Honda CB500X Receives Performance Updates for 2022
The A2-compliant adventurer sees improvements throughout the chassis & engine.
Unlike the Africa Twin which was recently unveiled with only a few minor changes, Honda Europe has announced a new CB500X with a host of significant performance-focused updates for 2022. Big Red says the changes are aimed at increasing the versatility of the compact adventurer with improvements seen in the engine and throughout the chassis. Let’s look at what’s new.
One of the biggest changes for 2022 is the brand-new front end setup. To improve all-round handling performance, the 41mm traditional telescopic forks of the previous design have been replaced by spring preload-adjustable Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, clamped by new top and bottom triple clamps. By dividing the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – reaction and ride quality are both improved. To complement the upgraded forks, the rear shock has received optimized spring rate and damping settings.
The chassis also benefits from improvements in braking performance. Specifically, the previous single 310mm disc front brake system has been replaced with dual 296mm discs. The introduction of the smaller discs not only keeps any additional weight gain to a minimum, but also reduces the required pressure on the lever when braking. Handling is further improved by a new swingarm, which Honda says is lighter, stiffer rotationally and has more lateral flex.
For 2022, the CB500X also receives a lighter radiator and a redesigned 19-inch cast aluminum front wheel crowned by a larger mudguard. Honda says the wheels are now lighter “due to thinner spokes, reducing unsprung weight to aid turning ability.” Compared to the previous model, weight bias also moves fractionally forward for enhanced front tire grip and feel.
The engine also receives an update. Although the 471cc parallel-twin engine still delivers 47 peak horsepower, for 2022 it now features new fuel injection settings which according to Honda “further enhance both torque feel and overall character.”
For the new year, the bike also gains more powerful LEDs as well as revised front indicator position lights. But that’s not the only thing the CB500X gains. Despite lightening several components, Honda is reporting a gain of about 5 pounds for the new year model.
Finally, along with Grand Prix Red and Matt Gunpowder Black Metallic, Honda is introducing new graphics and the Pearl Organic Green color for 2022.
We are still waiting on Honda America to confirm exactly which changes and colors will come to this side of the pond for 2022 but we expect an announcement soon.
2022 Honda CB500X Specs
| Engine Type | Liquid-cooled, parallel twin |
| Displacement | 471cc |
| Bore and stroke | 67mm x 66.8mm |
| Compression Ratio | 10.7: 1 |
| Max. Power Output | 35kW @ 8,600rpm |
| Max. Torque | 43Nm @ 6,500rpm |
| Noise Level | L-urban 74dB L-wot 76.7dB |
| Oil Capacity | 3.2L |
| Carburation | PGM FI electronic fuel injection |
| Fuel Tank Capacity | 17.5L (inc reserve) |
| CO2 Emissions WMTC | 82 g/km |
| Fuel Consumption (WMTC) | 3.6L/100km / 27.8km/l (WMTC mode) |
| Battery Capacity | 12V 7.4AH |
| ACG Output | 25A/2000rpm |
| Clutch Type | Wet multiplate slipper assist clutch |
| Transmission Type | 6 speed |
| Final Drive | Chain |
| Type | Steel diamond |
| Dimensions (L´W´H) | 2155mm x 830mm x 1410mm (Low screen) 1445mm (High screen) |
| Wheelbase | 1445mm |
| Caster Angle | 27.5 degrees |
| Trail | 108mm |
| Seat Height | 830mm |
| Ground Clearance | 180mm |
| Kerb Weight | 199kg |
| suspension Front | Showa 41mm SFF-BP USD forks, pre-load adjustable. 5.9 inches of travel |
| suspension Rear | Prolink mono with 5 stage preload adjuster, steel hollow cross swingarm. 5.3 inches of travel |
| Type Front | Multi-spoke cast aluminium |
| Type Rear | Multi-spoke cast aluminium |
| Rim Size Front | 19 X MT2.5 |
| Rim Size Rear | 17 X MT4.5 |
| Tires Front | 110/80R19M/C (59H) |
| Tires Rear | 160/60R17M/C (69H) |
| ABS System Type | 2 channel |
| Type Front | Dual 296mm x 4mm disc with Nissin axial-mount two piston calipers |
| Type Rear | Single 240mm x 5mm disc with single piston caliper |
| Instruments | LCD Meter with Speedometer, Bar Graph Tachometer, Dual Trip Meters, Fuel Level and Consumption Gauge, Clock, Water Temp, Gear position, Shift UP Indicator |
| Headlight | LED |
| Taillight | LED |
| Security System | HISS (Honda Intelligent Security System) |
Related Stories
Related Stories
The Legend Is Reborn: 2022 Kawasaki KLR650 First Ride Review How can you get all C’s on your report card and yet still...
