Motorcycle specifications Honda CMX 500 Rebel 2027 Revised Insurrection

The Honda 500 CMX is one of the best-selling custom bikes in France. No surprise there—it’s practical, affordable, easy to ride, low-maintenance, and shares the same engine as the NX, Hornet, and CBR. Who knows, maybe it’ll become even easier to ride!?!
As it happens, all the 500cc models in the lineup can be equipped with the E-Clutch automated clutch system. So, the CMX figured it was its turn.

Its big brother, the 1100, is only available with a DCT transmission (here in France). So the entire Rebel family is now switching to a more or less automated transmission. With the E-Clutch, only the clutch receives electronic assistance, meaning you don’t have to touch the lever at all. A tap of the boot and the system handles everything, with three levels of “feel.” It’s like a shifter, except that the E-Clutch also manages the clutch when the bike is stopped. In short, you no longer need to touch the clutch—unless you want to. Be careful not to confuse this with Yamaha’s Y-AMT, which is capable of shifting gears for you.

The CMX has also pulled a brand-new color TFT display from the tech shelf. Honda could have gone for cost savings by reusing the display from the 1100, but they didn’t. The 500 gets its own circular instrument cluster, with a 3.5-inch diameter. This allows for more modern graphics, more displayed information, navigation and smartphone control features via the Honda Roadsync app, and keeps your eyes off the USB-C port grafted onto the handlebars like a potato on your cheek.

More high-tech but still rebellious?

It’s got to live up to its name. Because while the CMX takes its tech to the next level with the E-Clutch and TFT instrument cluster, every other aspect of its character retains its unique traits. The CMX 500 is designed to be an extension of the lifestyle of today’s new riders—just like the smartphone, Deezer, and the attitude that go with you everywhere. A sign of the times, the bike is already perfectly tailored for them. Its engine delivers 46 chevaux of power—just below the maximum allowed under A2 regulations.

Slim, with a low seat, dark, and firmly planted on wide tires, it leans toward the bobber style. The slanted, elongated fuel tank is surprising, the very modern engine stands out, and the rear end catches the eye. For customizers, this is going to be fun. It looks like a quick pass with an angle grinder could transform it into a minimalist machine, with only the rider’s seat remaining.
That said, without needing a chainsaw, the seat and footrests are easily removable. Then, for those who want to take it further, the rear subframe—made of cast aluminum—is bolted to the frame and offers plenty of customization possibilities. Enough to make a style statement.

Where purists will grumble is when it comes to the engine. No cooling fins, a water radiator in front of the frame, four times as many valves as cylinders. Not exactly a “custom” engine, in other words. Its appearance exudes seriousness, and the internals match that vibe: 8 valves, liquid cooling, nearly square bore and stroke (67 x 66.8 mm), dual overhead camshafts (DOHC), reduced friction, 180° crankshaft phasing, and a recalibrated fuel injection system to deliver a character more in line with the bike’s spirit.

As we’ve seen, this engine puts out 46 bourrins of power at 8,500 rpm. The torque, a modest 43 Nm, peaks in the mid-range at 6,000 rpm. It’s no speed demon, but high horsepower isn’t the name of the game with mid-size customs. Neither the 883s nor the V7s are known for their raw power. For a laid-back ride, this 500 will get the job done. As usual, boots are recommended—and practically essential for your right leg. Due to the riding position, the side casing immediately presses against your calf.

Not too much technical complexity for a straightforward style

No flashy frame either. After all, a custom bike can only be conceived with a simple design. A steel tubular cradle frame, a 41 mm fork, and a single 296 mm front disc—with a two-piston caliper. At the rear, a steel swingarm with a classic design. It’s paired with two lateral shock absorbers and a 240-mm brake disc with a single-piston caliper. ABS rounds out the package. As for adjustments, the only setting you can adjust is the shock absorber preload.

Any technical specs? Let’s break it down: a 30° steering head angle, a wheelbase of 1,490 mm (reasonable for a custom bike), a seat height of 690 mm, a fuel capacity of 11.2 liters, and 16-inch wheels fitted with visually imposing tires. A 130-series front tire isn’t really necessary, but it certainly gives the bike a commanding presence. A big plus: a weight under 200 kilos. In this segment, bikes tend to tip the scales heavily. The Rebel will be all the easier to maneuver as a result.

With the CMX 500 Rebel, Honda has successfully introduced a more edgy style to the custom bike world. It’s a fun, customizable, no-frills little machine. It embodies the essentials—a dark, rebellious attitude—hence its name. A great choice for a first foray into the scene. On the other hand, with its style blending the modern and the conventional, you’ll have to put up with some snide remarks from bikers. Never mind. The world is changing and shaking things up.

M.B. – Manufacturer’s Media