceleration will not accelerate on four. The improved control unit should improve acceleration, but we didn’t notice a difference. Consumption remained at the same low level corresponding to the manufacturer’s data.

It’s the same with the revised suspension setup that goes along with the new wheels. They no longer have seven spokes, but five double spokes, whereby Honda saved 800 grams on the front wheel and 700 grams on the rear wheel. The chassis is still pleasantly comfortable and perfectly dampens unevenness on the road even in lighter terrain.

And great news at the end. The more modern and equipped NX500 sells for 174,900 CZK, which is the same amount that Honda wanted for the CB500X in 2022. There are also a lot of accessories on offer, which can be purchased individually or in four preset packages: Adventure, Travel, Urban or Comfort. In addition, the tested machine had the Urban package with a rear 38-liter trunk and a main stand for CZK 23,290.

Pluses

• Relaxed session
• Engine pull from below
• Low consumption
• Connection with mobile

Cons

• Jerking when taking off and adding gas
• Titer buttons for scrolling in the multimedia system