Cb650r Top Speed
In 2014, Honda launched the fully faired CBR650F and streetbike CB650F. Mid-priced, no-frills, high-revving inline four-cylinder middleweights, they were assembled in Thailand and slotted into a budget A2-licence compliant market stuffed with rivals, most of which were slightly hum-drum, but effective, parallel twins. It was a battle of the bargains.
But because the CBR650F and CB650F were built to a price, some riders – who remembered Honda's 600cc glory days – complained the new bikes were no match for the discontinued CBR600 or Hornet 600. Which, on specification, they weren't.
But now, all that might be about to change. BikeSocial is in southern Spain at the launch of the uprated, tuned, sportified and refined 2019 CBR650R and CB650R.
Honda say the overarching aim of the CBR and CB's revamp is to bring them into line with Honda's existing model ranges, and to focus their appeal towards younger riders. So the CBR gets restyled for a strong family resemblance to the Fireblade, while the CB650R gets a Neo Sports Café makeover to sit between the CB1000R and CB300R.
The result is a pair of more aggressively styled machines, shedding the faintly dowdy, mundane image of their predecessor F models. Honda say 55% of CBR650F buyers are under 40 years old, and nearly a third are between 21-30. Meanwhile the CB650R is also aimed at younger riders, but sales are more evenly distributed than the CBR, with 24% between 51 and 60 years old.
So are the new CBR650R and CB650R a step up in class and price too far to keep playing the mid-priced middleweight game? Or can they rekindle a few hoary old hearts with memories of zinging around on 600cc Honda sportsbikes in the mid-1990s?
Honda CB650R prices, PCP deals, and availability
In dealers now
OTR: £6999.00
Colours: Graphite Black, Matt Crypton Silver Metallic, Matt Jeans Blue Metallic or Candy Chromosphere Red
Honda PCP deal
| Price | £6999.00 |
| Deposit | £1817.07 |
| Monthly repayments | 36 x £89.00 |
| Optional final payment | £2795.65 |
| APR | 6.9% |
| Mileage | 4000 miles p/a |
| Total payable | £7826.72 |
Accessory packs
Sports pack: belly pan, seat cowl, tank pad, quickshifter – £605.00
Comfort pack: heated grips plus fitting kit, tinted screen, 12v socket – £385.00
Honda CBR650R prices, PCP deals, and availability
In dealers from February
OTR: £7729.00
Colours: Matt Gunpowder Black Metallic or Grand Prix Red
Accessory packs
| Price | £7729.00 |
| Deposit | £1493.73 |
| Monthly repayments | 36 x £99.00 |
| Optional final payment | £3687.03 |
| APR | 6.9% |
| Mileage | 4000 miles p/a |
| Total payable | £8754.76 |
Accessory packs
Sports pack: seat cowl,tank pad, double bubble screen, quickshifter – £520.00
Comfort pack: heated grips plus fitting kit, double bubble screen, 12v socket – £355.00
Power and torque (claimed)
93.9bhp @ 12,000rpm
47.2 lb.ft @ 8000rpm
Engine, gearbox and exhaust
Oh my life... how many revs, exactly? The CB650R, naked as the day it was born (about 250 miles ago, according to its odometer), rips through its gearbox like gammon on a bacon slicer as the crazy-ass Spanish tarmac unfolds in a meat feast of mid-speed switch-back lefts and rights. The quick(ish)shifter (£295 accessory) skips up and down from second to third and back again, occasionally straying into higher gears but mostly with the digital tacho needle flicking between 6000 and 11,000rpm, and serving to demonstrate the motor's astonishing flexibility and smoothness. Especially for a budget middleweight.
With a new redline of 12,500rpm and a rev limiter up around the 13,000rpm mark, but with crisp throttle response and decent drive from 4000rpm, that's a spread of nearly 10,000rpm to play with. And both CBR and CB650R feel fit and up for it at most points in between, potent and fully formed; these are proper, grown-up motorbikes.
Swapping the CB for a CBR, and chasing a silky smooth BSB and TT legend Steve Plater on a Fireblade, shows the new engine is up to the job on all but the fastest stretches. Top speed is up around the high 140mph, but acceleration through the gears and mid-speed throttle response is perfect. No snatch, no hesitation, just get it spinning and go.
In fact the CB and CBR's mid-90s horsepower is ideal for maintaining and enjoying a rapid real world pace – they're neither intimidatingly fast and ultimately reined-in, like a litre sportsbike, nor furiously demented like a supersports 600. And they're most definitely not short of revs when you thrash them, like most A2-licence compliant twins. And with none of their cut-price, plastic, Christmas cracker feel either.
