Motorcycle specifications HondaCMX 500 Rebel 2025 Measured insurrection

The transition to Euro5+ is easy for the Honda custom. A few adjustments in the ECU, a new OBD2-2 sensor in the exhaust system and off we go! While the engineers were working on that, the ergonomics guys fixed the saddle, moved the handlebars, and slipped new stops into the rear shocks.

Since 2020, the 500 Rebel has benefited from a few discreet improvements. It's not that the brand is pampering it, but it's giving it the importance that goes with its territory. The new headlight, with its 4 bubbles of light, is much more provocative. LEDs take care of the lighting, both front and rear. The turn signals take advantage of the opportunity to become rounder.

The little twin-cylinder of the 500 family(CB-F - CBR-R - CB-X) obliterates itself with the Euro5 standard, thanks to revised injection mapping and work on the exhaust. It loses one horsepower in the process, but gains a little more torque at low revs. In any case, you don't choose it for drag racing, but for cruising.

What's more, it's designed to offer a little more comfort, with a new seat and revised suspension. Fitted with new springs, a revised oil dose and rear amortos now charged with nitrogen, life on board should be more delicate. Blessings also for the left hand. The addition of an assisted clutch will require a third less effort.
The minimalist speedometer has been reorganized to include a gear indicator.
The 2020 transformation is sanctioned by a weight gain of one kilo. Negligible.

So, how nice is this Rebel? The name had disappeared from Honda France's offering for some time. It's back, but not with the same pretensions as the winged customs of yesteryear. The CMX 500 is an extension of the new biker's lifestyle, like the smartphone, Deezer and attitude that accompany you everywhere. A sign of the times, the machine is already perfectly calibrated for them. Its engine develops 45 horsepower, just below the maximum tolerated by A2 regulations.

Development of the 500 Rebel was entrusted to Keita Mikura. The name probably doesn't ring a bell, but the fact that he was the man behind the NM4 Vultus project gives you a better idea of his expressive style. With such a CV, you'd expect a machine on the verge of irrationality. On the contrary, this custom remains within the canons of the category. Thin, low-slung, dark and well planted on big tires, it tends towards the bobber style. The sloping, elongated fuel tank is astonishing, the very modern engine is out of place, and the rear end is a real eye-catcher. For tuners, it's going to be fun. It looks as if a simple cut of the disc could transform it into a minimalist machine, with the rider's seat as its only termination. A bit like a certain Triumph 1200 Bobber.
That said, without the need for a chainsaw, the seat and footrests are easily removable. Then, for those who want to take things a step further, the rear buckle, made of cast aluminum, is bolted to the frame and offers a wide range of customization possibilities. A great way to assert your style. Honda has also provided a number of accessories to help you make your mark, including a set of suitcases, a 12V socket and a small bubble.

Where purists will grumble is with the engine. No fins, a water radiator in front of the frame, 4 times as many valves as cylinders. Not exactly a custom engine. Where does it come from? CB 500s. Having settled into the family, the little parallel twin now powers the 500 Rebel. The engine's appearance smacks of seriousness, and the interior is on a par with it: 8 valves, liquid cooling, almost square internal ribs (67 x 66.8 mm), double ACT, reduced friction, 180° timing, and injection re-parameterized to offer a character more in tune with the spirit of the bike.
As we've seen, this block produces 45.5 hp at 8,500 rpm. Torque, at a gentle 4.6 mkg, peaks at the mid-range peak of 6,000 rpm. Not a thunderbolt, but the theme is not high watts among mid-size customs. Neither the 883s nor the V7s are pulling out all the stops. For a cool ride, this 500 will get the job done. As usual, boots are recommended, even for the right leg. Because of the riding position, the side casing instantly assaults your calf.

no fuss on the frame side either. A custom bike can only be designed with a simple architecture. A tubular steel cradle frame, a 41 mm fork, a single 296 mm front disc - with a two-piston caliper. At the rear, a steel swingarm with a classic shape. It's accompanied by two lateral shock absorbers and a 240 mm brake disc with a single-piston caliper. ABS completes the package. The only adjustment you can make is to preload the shock absorbers.

A few figures on the technical side? Let's get down to specifics, such as a column angle of 30°, a wheelbase of 1,490 mm (reasonable for a custom), a seat height of 690 mm, a fuel capacity of 11.2 liters, and 16-inch wheels topped by visually imposing tires. A 130mm front gumshoe isn't much use, but it does make you look good. Another good point is that it weighs less than 200 kilos. In this sector, it's all about crushing the scales. This makes the Rebel all the easier to handle.
The blue background of the small speedometer is appreciated by techno fans, but perhaps less so by others. As for the key holders... The steering lock is not the best integration, grafted onto the lower tee. Then, you have to swing the key to the other side, on a cover between the engine and the fuel tank, to wake up the grinding wheel.

With the CMX 500 Rebel, Honda returns to the world of custom bikes via the A2 frontier. A fun, customizable, no-frills little machine. It smells of the essential, the obscure and the rebel attitude, hence its name. A good solution for a first experience in the field. On the other hand, with its mix of modern and conformist styling, you'll have to put up with a lot of jeers from bikers. No matter. The world is changing, and so is the range. The Rebel is also available in an 1100 version with the Africa Twin engine and optional DCT gearbox.

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