THE Honda CBR650R is a perfect foil to the new CB650R. It is amazing that the two share the same powerplant and that a minor change in ergonomics makes the two like chalk and cheese.
Where the CB is easygoing and friendly, the CBR wants to go fast, all the time. Could it be that Honda has tweaked the CBR650F (the outgoing model) to accommodate more sporting riders?
The most obvious tweak would be to the riding position. The handlebars are now situated south of the top triple clamp and is 1.2 inches further forward.
The footpegs are shifted slightly up and back (0.1 inch and 0.2 inch respectively). The riding position is far from extreme but shifts enough weight forward to make the CBR much sportier.
The CBR works harder, in town than the CB650R. However once the roads gets twisty, the CBR has the edge. The CB may be built on the sporty side but the CBR trumps it every time.
The CBR’s tyres are better for sports riding than the touring-type tyres on the CB. Its riding position makes better use of the new forks and shock.
The forks are Showa 41mm USD Separate Function Fork. Showa also supplies the rear shock, which has 10 levels of preload. Alas, that is the only adjustment available, but the standard damping levels are fine for most riders.
The dual 310mm floating front discs with radially-mounted Nissin calipers and a 240mm rear disc are the same as the CB.
It comes with Honda Selectable Torque Control (HSTC) and anti-lock braking system (ABS). The ABS is always on, but the HSTC can switched on via a button on the left switchgear.
It takes only a second to switch it off and switch wheelies and burnouts on. The new LCD instrument panel includes a gear indicator, fuel gauge and a programmable shift light and just mounted in the fairing with covers either side. Otherwise, it’s the same as the CB’s.
The new five spoke wheels, which are new to both models, are lighter than the old CBR650F’s wheels and contribute to the new CBR’s light feel.
The twin spar diamond steel frame has been tweaked to be stiffer at the headstock area and more flexible in the mid-section. It also reduces engine vibration.
Honda’s diet programme for the CBR results in it weighing 207kg. Coupled with the 805mm seat height, the CBR is manageable for all but the shortest riders.
The styling of the CBR650R mirrors the CBR1000RR.
Even the red hue and stripes make you do a double-take before noticing the motorcycle variants’s distinctive waterfall headers inside the fairing.
The fairing comes with what look like ram-air intakes under the headlights. The intakes feed cool air to the airbox and provide no ram-air effect but looks cool nonetheless.
The rear styling is short and stubby and pillion accomodations is sparse, although it suffices for short hops.
All lights and lamps on the CBR650 are LED, and the fit and finish of the CBR is typically high-quality Honda.
The 649cc 16-valve DOHC watercooled inline-four it shares with the CB650R acquires slight improvements over the outgoing CBR650F.
The redline is 12,500 rpm, a 1,000-rpm increase due to a higher compression ratio, redesigned pistons and revised cam profiles.
It now produces 94hp @ 12,000 rpm and 47ft/lb of torque @ 8,500 rpm. Power is smooth and the fuelling nigh-on perfect with no glitches in the throttle response.
More importantly for a powerplant that revs so high, it feels that it won’t burst and goads you on to twist the throttle more.
Engine braking is well controlled (read: minimal) and the slipper/assist clutch makes it easy to drop down the six-speed gearbox for tight corners without fear of the rear wheel overtaking the front.
The easy-to-handle power and good handling makes the new R a perfect starter sportsbike.
Unlike more focused middleweight sportsbikes, the CBR is livable day in and day out, and this broadens its appeal.
At RM45,499.00 without extras like insurance and road tax, the CBR650R is good enough to commute to work on and blast around on weekends.
Of course, the Grand Prix Red one is faster than the Matt Gunpowder Black Metallic one.