By adding a decent chunk of zip and throttle response to the CBR and CB's engine, Honda have basically re-created pretty much the same motor, in terms of power and revs, that powered the 1995 CBR600F-S and 1998 CB600 Hornet. Gnarly old timers will weep for joy.
The 649cc inline four motor is common to both CBR and CB650R. It's essentially the same unit as the previous model CBR and CB650F, but tuned and refined in small, significant ways. Claimed power is up by 4.1bhp and 1000rpm, from 89.8bhp @ 11,000rpm to 93.9bhp @ 12,000rpm. Peak torque remains the same 47.2 ft.lb as before, but now up from 8000rpm to 8500rpm.
93.9bhp is 0.1bhp away from the 94bhp limit for a bike to remain A2 licence compliant, meaning the CBR and CB can be restricted down to 47bhp, with an alternative pair of plastic intakes – bores choked by a plastic infill – and an ECU remap. This also means the 650s are unlikely to get much more powerful in the near future (unless Honda build a separate 94bhp model, as per A2-compliant versions of Kawasaki's Z900 and KTM's 790 Duke, say), and explains why they don't already make as much as the old CBR600Fs, RRs and CB600 Hornets of previous years.
The power increase from the previous 650F models has been achieved by letting the motor rev harder, with a tweak to cam timing (presumably more valve overlap), an ECU remap, revised piston crown shape for a slightly higher compression ratio, and reshaped and designed intake and exhaust plumbing.
In particular, the airboxes on both CBR and CB are now fed by higher capacity twin air ducts instead of the previous models' single intake – cheekily, Honda say the CBR's is more efficient than the CB's, adding three times more pressure in the airbox at 'high speed' and boosting power by 5%.
Now, Honda's claimed peak power figure is from a static dyno; 5% of 93.9bhp is 4.7bhp, so if Honda are saying the CBR actually develops 98.7bhp at top speed... er... anyone unsure how 'legal' a ram-air effect is in terms of A2 compliance is probably wiser not to ask. But we like the idea of Honda being a bit naughty.
Other engine changes include the addition of a slipper clutch with a lighter lever action than previously (Honda say it's 12% lighter; it's noticeable in town), and the underslung exhaust has been tilted upwards, angled towards the rider's delicate ear drums. The effect, combined with the new twin air intakes, is a deeper, more beefy riding soundtrack at medium revs, and more of a shriek when you're caning it. And boy, does the motor like to be caned, in either CBR or CB.
Economy
The CBR and CB's new engine performance has a minor reciprocal effect on fuel consumption: Honda's figures say both bikes use slightly more fuel. The new motor is claimed to drink at 57.6mpg compared to the previous engine's 59.3mpg, which is barely noticeable.
But the new bikes' tank size is: it's nearly two litres smaller, at 15.4 litres down from 17.3 litres – I ask a Honda engineer why: he explains it's because the new dash meant moving the ignition barrel from in front of the yoke, to behind it, eating into the tank area. That's packaging for you.
A bit of BikeSocial maths shows that's around 30 miles less tank range on the new bike, down from a theoretical 220 miles to 195 miles.
Back in Spain, the CB and CBR's actual fuel consumption averages around 45mpg on both bikes, which gives a tank range of around 150 miles to empty. That means finding a filling station every 120 miles or so.
Suspension, chassis and weight
As with the motor, the CBR and CB also share a common chassis. The frame is broadly the same pressed steel twin spar as the previous CBR and CB650F. Swingarm pivot plates are now also pressed sections instead of cast – this saves 1.9kg in weight. The engine's rear mounting points have moved from attaching to each side plate, to now using a single, central cross-spar – it sounds like a minor detail, but when I ask Honda why the new engine feels so much smoother than the harsh buzz of the previous motor, they point to the new engine-frame bracket. Neat – that's why they get paid the big bucks.
The subframe is also new – still welded to the main frame, but now angled slightly upwards and 60mm shorter for a more compact back end.
Suspension is new – forks are still 41mm Showas and still non-adjustable, but are now upside down have a new acronym: now SFF (Separate Function Fork) instead of the previous
SDBV (Showa Dual Bending Valve). SFF forks have the damping operation in one leg and the springing in the other, reducing weight, friction and, presumably, cost, and are claimed to improve ride quality. Which, as I recall, is what Showa claimed when they introduced the SDBV forks two years ago on the CB and CBR650F two years ago.
