2024 Honda NX500 Owner Review

I purchased my 2024 NX500 new in 2024. The NX500 is just an updated and renamed CB500X. I’ve owned several street bikes (V-Strom 650, VFR, NT650, …) over the years, as well as a few dual sports (CRF300L, DR650SE, KLX250S, DR350S) and dirt bikes (CRF250F, XR200R, …). The last street bike that I owned was a 2005 V-Strom 650. I considered buying a new V-Strom, but I decided to try something a bit different, but I still wanted a reliable, low maintenance bike with an upright riding position and a fairing that wasn't too expensive. I also wanted a bike with a good fuel range. I didn't buy the NX500 for use as an adventure bike, and I don't intend to ride it off-pavement much if at all; I have other bikes for that.

Pros

improved instrumentation (over CB500X), decent handling, good fuel economy and large fuel tank equal good range, long maintenance intervals, should be reliable

Cons

seat not that comfortable for long distances, wind protection could be better

Impressions

The engine is barely broken-in. I haven't owned the bike for that long and haven't put that many km on it, but I'll give you my early impressions of it. I generally like the bike so far, but there are few things that could be better in my opinion.

My number one complaint is the seat. It's not the worst seat of the bikes I have owned, but I find my bum gets sore within a couple of hours. I think the seat padding is maybe too thin. It's certainly not as comfortable as the seat on the 2005 V-Strom 650 that I had, but the seat is certainly better than the one on my DR650.

The wind protection could be better. The fairing and windscreen are narrow, and there is a fair amount of air turbulence. Maybe an after-market screen or deflector would improve things.

The fueling is a bit abrupt at low speeds / low gears (1st and 2nd). It's a bit on/off, but that is common with a lot of fuel-injected bikes. I wouldn't say that it's a problem, and you can compensate with smooth throttle inputs. I don't find it's an issue in 3rd gear and higher and over 35 km/h.

I don't like the horn button: I don't like the size, shape or location of it. On a few occasions I've fumbled when wanting to hit the horn. I wish Honda would locate the horn button on their bikes in the standard position instead of above the turn signal switch. It also does not make sense to me that the horn button is smaller than the one for the hazard lights; which one are you likely to use more frequently?

The brakes seem fine (I've practised some emergency braking). The tires seem fine, but I have only ridden on dry pavement. I have no complaints about the handling or suspension (no wallowing after hitting a bump in a corner at highway speeds). I wouldn't say that the suspension is plush (my weight is about 68 kg without gear), but it's not harsh either. The bike handles well on a twisty backroad.

Power is adequate (depends on your expectations). I do find myself down-shifting on steeper hills on the highway through the mountain passes (1000 - 1300 m elevation). The engine is smooth overall, but there is some vibration at some RPMs. The engine is smooth cruising at highway speeds (80 - 110 km/h) in top gear. Above 6000 RPM the engine begins to get a bit buzzy, but it's not terrible. There is also a bit of roughness just above idle. At 100 km/h in 6th gear, the engine is spinning at about 4800 RPM. I like the sound of the exhaust.

Upshifting is a bit notchy feeling at the shift lever (downshifting is better). It's not terrible, but it's not as smooth as on my old V-Strom. I expect it will improve with use as it wears-in. The clutch lever pull is very light. The slipper clutch makes for smooth downshifts.

For fuel consumption, I'm getting about 30 km/L.

I think the bike is most at home on the paved backroads and secondary highways.

Maintenance

Service Info

According to the owner's manual, the initial maintenance is due at 1000 km (600 mi). The first service basically includes just an oil and filter change as well as servicing the chain. The next scheduled service is at 6400 km and includes inspecting the brake pads, brake fluid level (replace every 2 years), crankcase breather (drain) and clutch lever free-play. Also, according to the maintenance schedule, the chain should be serviced every 1000 km, the oil changed every 12,800 km / 1 year, and oil filter changed every 25,600 km. I typically change the oil and oil filter in my bikes at the end of every season. The valve clearances are not scheduled to be checked until 25,600 km.

I haven't had any problems with the bike so far. I've changed the oil a couple of times. I did have to add a bit of oil between changes (normal for a new engine). I haven't needed to adjust the chain yet.

Comparing the NX500 to other bikes

The NX500 has a 471 cc, fuel-injected, liquid-cooled, electric-start, DOHC parallel twin-cylinder engine with a 6-speed transmission. The seat height is 833 mm (32.7 in) and the curb mass is 196 kg (432 lbs) with a 17.5 L fuel capacity. The bike has inverted forks, and the suspension is non-adjustable except for rear spring preload. It has dual front disk brakes, a single rear disk brake, ABS and traction control. The NX500 has cast wheels; the front wheel is 19-inches, and the rear is 17-inches. The NX500 has a slipper clutch. There is accessory mounting bar behind the non-adjustable windscreen. Instrumentation includes a tach, fuel gauge and gear position indicator (plus much more). The MSRP for the 2025 NX500 is $9507 CAD, including $858 for fees, + taxes and comes with a 12-month warranty.

I would say that the closest rival to the NX500 is the Suzuki V-Strom 650. I haven't ridden the current version of the V-Strom 650, but based on my experience with the first generation, a ride on a second generation, and looking at the current one, I would say that the NX500 is like a smaller, less powerful V-Strom in many ways. My 2005 V-Strom was more comfortable and had better weather protection than my NX500. The V-Strom was smoother over the entire rev range, and changing gears was also slicker/smoother. The V-Strom felt quite top-heavy at a stand still. The NX500 feels a lot lighter. The V-Strom also felt more substantial and was better suited for carrying a passenger. The MSRP for the base 2025 V-Strom 650 is $2400 CAD more than the NX500 (MSRP - fees).

The 2025 Suzuki V-Strom 650 has a 645 cc, fuel-injected, liquid-cooled DOHC 90-degree V-twin engine with a 6-speed transmission. The seat height is 835 mm (32.8 in) and the curb mass is 213 kg (470 lbs) with a 20.0 L fuel capacity. The suspension with conventional forks is non-adjustable except for remotely adjustable rear spring preload, a nice feature. It has dual front disk brakes, a single rear disk brake, ABS and traction control. The bike has cast wheels; the front wheel is 19-inches, and the rear is 17-inches. A luggage rack comes standard. Instrumentation includes an analog tach, digital speedometer, fuel gauge, gear position indicator, coolant and ambient temperature, battery voltage and more. The 2025 Suzuki V-Strom 650 lists for $11049 CAD + fees + taxes and comes with a 12-month warranty. There is also an XT version with spoke wheels that lists for $11899 CAD + fees + taxes.

Other bikes that you may want to compare the NX500 to include the CB500X, Kawasaki KLR650 and Versys 650, CFMoto Ibex 450 and the Royal Enfield Himalayan 450.

Last Words

So far, so good. I'll update this review as I put more km on the NX500.

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