Classic Honda 500s I’ve Owned — Centerstand, May 2025

Honda has produced a remarkable number of 500cc road bikes. They found some interesting ways to turn 30 cubic inches of displacement into a lot of fun, versatility, reliability, and, in at least one version, punching-above-its-weight performance.

I’ve owned six from 1973 to 1985—an inline-four, a parallel twin, two V-twin variants, and a V4.

1973 Honda CB500K2

The most recently acquired—and oldest—of the six classic Honda 500s I’ve owned is a 1973 CB500K2. I got it in 2018 with plans to make it my third Bonneville land-speed racing bike—and I still hope to get it there. Even mid-restoration, I squeezed in some rides before taking things apart in a big way.

The bike had been in dry storage for 17 years, so some basics had to be dealt with to allow my first rides to happen. After fuel system cleaning, oil change, new battery, new factory-spec 4-into-4 exhaust system, and other details, I gave the bike its first start-up in years.

After some low-speed in-town riding, I took the CB500K2 out on rural highways for some highway speed shake-down miles. Running the bike through its five gears with moderate throttle applied confirmed the praise it earned when the first version of the bike was rolled out in 1971. Cycle magazine called it “the thinking man’s motorcycle.”

Despite its long siesta, the K2 returned to action quickly and responded to the throttle remarkably well. Acceleration was brisk, and the engine put out smooth power. I didn’t push the brakes or handling hard, but I was satisfied that the CB500K2 is a great road bike, whether or not I ever get it to Bonneville to run in the 500cc P/PC (Classic Production) class.

1975 Honda CB500T

The funkiest, most underrated of the Honda 500s I’ve ever owned was the 1975 CB500T.

Part of its problem was that the air-cooled DOHC twin was aging when this model rolled out. The original version powered the 1965 CB450—a sensation thanks to its 10,000 rpm redline.

Despite plenty of high-speed vibration and some early valvetrain problems, the 450’s performance and standard black and chrome tank quickly earned its Black Bomber nickname.

By 1975, Honda bumped up the displacement, while simultaneously muting the bike’s performance. The reasoning behind this is a mystery. After all, Honda already had the smoother, more capable four-cylinder 500 in the lineup.

Honda also gave the CB500T a rather odd aesthetic make-over. With brown paint, a dark brown seat, and gold pinstriping, the bike mimicked a classic British parallel twin. A pair of bulbous, peashooter mufflers completed the look. Apparently, it was a pretty effective knockoff.

After a day of puttering along the south shore of Lake Superior, I stopped for gas in Hurley, Wisconsin. An elderly gent with a tuft of gray hair on his head came over at a trot from the Dairy Queen across the street. He stopped and stood back, peering at my bike. Still huffing from the run, he said in what sounded like a Cockney accent, “Egad! That’s actually a Honda! I’d have sworn it to be a Rudge!”

In the nine years I owned it, that was the only time it was ever mistaken for a British classic. But, looking back on it, I see the resemblance.

Period reviews torched the CB500T because it was down on power compared to nearly every other bike in its displacement class. It was a toad in the quarter mile and at top speed. Cornering clearance was limited. All true, but in fairness, it was not a sportbike. When considered in the context of what it was, it fares much better. Cycle called it “gentlemanly.”

The CB500T was built for cruising and commuting at moderate speed, not for track days or the drag strip. It was designed to be easy to ride and maintain, economical to operate, and reliable. On all those criteria, the one I had delivered. It would even start and run well in Wisconsin winter weather!

1982 Honda GL500 Silver Wing

In 2002, I acquired a 1982 Honda GL500 Silver Wing. I had read about Honda’s radical transverse, pushrod, liquid-cooled V-twin model when it came out in the late 1970s. When I saw one at a Honda dealer, the look was so strange compared to the air-cooled parallel twins and V-twins I had known; I thought they would never sell. It turns out, I was wrong about that—even I ended up with one.

The GL500 had some unique, functional features. One I found to be practical and remarkably clever was a quick-on, quick-off trunk that could trade places with the pillion seat.

Quiet, remarkably smooth, and user-friendly, the Silver Wing proved to be a pleasant surprise—the rather odd appearance of the engine notwithstanding.

The V-twin consistently got about 55 mpg. Being liquid-cooled, it easily loped along at Interstate speed all day long, even in hot summer weather, without the engine temperature ever increasing above normal.

With a low-maintenance shaft drive, linkage rear suspension, an air-adjustable fork, and a genuinely comfortable seat, the bike had top-of-the-line big-bike touring cred packed into a comparatively light mid-size.

1982 Honda CX500C

A year later, I picked up a 1982 Honda CX500C, which was essentially a cruiser version of the GL500. As with the GL version, a sixth speed in the gearbox would have been great.

I didn’t have the CX500C around long; I passed it on to my eldest son.

1984 Honda V30 Magna VF500C

I’m not in the habit of buying non-running lumps. Still, when a pristine-looking 1984 Honda V30 Magna VF500C came up in 2005, I reconsidered that position.