At the back, the cantilever Showa shock gets the addition of a rubber bump stop, which Honda call a 'pillow ball' and is a fairly crude form of extra damping cushion when the shock goes to full compression. They use the same idea on the new Gold Wing, so at least the CB and CBR are in good company. As per the previous models, the shock has seven-way preload adjustment, but no damping adjustment.
Rake, trail and wheelbase are the same for both bikes and are all as per the previous models.
However, Honda say the CBR and CB are 6kg lighter than their F-ing predecessors: the naked CB650R is 202kg wet (CB650F is 208kg), and the CBR650R is 207kg (CBR650F is 213kg). The weight saving comes partly from the frame (1.9kg lighter), partly from details like the shorter subframe and changes to wheels, suspension and component details – but also from the smaller tank (less fuel) and – surprisingly – less oil. The new engines have 2.7 litres of oil; the old motors carry 3.5 litres. Confused, I ask Honda's technicians if the sump is smaller, but no – it turns out they simply put less in there, and the engine is still safe. I ask, half joking, if that means the dipstick is longer. Yes, it is. Well, it should make servicing the old bikes cheaper if you know they can run safely on 800ml less oil.
Overall, reducing the 650R's fluid levels saves 2.1kg – and that really is next level weight saving.
So – so far, so similar between the CBR and CB chassis. On paper.
Brakes, wheels and tyres
Both bikes also share ABS brake systems – the move to upside down forks permits an obvious transition to radial calipers, and four-pot radial Nissins instead of the conventionally mounted previous four-pots. Non-wavy front disc sizes drop 10mm to 310mm. Cast aluminium wheels are new slim-spoke design, tyre sizes stay the same 120/70 and 180/55, with Thai-made Dunlop D214 Sportmaxes on the CBR and German-made Metzeler RoadTec 01s on the CB.
Ergonomics and comfort
The CBR and CB both get a sportier riding position, in keeping with their new, youthful purpose. The CBR's clip-ons are now mounted below the top yoke, with the bars themselves roughly at the level of the yoke. They're 30mm lower and 30mm further forward than the CBR650F, which had a distinctly sports touring stance.
Meanwhile the flat bars on the CB650R are less radically altered: they're 13mm further forward and 8mm lower than previously.
Both bikes have new, lightweight footpegs, 3mm further back and 6mm higher than before, and the 810mm seat is the same on both (and the same as the F-models).
The result isn't as dramatic as it sounds. The CBR in particular is still no head-down, arse-up race replica; the riding position is more forward-leaning than before, but it still falls a long way short of a pure sportsbike, such as the Fireblade – it's a comfy, all-day stance, with not even a hint of wrist-ache over five hours. You could still easily contemplate three or four touring days in the saddle, and Honda clearly haven't forgotten how to make the sporty all-round riding position that graced the min-90s CBR600F.
The CB650R's ergonomics are less heavily modified over the previous CB650F; its tapered flat bars are still give a nicely braced, forward-canted upper body, not over-exposed to wind blast and tolerable up to around the ton.
And call me a wimp, but the comfort of both the CBR650R an CB650R is immediately improved in the chill Spanish air with the presence of accessory heated grips (£331 inc. fitting kit).
Handling
Here's where the CBR and CB diverge. The CB650's flat bars give the bike a nimble, agile feel, with the extra leverage over the front end immediately noticeable. The CB flicks from side to side with greater ease, at any speed, than the CBR – which is hardly sluggish at changing direction; it's just more deliberate. The CB lunges for the apex; the CBR carves into it.
Ride quality on both CBR and CB is exceptional – Honda have long managed to tease above-average suspension control from apparently budget, non-adjustable suspension, and the new 650s are perfect examples. The CBR, with its rider's weight more heavily biased over the front end, uses up more of its travel under normal riding, and feels to me slightly less plush than the more upright CB. But neither gives any cause for concern, bundling along the Andalucían asphalt at a brisk pace and soaking up bumps as well as weight transfer on the brakes or on the gas.
The CB650R feels more secure on its Metzeler tyres than the CBR's Dunlops. The D214s have a solid, remote feel, and don't generate a great deal of heat even after some hectic cornering. The CB's supposedly touring Metzelers, on the other hand, have an immediately softer and gripper feel, and are warmer after cornering. The idea of putting either bike on something much stickier is an enticing prospect (a few years ago I hammered the original 2014 CBR650F on an Avon Spirit ST tyre launch at Portimao, and it was a lot more fun than it should have been).
Equipment
Hooray – instead of the old F-models' tiny, cheap, monochrome display, the Rs get a larger colour dash with gear position indicator, fuel gauge, tacho and mpg readouts. At night it lights up like a city skyline, but in broad daylight, behind a tinted visor, it's really, really dim. Brightness is adjustable – but even on max it's out-glared by a cloudy sky.
