The era of the small-displacement inline-four is officially back. After months of trademark filings and a “blink-and-you-miss-it” debut at the CIMA show in China, we finally have the hard data on Honda’s latest weapons: the CBR500R Four and its naked sibling, the CB500 Super Four.
While Honda has been uncharacteristically quiet about these models—even skipping a mention at the high-profile EICMA show in Milan—newly leaked Chinese type-approval documents have pulled back the curtain on the specs. If you’ve been waiting for a high-revving alternative to the sea of parallel twins, this is it.
The Heart of the Beast: 502cc of Inline-Four Power
The standout feature is, of course, the engine. Ditching the sensible parallel-twin found in the standard CBR500R, the “Four” uses an all-new 502cc inline-four powerplant.
According to the type-approval filing (under the engine designation WH460MR-A), the bike produces 70.8 hp. While that might not sound earth-shattering compared to a liter-bike, it’s a massive personality shift for the 500cc class.
Key Engine Specs:
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Displacement: 502cc
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Configuration: Inline-four, DOHC
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Bore: 60mm (Estimated 44.4mm stroke)
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Peak Power: 70.8 hp
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Tech: Ride-by-wire with selectable ride modes
Note on Power: While 70.8 hp is respectable, it sits slightly behind rivals like the CFMoto 500SR Voom (77.8 hp) and even the smaller Kawasaki ZX-4RR (which hits 73.8 hp in unrestricted markets). However, Honda’s focus is clearly on a balanced, usable powerband rather than chasing peak dyno numbers.
Next-Gen Tech: E-Clutch 2.0
Honda is doubling down on its E-Clutch technology. The CBR500R Four features the second generation of this system. Unlike the first-gen units seen on the CBR650R, this new version is paired with a ride-by-wire throttle.
This allows for a crucial new feature: Auto-blipping on downshifts. The system now handles rev-matching perfectly, making clutchless downshifts smoother than ever. The actuators have also been moved to the right side of the engine, creating a more compact and tucked-in profile. Best of all? You still get a traditional clutch lever for when you want total manual control.
Chassis and Handling
The CBR500R Four isn’t just an engine swap; it’s a purpose-built chassis designed for agility.
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Frame: Steel diamond-type frame using the engine as a stressed member.
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Suspension: Likely Showa upside-down (USD) forks and a rear monoshock with an aluminum swingarm.
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Brakes: Dual Nissin four-piston radial calipers up front.
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Weight: 416.7 lbs (189 kg) curb weight—putting it right in the mix with the Kawasaki ZX-4RR.
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Dimensions: A 55.6-inch wheelbase with standard 120/70-17 (front) and 160/60-17 (rear) rubber.
Comparison: The 500cc Four-Cylinder Class
| Model | Displacement | Horsepower | Weight (Curb) |
| Honda CBR500R Four | 502cc | 70.8 hp | 416.7 lbs |
| Kawasaki ZX-4RR | 399cc | 73.8 hp | 414.0 lbs |
| CFMoto 500SR Voom | 499cc | 77.8 hp | 428.0 lbs |
| ZXMoto 500RR | 470cc | 83.1 hp | 370.0 lbs |
Global Availability: When Will It Reach the US?
The million-dollar question: Which markets are getting it? Honda has already trademarked the CBR500R Four name in the EU, UK, Japan, Mexico, and Colombia. While a US-specific trademark hasn’t appeared, Honda already owns the rights to “CBR” in America, meaning they could launch it here without a new filing.
There is also a 400cc version (CBR400R Four) expected for Japan and Singapore to meet specific license and tax brackets. Given the current manufacturing at the Wuyang-Honda plant in China, US availability may depend on trade tariffs, but the global “CBR500R Four” branding strongly suggests this is a world-market machine.
Would you trade your parallel twin for a 500cc inline-four? Let us know in the comments!
