Honda XR500/reviews

Cycle World 1981

The reed has smoothed the power output and eliminated coughing and hesitation. The bike accelerates smoothly any time the throttle is turned on, no matter how quickly the throttle is operated. Low and mid-range is stronger than before but approximately one horsepower is lost at the top end, the byproduct of the reed restricting fuel flow at higher revs. Winding the big engine is wrong, nothing much

happens at high rpms. Power is everyplace in the mid and low-range but flattens out if wound. Short shifting is definitely the right approach to riding the bike.

Drag races between the XR500 and an old PE400 proved the XR the slower, by quite a bit. The PE will outdrag and outrun the XR on top end. Actually, the XR was disappointing on top speed. A speedometer reading of 70 could be obtained if the road was long enough. Taller gearing would help take advantage of the mid-range power and keep the engine from reaching the higher revs where less happens.

Overall the handling is 300 percent better than last year's bike. Whoops up to medium size are taken straight and true. Really big ones are handled almost as well until high speeds are tried, then the suspension travel and weight take over and the bike starts bottoming and becoming a handfull to control. It happens progressively though' and the rider has plenty of warning before critical velocity is reached. Fast trails that snake around and have small to medium bumps are where the XR500 excels. Steering precision will humble some motocrossers. And control at speed is good. The suspension components are busy at speed and the ride isn't as smooth or plush as the CR450R's, but it works fine.

Jumps aren't so good. The bike flies straight and doesn't try to turn over in mid-air, nose dive or loop, but landing will confirm the bike's weight. Stiffening the suspension helps but face it, the bike wasn't designed to be launched from MX-type jumps. Best leave such riding to the guy on the CR.

Even severe bottoming from high jumps doesn't give the rider the impression the bike will break, although it probably would if much of it was done. The frame tubes look too small for the job they have to do but triangulation makes the unit stronger than it first appears. A strong solid feel is present on the roughest terrain.

We experimented with the adjustable suspension. The forks worked best set as they come; 6 psi air, stock oil weight and level, and the stanchion tubes as high as they can go in the lowest groove on the tube. The rear suspension also worked well at the standard settings; stock spring preload, number two rebound notch. The rebound adjuster is a minor hassle to set. The plastic knob doesn't protrude far and it can't be adjusted from both sides of the biJce. Adjusting means putting the bike on the side stand, squeezing your hand between the fender extension and shock, (only possible from the right side of the bike), and turning the knob with one finger. It's hard to feel the detents and several attempts are usually required before you're sure where it's set. The book says the knob has marks on it, if so they are impossible to see. Adjustments won't be needed often but it's too bad the knob isn't larger and the detent more positive.

Sliding corners on firebreak roads is one of the things four-stroke Singles usually do best. Something about the power output that gives the rider that little bit extra feeling of control. The older XR500 did a lot of sawing through corners, the new one prefers to track through them. It'll slide if the rider goes into the corner faster and deeper than Randy Goss or the ground is slippery, but forget it otherwise. Horsepower isn't enough to slide the bike and it can only be done with pure speed going in. Once sliding, the bike behaves itself. Nice and smooth but slides are hard to maintain with the stock engine power.

Gas mileage is supposed to be better with four-strokes. A hard rider will use up the 2.4 gal. of gas in about 60 mi. The petcock is equipped with a reserve and we usually had to use it after the 50 mi. mark. Of course the distance could be less if the bike is ridden in mud or deep sand most of the time. It could also be greater if ridden at a more moderate pace.

The XR500 doesn't feel as big and heavy as it actually is. Not in motion that is. Drop it and you'll know just how heavy 310 lb. (full of gas) is. Underway the Pro-Link eliminates the heavy feel. Steering is easy and sure, the 28 ° rake probably helps mask the weight yet doesn't cause handlebar shake at speed. The bike even handles fairly well in a sand wash. It'll go down them at speed or at a slower pace with good rider control. Winding washes are also taken with a minimum of trouble. Trying to make a square turn in sand doesn't work. The bike responds by digging in with the front wheel and trying to throw the rider over the bars.

Brakes on the newest XR are the best an XR has ever had, though they were poor before. The rear is unchanged but the double leading shoe front makes up for the marginal rear. The front requires a hard pull to stop the bike rapidly from speed but doesn't exhibit any grabbiness or locking. It still doesn't stop like a 220 lb. two-stroke despite the added engine braking. Stopping more weight takes its toll.

We couldn't find much that needs changing on the XR. The tires have recessed square holes in each knob, much like Dunlop K190s and work about as well. Rubber compound and tread design match the bike's use.

So what's the bottom line? We rate the XR500 King of the trail bikes and a fairly serious enduro bike if the rider is hefty enough to wrestle 300 lb. through the woods all day. Taking weight off the bike won't be as simple as it was on the old model. The new one already has a plastic tank, plastic seat base, aluminum rear sprocket, plastic gas cap, etc. It's hard to figure out where the '81 gained 11 lb. The single shock system has to be substantially heavier. Even with the increased weight, the bike will win many buyers. Its good looks, four-stroke power and attention to detail give the prospective buyer a complete package that needs little or no modification. SI