But in another hooray, the Rs also get Honda's rudimentary traction control. You could arge, probably correctly, a 94bhp 650 doesn't need it – but it's nice to have in case. And it's also nice to be able to switch it off while riding, using the headlamp flasher switch on the left handlebar, for those moments when you feel the need to wheelie. Naughty Mr Honda again. We like it.
Not quite so keen on the new emergency brake lights, that flash indicators and brake lights front and rear under hard braking (but before the ABS cuts in). It might be a life saver on the road, but if you're on a track day and up a CBR650R or CB605R rider's chuff and he bangs them on unexpectedly, it won't half make you jump.
2019 HONDA CBR650R and CB650R: VERDICT
For old giffers such as I, riding the CBR650R has a strong whiff of déjà vu. I'm sure I've ridden a bike like this before. A middleweight inline four Honda sportsbike with a steel frame, making over 90bhp and weighing around 210kg? Sounds familiar. A practical-but-sporty riding position, and the feeling you could ride 500 miles in one hit in comfort one day, then do a track day the next and be happy with both? Feels familiar. Balanced, neutral steering and a wide, flat spread of torque? Definitely been here before.
And I have, in 1995, on a CBR600F-S. There are lots of similarities – but lots of differences too. The reality is the new bike has more features, better suspension, less weight and sharper handling. It's also getting on for half the price. In 1995, a CBR600 cost £6525 – which is £12,322 in today's money. The CBR650F is £7729. A similar gap exists between a 1998 Hornet and the CB650F.
Against its rivals, it's harder to place the new CBR and CB. The F models clearly sat at the top end of a slew of Japanese A2-compatible middleweights, such as Kawasaki's Ninja 650 (£6499) and Z650, or Yamaha's MT-07 (£6349). Its inline four motor was a point of difference; I preferred its high-revving character, and the fact when you wound it up it felt more like a smaller version of something bigger and faster, rather than a slightly wheezy, anaemic, throbbing twin.
But the new bikes are into a different realm of performance, and are starting to nudge towards proper full-bore machines such as KTM's 790 Duke, Kawasaki's Z900 (both of which are available in 94bhp versions, to permit detuning to an A2-friendly 47bhp). A full bore 790 Duke makes 103bhp and costs £8499, and is an explosive, hilarious and thoroughly full-on naked bike. The Z900 is an accomplished bike, costs £8549, and makes 123bhp. Triumph's Street Triple R is just over nine grand, and the MT-09 is £8542. That's a lot of choice, and a lot of very good bikes.
But it shows how good Honda's CB650R and CBR650R are to be mentioned in the same breath. The middleweight sports Honda is well and truly back.
Three things I love about the CBR650R and CB650R
• engine layout – one of the last of inline four middleweights, and it's good to make them howl
• riding position – neither bikes' comfort or control is compromised by being marginally more sporty
• handling – agility, ride quality and chassis balance; what quality budget suspension should feel like
Three things I don't…
• dim dash – brighter, please – or invert it
• shrinking tank – 120 miles isn't the worst, but bigger is better
• duff Dunlops – the CBR650R deserves better rubber
2019 Honda CBR650R and CB650R (in brackets)
| Capacity | 649cc |
| Bore x Stroke | 67.0 x 46.0mm |
| Engine layout | inline four |
| Engine details | 16v dohc, l/c |
| Power | 93.9bhp @ 12,000rpm |
| Torque | 47.2 lb.ft @ 8000rpm |
| Top speed | 150mph (est) |
| Average fuel consumption | 45mpg |
| Tank size | 15.4 litres |
| Max range to empty (est) | 150 miles |
| Rider aids | ABS, Honda traction control (HSTC) |
| Frame | steel twin spar |
| Front suspension | 41mm Showa SFF usd forks |
| Front suspension adjustment | none |
| Rear suspension | Showa monoshock |
| Rear suspension adjustment | preload only |
| Front brake | 2 x 310mm discs, four-pot caliper, ABS |
| Rear brake | 240mm disc, one-pot caliper, ABS |
| Front tyre | 120/70-17 |
| Rear tyre | 180/55-17 |
| Rake/Trail | 25.5°/101mm |
| Wheelbase | 1450mm |
| Seat height | 810mm |
| Kerb weight | 207kg (202kg) |
| Warranty | unlimited miles/2 years |
| Website | www.honda.co.uk |
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Source: https://www.bennetts.co.uk/bikesocial/reviews/bikes/honda/honda-cbr650r-and-cb650r-2019-review
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