It belonged to the husband of a co-worker. He told me it had sat under a tarp in his garage for more than 13 years with the battery and gas left in it.

The fluid in the hydraulic brake and clutch had gelled to a lumpy consistency. Dozens of other potentially high-cost problems could be hidden, only to emerge later as I tried to restore it.

He admitted to me that a mechanic had looked it over and told him that getting it fixed up and running would probably cost more than the bike would ever be worth. Nonetheless, it had one of Honda’s liquid-cooled DOHC V4 powerhouse engines! It would be like nothing I’ve ever owned.

All that disclosure of potential financial disaster aside, I asked what he wanted for it. To my dismay, he said, “$400, including the trailer to haul it on.” Terrible news. I paid the man and took the Baby Magna home.

With the help of a Honda factory service manual, assistance from some mechanically skilled friends, and quite a bit of trial-and-error learning, I got the V30 Magna running in two years.

Based on period road tests, I discovered that the V30 had impressive performance for the day. For example, 0-60 mph in 3.9 seconds; quarter mile in 12.79 seconds at 103.03 mph. The red line is 11,500 rpm. Honda claimed 62 horsepower from the 16-valve V4.

Despite those impressive performance numbers, the Magna is not temperamental or hard to handle. Its quickness is easy to control, while cornering and braking are precise and progressive.

With the help of salt racing veterans Bill Whisenant (founder of Motorcycle Performance in Madison) and Jim Haraughty, I took the V30 to the BNI/SCTA World Finals at Bonneville in 2009. It was an unforgettable experience, as the old Magna carried me to a top speed of 104.536 mph—only 7.5 mph off the record at that time for a production-class bike! I ran it at Bonneville again in 2012, but only got a course shake-down run in before bad weather ended the meet for us.

I still ride the Magna a lot. With its power, nimble lightweight, comfortable ergonomics, and seat, with only the addition of throw-over bags, a tail bag, small windshield, and highway pegs, the Magna is an excellent all-day rider.

1985 Honda VT500C Shadow

Even after all these vintage Honda 500s, when I got the chance to get a 1985 Honda VT500C Shadow, I jumped on it—literally. I had a 1998 VT1100 Shadow Ace some years ago. That bike had a common crankpin V-twin engine, which imparted vibration at some engine speeds almost as annoying as that put out by the 1975 CB500T.

In contrast, the VT500C has an offset dual crankpin crankshaft, allowing much smoother operation. To my surprise, its lighter weight and 50 horsepower made it much more responsive to the throttle and more nimble in the corners than the big VT1100.

The VT500C Shadow came with semi-rigid saddlebags, so I only had to add a light windshield.

The VT500C came out when the “factory custom” rage was in full swing in the 1980s. With a moderate rise handlebar, a three-valves-per-cylinder liquid-cooled 52-degree V-twin, a stepped seat with built-in short sissy bar backrest, and mid-position footpegs, it has that custom cruiser look and extremely comfortable ride.

The motor featured two spark plugs per cylinder and easy-access service points to encourage DIY maintenance. With more than adequate power for Interstate cruising or backroad puttering, shaft drive, progressive brakes, and predictable handling, the Shadow 500 is an exceptional budget cruiser.

So, how do these vintage Honda 500s stack up?

• The 1984 VF500C V30 Magna is now over 40 years old. It is, by far, the most technically sophisticated yet reliable and powerful motorcycle in the mix of vintage 500cc Hondas I’ve owned. The memories of those incredible trips to the Bonneville Salt Flats to compete on the Magna add an emotional appreciation for the bike. It does everything I’ve ever asked it to do exceptionally well. So, for all those reasons and many more, the V30 Magna is my favorite. I’ll probably keep it as long as I can ride. In fact, if I ever get the chance to buy its Interceptor cousin, the VF500F, I probably would.

• The 1985 VT500 Shadow and the 1982 GL500 Silver Wing come out in a surprise tie for runner-up. While it’s true the Silver Wing isn’t as sleek as the Shadow, its rather odd look has a charm all its own. Performance and reliability considered, the two are really a match. Each was something of a technological surprise in its day. Fortunately, they have user-friendly dispositions with a smooth ride, plenty of tractable power on tap, plus excellent economy, handling, brakes, and ride comfort. All that was also true for the 1982 CX500C I briefly owned.

• The 1973 CB500K2 is a bike I have had only limited ride time on before I started its full restoration. Still, it has made a great impression. Having had the 350cc version of Honda’s now-legendary Four lineup of the 1970s, I suspect that as the years and miles add up, I will love the 350’s bigger sibling almost as much as my record-holding 350. The CB500K2 might someday join my V30’s salt-flat legacy.

• My experience with the much-maligned 1975 CB500T left it pretty much at the bottom of my favorite vintage Honda 500s list. Because of its vibration and muted performance, I wouldn’t buy another one. As a motorcycle designed for laid-back day-trip riding with a classic Brit bike look, it has aged well.