Honda Trail 125: Simple, Approachable, Fun, & Ready To Adventure? All too often, we are enamored with the latest high-powered, rally-inspired machines that...
2021 Honda CRF300L and CRF300L Rally First Ride Review Honda certainly has a proud history of producing small four-stroke dual sports that...
Popular Stories
New Dual Sport Models Coming To US, Honda CRF300LS and XR150L
According to recent certification data filed with...
Yamaha Unveils Tenere 700 'Extreme' And 'Explore' Models For 2023
Since its launch in 2019, Yamaha has expanded the...
Honda Introduces New CRF300LS Model For Shorter Riders
Honda certainly has a proud history of producing ...
2023 Kove 450R Rally First Ride Review
For the first time ever, US customers will ha...
Well done Honda. Now offer a R version with spoke wheels and higher spec suspension. A true mid ADV bike, you know other will soon enough.
Took the words out of my mouth. A 500 cc AT to compete with the upcoming KTM/Husky 490/501 Adventure would be su-weet.
Agreed – do it, Honda!
With the success of Rally Raid, you’d think Honda would have figured this out by now. Lacking this, I’ll go to a T7 before I drop over $3K on a $7K bike. I’m guessing Honda could make offer these changes for a little over $1K and they’d sell like mad. Frustrating.
The video shows it has a slipper clutch, but that was not really mentioned in the article? Those are a great addition that helps riding.
Hey Bill, that is not a new addition. The old model already had it. Cheers!
Houston we have a problem… Someone forgot to bolt on the skid plate before pushing the new CB500X out the door.
OEM skid plates are notoriously flimsy, so you’d soon end up replacing it with something stronger from the aftermarket anyway. This way you save a few $$$ and Honda save a few lbs from the spec-sheet.
I’ve been thinking of getting a ‘boring’ cb500x for a while now… that suspension upgrade might actually tip me over the edge
Spoke wheels with 21″ in the front might tempt me away from the upcoming Tiger 660. The weight seems like it could be a bit high too but I could live with it.
What the heck? EIGHT pound weight gain? Where, and why? I understand that they kept the engine output exactly the same, because one of the goals of this bike is to be Euro A2 licensing eligible. But why INCREASE weight? Did the bee-Eurocrats implement a total bike power/weight ratio limit as well? Otherwise, it makes no sense. The bike isn’t known for having some glaring flaw that requires slapping on a few extra pounds of metal to keep the frame from potato-chipping or such.
Second front disc for brake and the new fork is probably heavier than the outgoing?
The only gain I want to see is in ground clearance. Then I might consider one.
Was anything done to the seat.
Honda didn’t list changes to the seat.
Front brake calipers are not radially mounted as stated, just look at your own photos.
Hey Thomas, Honda is calling that change ‘radially-mounted.’
They are radially mounted on the new CB500R and CB500F, but the CB500X is not.
Look at them in the MCN review on youtube. https://youtu.be/xv4v__EJlUg?t=34
Hi Adam, Looks like Honda had an error in their press release. It has been corrected. Thanks!