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Honda CBR 650 F in the top test

Light and easy

Even just below the 100 hp mark, there are delightful opportunities to take motorcycling from its light and relaxed side without having to forego driving dynamics and fun. The Honda CBR 650 F is one of them.

E.inst they were a thriving species, the golden mean par excellence: 600s. Easy to turn, sufficient power, agile, light. There was a razor-sharp super sports file in them, as was the good friend for everyday life.

Honda CBR 650 F in the top test

Light and easy

CBR 650 F still has a lively four-cylinder in this segment on offer, which is now dominated by more cost-effective twins. While the CBR got an update for engine performance, optics and brakes for this year, the competitors of yore – Suzuki GSX 650 F, Yamaha XJ6 – have been carried away by the zeitgeist. Thus, the Honda is actually the last remaining everyday as well as sporty option for friends of small, lively lighters that still have their charm.

The quadruplet hums spontaneously when the starter is pressed. When the clutch is engaged, the electronics increase the idling speed a little when starting to make it easier to roll away. The Honda hums relaxed through the city, and before you know it, you’ve clicked your way through to fifth gear. The Honda purrs obediently and without chopping on the chain and also accepts gas commands without any problems. The sixth can already follow directly behind the place-name sign and the cock can be cocked. The true running at the lowest speeds is exemplary. Good conditions for a relaxed country tour. Even if you can’t count on a brute draft. But this is also due to the very long translated last gear. A look at the gear diagram shows a big jump between fifth and sixth.

So for quick overtaking maneuvers you need to downshift once or twice. If you move in the slightly shorter gears for 2017, two to five, the four-cylinder looks awake. From 4000 rpm it offers considerable acceleration. And from 6000 rpm it turns easily and easily without a ruckus to just below the 12000 mark. At the same time, however, in the upper half of the rev range, it loses its smooth running smoothness and, for a four-cylinder, reveals surprisingly clear and high-frequency vibrations which, depending on the revs, also stimulate the fairing to vibrate. The propagated four more horsepower that the 650 is supposed to provide thanks to the shorter inlet port, modified airbox and silencer, were not found on the test bench. With 84 hp it remained well below the rated output of 90 hp.

Nevertheless: the CBR can purr comfortably across the country as well as cheer lively in the highest tones. And that’s exactly what makes these small lathes so attractive. The pilot receives support in sorting the gears from the smooth-running clutch that works with a diffuse pressure point and a typical, light and precise Honda transmission.

Moving civilly, the Honda is content with a modest 3.7 liters per 100 kilometers, which gives it an incredible range of 468 kilometers. As long as you have the necessary patience when refueling to let the last liter gurgling into the fuel barrel. And even at a constant 130 km / h on the motorway, the CBR has its drinking habits under control with 4.4 liters. There it reveals not only perfect straight-line stability at top speed but also considerable wind protection. But their preferred area is the country road.

Which is not least due to the foolproof chassis. Relaxed bedded, the handlebars comfortable and not placed in the depths of the fairing, even the most angular passages can be enjoyed stress-free.

The CBR is child’s play when turning from the central position, and only requires a steadier hand to guide you from the central lean angle. Not serious, but noticeable. Just like the slight inclination when holding the brake. Which may have its reasons in the Dunlop D 222, which is no longer completely fresh. But apart from that, the Honda chassis is pious. Parries road warpage, even left on an incline. The non-adjustable Showa fork has a somewhat strange set-up – with the rider at a standstill, almost 50 percent of the suspension travel is used up, and when braking it quickly plunges into the progressive range. But the fork, which is equipped with a dual-bending damper piston, responds differently to the uncovered CB 650 F (MOTORRAD 16/2017) on bumps. While the spring strut on edges is more of a robust type, but otherwise ensures calm on deck. Raising the spring preload at the rear – by the way, the only adjustment option on the chassis – to level four has proven to be a good compromise.

Thus, a brisk pace is also possible with the Honda. There is plenty of lean angle for sporty insoles. The pegs scratch the asphalt late. It is only when the driver shows serious sporting ambitions that he misses more damping reserves and wants a little more steering precision for jagged turning. Basically, the brakes are up to happily whipping corners at any time. They don’t startle with a sudden bite. Rather, if the effect increases linearly with increasing lever pressure, it is therefore easy to dose. So far, a solid idea of ​​the floating saddle system in the front wheel. The relatively defensive set-up of the ABS, which cannot be switched off, ensures that the CBR remains bomb-stable on course during emergency braking, but limits the deceleration to an average of 8.4 m / s². An attempt to brake with the ABS deactivated by pulling the fuse caused the CBR to come to a stop much earlier, but it also wedged the rear wheel violently. After all, the chassis can take a passenger without complaint.

The pilot not only finds a spacious place, but also a moderately sporty seating position with a knee angle that is not too acute. At the rear, the Honda also has fastening points for straps, as well as on the pillion rests to lash luggage. However, the CBR cannot offer a storage compartment under the bench for a rain suit, first aid kit or small items. A tight turning circle and decent LED light for what underlines their qualities in everyday life. Because the CBR masters this just as easily as the brisk after-work lap. In the best tradition of the 600s.

MOTORCYCLE conclusion

If shifting and playing with the speed, active handling of your machine is a pleasure and not a burden, the CBR 650 F is a lively lighter and the last of its kind. It can be sporty and relaxed, is frugal and comfortable enough for long tours. The classic virtues of Japanese four-cylinder. It should only be a bit stronger when braking.

The competition

BMW F 800 GT
90 hp, weight 221 kg, 0-100 km / h 3.9 sec, Vmax 224 km / h, consumption 3.9 liters, ABS, 11,190 euros *

Arturo Rivas, Ducati, Kawasaki

The competition: BMW F 800 GT (top left), Ducati SuperSport (top right), Kawasaki Ninja 650 (bottom).

Ducati SuperSport
110 hp, weight 217 kg, 0-100 km / h 3.3 seconds, Vmax 240 km / h, consumption 4.5 liters, ABS, 14.895 euros *

Kawasaki Ninja 650
68 hp, weight 195 kg, 0-100 km / h 4.5 seconds, Vmax 193 km / h, consumption 3.5 liters, ABS, 7867 euros *

* Incl. Additional costs

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