HARLEY-DAVIDSON X500 – ON THE LAM

It’s no secret that the Harley-Davidson X500 is based on the same platform as the Benelli Leoncino 500 and is built for H-D in China by Benelli’s parent comapny QJ Motor. Unlike Harley’s ‘other’ new LAMS-compliant bike, the unique to H-D X350, the X500 is an out-an-out badge-engineering exercise, so it’s not surprising that (other than bodywork and logos) it looks and feels much the same as the Leoncino 500 it’s based on.

At the heart of the X500 is a 499.6cc parallel twin with a 360° crank that makes a claimed 35kW (47hp) at 8500rpm and 46Nm at 6000rpm. The engine makes decent torque throughout the rev range and, thanks to a counterbalancer, it feels quite smooth and vibe-free at lower revs. But start to explore the upper third of the rev range and it can get quite buzzy, which you feel through the handlebar, footpegs and seat. In fact, I had quite a tingly sensation in my fingers for some time after a spirited ride on the X500.

The cable-operated throttle means there’s no selectable ride modes on the X500 and, other than ABS, there are no rider aids. Said ABS is well calibrated though, and the braking performance of the X500 is impressive, as is feel at the lever, with unnamed radial-mounted four piston calipers gripping 320mm discs up front and a single piston-caliper gripping a 260mm disc at the rear.

Both the brake and clutch levers are span adjustable and the clutch itself feels light and progressive, making it ideally suited to novice and more experienced riders alike. The engine is mated to a smooth-shifting six-speed gearbox with a positive action. Snicking it into neutral at the traffic lights is easy.

There’s more than enough performance available to stay ahead of the traffic when the lights turn green. Out on the open road the X500 is happy to cruise along at over 100km/h.

With a claimed kerb weight of 208kg, the X500 certainly feels heavier than its smaller and lighter X350 (195kg kerb) sibling. Although it has a wider handlebar, it still requires a bit more effort to tip into corners on the open road.

While that wide ’bar aids manoevrability at slower speeds, it can hinder progress when trying to lane split in heavy urban traffic.

The X500 runs a chunky 50mm USD fork with preload and rebound damping adjustment, while the rear monoshock gets an easily accessible remote preload adjuster as well as rebound adjusment, which is decent spec in this category and price bracket. The standard settings felt well suited to my 76kg plus gear, with well controlled fork dive when braking and good compliance over bumpy roads. And in mixed conditions (I copped sun and rain) the Maxxis rubber provided plenty of grip.

A narrow and not-too-high, 820mm-height seat means the X500 is accessible for a variety of riders. Planting both feet on the ground will be easy for all but the shortest of riders. The riding position is more laidback than the sportier X350. There’s plenty of room to move around on the X500 because your butt is situated farther back on the bike, your feet are farther forward on mid-mounted footpegs and it’s a relatively relaxed reach to the high ’n’ wide handlebar.

Controls and instruments are about as straighforward as they get, with decent quality switchgear and an easy-to-read analogue speedo in a single-dial housing. The small LCD display for info such as odo, trips and clock can be a bit hard to read for older eyes, but this Harley is aimed at the young’uns, so this probably won’t be an issue.

The fit and finish is decent and I think Harley has done a good job making the X500 look different enough to the Benelli equivalent that most people would have no idea of their shared heritage unless the two bikes were parked side by side. There are certainly enough Harley badges and logos plastered over the X500 that there’s no confusion as to what showroom it came from.

Harley reckons the X500 will outsell the X350 despite a $3k price premium. Regardless, it’s good to see H-D back in the LAMS market, and with two offerings. The big question though is whether the X500 is worth 1600 bucks more than the Benelli Leoncino 500 on which it’s based.

PROS: Torquey engine, predictable handling, strong brakes, adjustable suspension and relaxed riding position.
CONS: Engine vibes at high revs, minimal rider aids, small LCD display, $1600 more than equivalent Benelli.

SPECS

ENGINE
Capacity 499.6cc
Type Parallel-twin, DOHC, four valves per cylinder
Bore & stroke 69mm x 66.8mm
Compression ratio 11.5:1
Cooling Liquid
Fueling EFI
Transmission Six-speed
Clutch Wet, multi-plate
Final drive Chain

PERFORMANCE
Power 35kW (47hp)@ 8500rpm (claimed)
Torque 46Nm @ 6000rpm (claimed)
Top speed Not measured
Fuel consumption 4.85L/100km (claimed)

ELECTRONICS
Rider aids NA
Rider modes NA

CHASSIS
Frame material Tubular steel
Frame type Trellis
Rake 24.5°
Trail 100.4mm
Wheelbase 1485mm

SUSPENSION
Type Not given
Front: 50mm USD fork, adjustable preload and rebound, travel not given
Rear: Monoshock, adjustable preload and rebound, travel not given

WHEELS & BRAKES
Wheels Cast aluminium
Front: 17 x 3.5 Rear: 17 x 4.5
Tyres Maxxis Supermaxx ST
Front: 120/70-ZR17
Rear: 160/60-ZR17
Brakes
Front: Twin 320mm discs, four-piston caliper, ABS
Rear: 260mm disc, single-piston caliper, ABS

DIMENSIONS
Weight 208kg (kerb, claimed)
Seat height 820mm
Width 875mm
Height 1150mm
Length 2135mm
Ground clearance 155mm
Fuel capacity 13.1L

SERVICING & WARRANTY
Servicing First: 1000km
Minor: 7000km
Major: 13,000km
Warranty Two years,
unlimited kilometres

BUSINESS END
Price $11,495 ride away
Colour options Dramatic Black, Dynamic Orange, Supersonic Silver, Pearl White

Contact www.harley-davidson.com/au/en