pritch
16th June 2013, 16:35
For some years now many of us have been aware that the European Parliament was working on a new motorcycle licencing regime. The new Euro A2 licence class is an intermediate step between the basic learners class and a full licence, there are age and test requirements as well as power and power to weight restrictions. The latter two are: 35kW/47bhp and .2kW/.26bhp per kg.
The European market is an important one so most manufacturers won't waste time getting bikes that comply with the new A2 licence class to dealers. Honda already have several models that comply, KTM may have some (depending on weight?), BMW already have one.
The new CBR500R is one example of the new breed, it has the advantage that, in this country, it's LAMS compliant. Now, while I wouldn't mind a smaller bike than the Speed Triple I'm not planning on downsizing to quite that extent thanks, but when offered a ride I accepted. As you do. The forecast for Friday was fine after all.
The new 500s are selling, a new 500X had just been unloaded before I got to the shop and I was told that it was alrady sold, the dealership having already sold a number of the new 500s previously.
These twins - 471cc actually, that's to do with the sub 47bhp requirement, come in two other flavours a 500F and the 500X but they all share the same engine and new purpose-designed frame.
The CBR500R that I rode was a demo model with some 350k on the clock but had been fitted with a Yoshimura can. It wasn't at all noisy, however, as the baffle was still in place. The quality looked fine for a bike of this type and there were no obvious signs that it had been made in Thailand. Then again, the Bonnevilles have been made there for some years now and I haven't heard any complaints from Triumph owners about quality problems.
The equipment level is good, the mirrors, although they did give me a good view of my elbows, let me see what was behind. The instruments are the same as on the new NC700s, you get a digital speedo, bar graph tacho, fuel guage, trips and clock. No gear indicator but otherwise everything you could reasonably expect.
The 500 twin didn't seem to require undue revs and I basically trickled out of the dealership at or just above idle. Heading out of town the impression was that with the bike being so small and light it would make an excellent commuter. The 180 degree firing order and balance shaft ensure the engine delivers the 47hp smoothly.
While the overall dimensions are small, the 500 looks like a real bike and did not feel at all cramped. The ride was more plush than expected, quite comfy in fact. This probably due to my excess weight compared to the riders for whom the bike was designed. The suspension is basic but works: a 41mm conventional non-adjustable fork in front and a nine setting pre-load adjustable shock at the back. “Grown up” tyre sizes too at 120/70 and 160/60 on 17 inch rims.
On the open road the fairing provided some protection from the elements, it would probably work even better if your riding kit was size S or M rather than XXOS. My excess adipose probably knocked the edge off the performance of the engine too.
At first I thought that the action didn't quite match the soundtrack but that was unfair. The bike will keep up with traffic and will hustle if asked. It should have enough performance to satisfy the target audience; a smaller rider could tour the South Island no trouble. Honda claim fuel consumption in the order of 3.25L per 100 Kms so the 15.7L tank should have a useful range even if you are a bit heavy fisted.
Being small and light the bike flicks around corners effortlessly. Sir wishes to change his line mid corner? No problem. The one exception to the “small” theme was the levers. The brake and clutch levers (non-adjustable) are of a size that would not look out of place on a Harley. I would fit decent aftermarket levers at the first oportunity.
The single disc seems to work, although accidental stoppies are unlikely to be a problem, and the wavy design adds a nice touch to the apearance.
At first the pricing may look a bit odd. The “basic” F model at $11,000 costs more than the “sporty” R model at 10,500. That's because, in New Zealand, the CB500F will have ABS. As someone who has criticised BlueWing previously for not bringing in bikes with ABS when it was available elsewhere, I guess I should be pleased that in this case there is an option to have it. It has to be a step in the right direction.
Thanks to Craig at Energy Honda for the ride.
The European market is an important one so most manufacturers won't waste time getting bikes that comply with the new A2 licence class to dealers. Honda already have several models that comply, KTM may have some (depending on weight?), BMW already have one.
The new CBR500R is one example of the new breed, it has the advantage that, in this country, it's LAMS compliant. Now, while I wouldn't mind a smaller bike than the Speed Triple I'm not planning on downsizing to quite that extent thanks, but when offered a ride I accepted. As you do. The forecast for Friday was fine after all.
The new 500s are selling, a new 500X had just been unloaded before I got to the shop and I was told that it was alrady sold, the dealership having already sold a number of the new 500s previously.
These twins - 471cc actually, that's to do with the sub 47bhp requirement, come in two other flavours a 500F and the 500X but they all share the same engine and new purpose-designed frame.
The CBR500R that I rode was a demo model with some 350k on the clock but had been fitted with a Yoshimura can. It wasn't at all noisy, however, as the baffle was still in place. The quality looked fine for a bike of this type and there were no obvious signs that it had been made in Thailand. Then again, the Bonnevilles have been made there for some years now and I haven't heard any complaints from Triumph owners about quality problems.
The equipment level is good, the mirrors, although they did give me a good view of my elbows, let me see what was behind. The instruments are the same as on the new NC700s, you get a digital speedo, bar graph tacho, fuel guage, trips and clock. No gear indicator but otherwise everything you could reasonably expect.
The 500 twin didn't seem to require undue revs and I basically trickled out of the dealership at or just above idle. Heading out of town the impression was that with the bike being so small and light it would make an excellent commuter. The 180 degree firing order and balance shaft ensure the engine delivers the 47hp smoothly.
While the overall dimensions are small, the 500 looks like a real bike and did not feel at all cramped. The ride was more plush than expected, quite comfy in fact. This probably due to my excess weight compared to the riders for whom the bike was designed. The suspension is basic but works: a 41mm conventional non-adjustable fork in front and a nine setting pre-load adjustable shock at the back. “Grown up” tyre sizes too at 120/70 and 160/60 on 17 inch rims.
On the open road the fairing provided some protection from the elements, it would probably work even better if your riding kit was size S or M rather than XXOS. My excess adipose probably knocked the edge off the performance of the engine too.
At first I thought that the action didn't quite match the soundtrack but that was unfair. The bike will keep up with traffic and will hustle if asked. It should have enough performance to satisfy the target audience; a smaller rider could tour the South Island no trouble. Honda claim fuel consumption in the order of 3.25L per 100 Kms so the 15.7L tank should have a useful range even if you are a bit heavy fisted.
Being small and light the bike flicks around corners effortlessly. Sir wishes to change his line mid corner? No problem. The one exception to the “small” theme was the levers. The brake and clutch levers (non-adjustable) are of a size that would not look out of place on a Harley. I would fit decent aftermarket levers at the first oportunity.
The single disc seems to work, although accidental stoppies are unlikely to be a problem, and the wavy design adds a nice touch to the apearance.
At first the pricing may look a bit odd. The “basic” F model at $11,000 costs more than the “sporty” R model at 10,500. That's because, in New Zealand, the CB500F will have ABS. As someone who has criticised BlueWing previously for not bringing in bikes with ABS when it was available elsewhere, I guess I should be pleased that in this case there is an option to have it. It has to be a step in the right direction.
Thanks to Craig at Energy Honda for the ride.