The facts.
DescriptionThe whole story▼
City air is not clean air, and the part of it that is worst for an engine is invisible. Brake pads, tyres and road surfaces grind against each other all day and leave behind a fine mineral and metallic dust that sits low, in exactly the layer a motorcycle's intake works in. A Honda CB500F spends most of its life in that layer: unfaired, upright, stopping and starting, drawing hardest at precisely the moments when the traffic around it is also braking. The Sprint Filter P14 CM220P14 is a dry non-woven element built for that fraction, filtering to 14 microns where the standard P08 works at 80.
Key Features
- Unoiled and dry, so no film travels downstream onto sensors or throttle bodies
- 1,800 l/m²/sec of air flow, 14 microns of filtration
- A filtering area about double what other performance elements manage
- Drops into the standard CB500F airbox: nothing modified, nothing remapped, no paperwork
- Compressed air from the clean side is the routine; washed and reused
- Two years of warranty, on an element meant to last the life of the motorcycle
The dust nobody associates with dust
Ask where a filter earns its keep and most people picture a gravel road. In practice a commuter bike in a mid-sized city meets a finer and more constant load than a weekend machine on a dry track ever does, because brake and tyre particulate is produced continuously by every vehicle in front and never settles for long. It is well under the size a coarse weave is designed to stop. That is the case for moving the medium finer on a bike like this: the CM220P14 is not chosen for a dramatic environment, it is chosen for an ordinary one that happens to be dirtier than it looks.
What a 471 cc twin actually asks for
The other half of the calculation is demand, and a CB500F is undemanding. It is an A2-class parallel twin that does its work in the lower two thirds of the rev range, in traffic, rarely held at full throttle for more than a few seconds at a time. An intake with that duty cycle has room to spare, which is what makes the P14's lower flow figure an acceptable price rather than a compromise. None of this makes a standard CB500F quicker. A bolt-in element cannot, and any description that claims otherwise is selling something. What it does is keep intake restriction low and keep it low across the whole maintenance interval, because the element is returned to its starting condition rather than gradually filling up until it is thrown away.
Care and cleaning
Nothing about this element is oiled, and nothing about drying it involves heat — no hot air, no flame. The routine is a compressor: air from the clean side of the CM220P14, worked outwards. When the city has earned more, lukewarm water with a mild detergent, rinsed until the water runs clear, then open air until it is dry right through. Refit it dry. The Sprint Filter maintenance sheet is in the Downloads tab.
Fitment & Compatibility
Made for the Honda CB500F from 2019 to 2026. The same CM220P14 covers six machines across the 400 and 500 twin range; the complete list is in the Fitment tab.
DownloadsOwner's manual · brochure▼
FitmentWhich bikes this fits▼
- Honda CB400F (2019–2026)
- Honda CB400X (2019–2026)
- Honda CBR400R (2019–2026)
- Honda CB500F (2019–2026)
- Honda CB500X (2019–2026)
- Honda CBR500R (2019–2026)
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