When it comes to platform sharing it seems that Honda does it as good as anyone else, especially with its ever-expanding range of midsize parallel-twin models. The CL500 scrambler is the latest variant to join a line-up that now numbers five bikes for sale on the Aussie market.
That’s right: there are now five models powered by the same 471cc parallel-twin and using a variation of a tubular-steel frame with the engine as a stressed member: the CB500F nakedbike, the CBR500R sportsbike, the CB500X adventure bike, the CMX500 cruiser, and now the CL500.
While the CL500 is ostensibly a new model to the Australian market, the CL nameplate dates to the 1960s… when Honda was already sharing platforms across different models, in this case when the CL72 Scrambler model was launched in 1962 as a beefed-up and more dirt-road capable version of the existing CB72 roadbike. Other
CL models ensued, ranging in capacity from 125 to 450cc.
Distinguishing them from their roadbike equivalents, the scrambler models typically featured 19-inch wheels, small off-road style fuel tanks, high-mounted exhaust systems and rubber fork gaiters… and Honda has endeavoured to carry over these styling attributes to this latest 2023 model CL500 scrambler.
With its 19-inch front, fork gaiters, wide handlebar and tank pads, there’s no doubt Honda has pulled out all stops to make the CL500 look like a scrambler… except perhaps the most important one. Rather than plumbing the exhaust system to stay high after it exits the engine, it’s routed down low and then pops back up behind the rider’s footpeg, and I reckon this detracts from the overall scrambler look. But hey, looks are subjective, right?
Despite running the same engine across the 500 range, all models have slightly different chassis designs, and suspension and brake components are specific to each. In the case of the CL500, the exposed steel tube frame means exposed welds up near the radiator, which don’t result in the neatest of finishes. The black matt finish on the exhaust also lets down the overall appearance, as does the little Honda badge up near the headstock that is partially obscured by the fuel tank. But take a step back and there’s no doubt Honda has achieved the scrambler look it was obviously after with the CL500, and this is important as it means the bike is unique enough that it won’t pilfer sales from the other models in Honda’s 500 line-up, which would have been a priority in the design process. Sure, all the 500s are aimed at LAMS buyers, but not all LAMS buyers want the same thing… and with its five-bike range Honda has pretty much every genre covered.
In the CL500, the proven 471cc parallel-twin makes a LAMS-compliant 34.3kW (46.6hp) of power at 8500rpm and 43.4Nm of torque at 6500rpm. That’s enough power to easily see 150km/h indicated on the digital speedo, but more important than that is the way in which the twin develops it with well-sorted fueling and good throttle response throughout the rev range. And thanks to the CL500’s low gearing, bottom-end response feels stronger than some other models in Honda’s 500 line-up. Meanwhile, the midrange delivers decent punch and there’s a surprisingly responsive top-end.
The engine is mated to a six-speed gearbox with a light and progressive slipper/assist clutch and, combined with relatively benign engine characteristics, it makes the CL500 a relaxed and easy bike to ride.
Throw a leg over the narrow 790mm seat and you won’t have any problems planting your feet. The upright riding position is well suited to riding through town, with a comfortable reach to the wide handlebar. The footpegs are quite high but that doesn’t result in a cramped riding position, although I’m not a fan of the plastic engine cover on the right side that I kept bumping my shin on. For tall riders, there’s an optional high seat that raises seat height to 820mm.
I’m also not a fan of the steering lock, which is a separate entity to the ignition barrel, so there’s a bit of fussing around to unlock and start the CL500, especially as the steering lock and ignition are on opposite sides of the bike – not ideal for the young urban commuters this bike is aimed at.
Once away, the CL500’s light weight and tight turning circle make threading through traffic an easy task, and these attributes would also aid manoeuvrability in the bush for those who reckon a scrambler should get dirt under its tyres. Those tyres are Dunlop Trailmax Mixtours, the same rubber fitted to the CB500X adventure bike, and they are suitably chunky for dirt-road riding.
Other concessions to dirty adventures include the CL500’s footpegs, which are nice and wide for standing on and feature decent teeth once the rubber inserts are removed. And the stand-up riding position feels quite natural without too much of a reach to the handlebar.
Despite the blocky tread pattern, the Dunlops work well enough on the road, offering good grip in a variety of conditions. With that 19-inch wheel up front, the CL500 requires a decent push on the handlebar to tip into corners though, and changing line at highway speeds doesn’t happen in a hurry, but once cranked over it feels nicely planted through corners and there is plenty of ground clearance on offer.
The CL500’s 41mm Showa fork has 150mm of travel and, despite being non-adjustable, it does a good job of soaking up big bumps, as does the twin-shock setup at the rear which has preload adjustment and 145mm of suspension travel.
As well as commuting and backroads, I spent a fair bit of time on the freeway on the CL500 and, as you’d expect, you cop quite the wind blast with your arms spread out gripping the wide and high ’bar, but I found that shifting my butt back in the seat a little resulted in enough change to my riding position that I never felt like I was struggling to hang on.
The CL500 will comfortably sit on 120km/h all day long in sixth gear and there’s enough in reserve for overtaking with a simple twist of the throttle. Without a tacho, I can’t tell you how many revs were on board at highway speeds other than to say it felt a bit busier than the CB500X I tested recently. It’s not too busy, mind you, but I wouldn’t describe it as a relaxed highway tourer.
The brake package consists of a single 310mm disc up front with a dual-piston caliper and a 240mm disc at the rear with a single-piston caliper and, while that basic setup is enough for around-town duties, a bit more stopping power would be appreciated at highway speeds. Having said that, the CL500’s ABS calibration feels well sorted when performing emergency stops on the road, and Honda says that ABS modulation has been tuned for a variety of surfaces including ‘light off-road’.
There’s no span adjustment on the CL’s brake lever (or clutch lever) and as there’s not much in the way of electronics the switchgear is minimalist and straightforward. The single round LCD gauge is likewise minimalist and displays digital speedo, fuel gauge, odo, two tripmeters, fuel economy and warning lights, but with a reflective screen it can be bloody hard to read in partial light even when set at the brightest of its four settings.
As mentioned, the CL500’s seat is quite narrow, and while that makes it easy for shorties to reach the ground, it can start to feel uncomfortable after a couple of hours in the saddle. The single-piece seat doesn’t offer much space for a pillion either and other than a seat strap there’s not a lot for a pillion to grab hold of, while the large muffler is awkwardly positioned for pillions, although it is fitted with an effective stainless steel heat shield.
There’s not a lot of space on the back for those who want to tie-down luggage, but the Honda accessories department will be able to help out in that regard with a rack, a topbox or soft panniers. Other accessories include a headlight visor, handguards, heated grips, side covers and more.
Honda claims an average fuel consumption figure of just 2.77L/100km but on test we recorded a still miserly 3.9L/100km, so you should get around 300km out of the small 12L tank between refills.
After spending a couple of weeks with the CL500 I have no doubt that it will appeal to those after an affordable, stripped-back midsize LAMS bike with a modicum of off-road ability, and with some well-chosen accessories they’ll be able to complement and tailor the scrambler look.
The CL500 lists at $8999 plus on-road costs, so for most Aussie buyers that should result in a ride-away price of just under $10k depending on location.
Test + Photography Dean Mellor
