First ride: Honda CBR650R
The new Honda CBR650R could be the ideal middleweight do-it-all sportster
The Project Leader of the cbr650r, Noriyoshi tsutsui, is very definite when I ask if his bike is designed to fill the gap left by the cbr600rr’s demise. I get a curt “no” before he elaborates, to explain the cbr is a bike to be enjoyed on sporty daytrips but with the practical ability to do lots more besides. In short, a bike more in line with the cbrs of old. and that’s good news.
the cbr650r can trace its heritage back to the 650F of 2011. It’s always been effective, but dowdy honda has given it a complete facelift alongside technical updates. Styled to mimic the Blade, the cbr gains twin Led lights in a new fairing while inverted forks and radial brakes also make an appearance. the steel chassis gains some bracing and loses a bit of weight while the motor benefits from a new slip/assist clutch and a 5% power boost, through new cam and valve timing that also adds 1000rpm to its redline. honda’s version of traction control (hstc) is standard fitment alongside its emergency braking warning system (the lights and indicators flash when you decelerate hard) and a single Lcd dash replaces the old model’s split Lcd clocks. With an asking price of £7729, you get a lot of updates for an increase of just £260 when compared to the outgoing F model. on PCP the r is £99 a month. In terms of value it’s off to a good start and visually it’s a winner as well.
during our test I assumed the outrider was also on a cbr650r and it wasn’t until we stopped that I realised he was on a Blade — that’s how good-looking the r is. however, these visuals come at a slight cost and the r has lost 1.9 litres of tank capacity to give it the sportier, slender lines. during the day we averaged mpg figures in the mid to high 40s, giving a realistic tank range of around 150 miles, so it’s not been compromised too much. and neither has the riding position.
despite the clip-ons now being moved below the top yoke, making them 30mm lower as well as 30mm further away from the rider, the cbr’s riding position is far from extreme. It’s a touch sportier than before but remains all-day comfortable and some re-sculpting of the seat to make it narrower sees the 810mm height appear lower while not compromising comfort levels. In fact, the only people who may spot the concessions the r has over the F are pillions, as the subframe is 60mm shorter and a bit higher.
through town, the cbr’s updated clutch is feather-light in its action, the gearbox slick and while the throttle response is a bit abrupt going from closed to open, it’s not too much of a distraction. however, it is on the open road that the cbr impresses.
the combination of plush suspension and
a chassis built for smooth cornering makes the CBR a joy in the bends as it blends agility with stability in a way so reminiscent of older CBR generations. On a dry road and with the inline four making a linear 93bhp with 47lb·ft of torque, the traction control is surplus to requirements but it’s nice to know it’s there. The same goes for the ABS. The LCD dash is irritatingly dim and hard to read but that’s the only blot on this surprisingly adept bike’s copybook.
By going back to its roots, Honda has transformed the CBR. It now looks amazing; handles well enough to be the Haslam Race School’s replacement for the RR; is a joy on the road; and ticks every practicality and ease-of-use box. The unsung hero of 2018 (the F outsold the Blade in the UK) now has something to shout about. Its only issue could, ironically, be the last-gen CBR600F models it has taken its inspiration from — they are great used buys.