Honda CMX500 Rebel 2026 — Specifications

The transition to Euro5+ proved straightforward for the Honda custom. A few adjustments to the ECU, a new OBD2-2 sensor in the exhaust system, and that’s it! While the engineers were working on that, the ergonomics team reworked the seat, repositioned the handlebars, and installed new rear shock mounts.

The CMX 500 is refined with subtle touches. Like in 2020: the 500 Rebel benefited from a few discreet improvements. The redesigned headlight was quickly noticed, much more provocative with its four light bubbles. LEDs handle the lighting, both front and rear. The turn signals take the opportunity to become more rounded.

The small twin-cylinder engine from the 500 family (CB-F–CBR-R–CB-X) lost one horsepower during the E5 transition but slightly increased its low-end torque. Of course, it’s not chosen for drag racing but for cruising gently.

Indeed, it intends to offer a bit more comfort with the addition of an assist clutch, which will require one-third less effort. The minimalist instrument panel modifies the arrangement of its information to accommodate a gear indicator.

So, is this Rebel gentle? The name had disappeared from the Honda France lineup for some time. The return is not with the same pretensions as the winged customs of yesteryear. The CMX 500 is intended as an extension of the lifestyle of new motorcyclists, like a smartphone, Deezer, and the attitude that accompanies you everywhere. A sign of the times, the machine is already perfectly calibrated for them. Its engine develops 45 horsepower, just below the maximum allowed by the A2 regulations.

The development of the 500 Rebel was entrusted to Keita Mikura. That name may not mean anything to you; but specifying that he piloted the NM4 Vultus project gives you a better idea of his style of expression. With that resume, one might have expected an engine with irrational limits. Conversely, this custom remains within the conventions of the category. With a dark, well-defined low-profile seat on large tires, it tends towards a bobber style. The slanted and elongated tank is surprising, the very modern engine is jarring, the rear end is striking. It will be fun for customizers. It looks like a simple disc cutter could transform it into a minimalist machine, with only the solo seat as the finishing touch. A bit like a certain Triumph 1200 Bobber. That said, without needing a chainsaw, the seat and footpegs are easily removable. Then, for those who want to go further, the rear subframe, constructed from molded aluminum, is bolted to the frame and offers plenty of customization possibilities. Enough to affirm your style. Honda has also planned a few accessories to influence you, such as a set of saddlebags, a 12V socket, or a small windscreen, among others.

Where purists will complain is the engine. No cooling fins, a water radiator in front of the frame, four times as many valves as cylinders. An engine that is not really custom, to say the least. Where does it come from? From the CB 500. After being installed in this entire family, the small parallel twin propels the 500 Rebel. The engine’s appearance exudes seriousness, and the interior is in line: 8 valves, liquid cooling, almost square internal ribs (67 x 66.8 mm), dual ACT, reduced friction, 180° phasing, and an injection re-tuned to offer a character more in line with the spirit of the motorcycle. As we have seen, this block produces 45 horsepower at 8,500 rpm. The torque, gentle with its 4.6 mkg, reaches its maximum at the peak of the mid-range, at 6,000 rpm. Not a rocket, but the theme is not about high wattage in mid-size customs. Neither the 883 nor the V7 tear up the asphalt. For cool cruising, this 500 will do the job. Boots are, as always, recommended, even for the right leg. Due to the riding position, the side case instantly attacks your malleolus.

No frills on the frame either. A custom is conceived only with a simple architecture. A tubular steel cradle frame, a 41mm fork, a single 296mm front disc – with a two-piston caliper. For the rear, a steel swingarm, also with a classic shape. It is accompanied by two lateral shock absorbers, a 240mm rear brake disc with a single-piston caliper. ABS completes the whole. Regarding adjustments, you can only play with the shock preload.

A few technical figures? Let's provide some details such as a 30° steering head angle, 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 shod with visually imposing tires. Not really useful a 130 tire at the front, but it gives you a certain presence. A very good point, a weight under 200 kilos. In the sector, the trend is rather towards scale crushing. The Rebel will be even easier to maneuver. Let's not overlook some quirks: the blue background of the small instrument panel is appreciated by techno fans; perhaps less so for others. As for the key receptacles... The ignition lock is not what we’ve done best as an integration, grafted onto the lower steering tube. Then, you have to swing the key to the other side, on a cover between the engine and the tank, to start the engine.

With the CMX 500 Rebel, Honda is returning to the custom world via the A2 border. A fun, customizable, and unadorned little machine. It exudes simplicity, darkness, and a rebellious attitude, hence its name. A good solution for a first experience in the field. However, with its style blending the modern and the conventional, you will have to endure the heckling of Bikers. Regardless. The world is changing and raising assortments. The Rebel also exists in a 1100 version with the engine from the Africa Twin and a DCT gearbox as an option.

M.B - Manufacturer Media