All Tests – Honda CB650F Test: the CB is rebelling! – A brand new 4-cylinder. Yes Yes !

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Honda CB650F test: the CB rebels !

All Tests - Honda CB650F Test: the CB is rebelling! - A brand new 4-cylinder. Yes Yes !

Positioned between the wise CB500F and the spicy CB600F Hornet – which leaves the 2014 catalog – the new Honda CB650F brings a new touch of freshness to the roadster range of the winged crest. MNC tested this sexy and versatile motorcycle: test drive.

A brand new 4-cylinder. Yes Yes !

According to Honda, the CB650F is powered by "a completely new engine"649 cc. Observing it closely, however, it is difficult not to find similarities with that of the Hornet, both in terms of the appearance of the housings and the exhaust system or even some of its dimensions … Admittedly, the stroke differs (46 mm against 42.5 mm on the Hornet), hence the displacement difference in favor of the CB650F (599cc against 649cc), but the bore is strictly identical (67 mm ).

Asked by MNC about these similarities, the winged coat of arms sweeps away our "suspicions" with the back of the hand: "this is a completely new engine block, no part is common with that of the Hornet", assures us Bruno Skotnicki, press manager of the French subsidiary.

Thanks to a few extra millimeters of stroke, this new engine goes from 599 cc to 649 cc. This increase in displacement – allied to new surface treatments, a completely revised injection, a redesigned intake and a specific distribution diagram – would boost torque at low and mid-range, especially on "second and third gear", specify the engine manufacturers.

And indeed, this "new engine" is more voluntary and more flexible under 5000 rpm than that of the Hornet, whose 4-cylinder is already among the least hollow of production in this range of displacement. It is enough to go back on a vintage 1998 or on a Bandit 600 to measure to what extent the "small" 4-legs have progressed in this field. !

On a daily basis, this additional roundness is appreciated in practically all situations, from urban strolls to Sunday walks at a peaceful pace. With the added bonus of this typical 4-cylinder boost in the last third of the tachometer, which happily makes the horses gallop along a winding route !

Alert and easygoing, the engine of the small Honda roadster readily bends to a somewhat manly use. Present but nevertheless placid under 7000 rpm, the 4-cylinder then reveals another face up to nearly 12,000 rpm.

With its 87 hp, it voluntarily pulls in the towers but climbs in a fairly linear way. In arsouille mode, so do not hesitate to whip it. And that’s good: he loves it !

On very winding small roads, MNC was delighted to titillate it by remaining on the third and fourth reports, except in a few stretches. The user manual is extremely simple and gives convincing results, even if all bikers – even beginners – will not necessarily appreciate to whip it constantly between two curves..

Completely new too, the cycle part is made up of a steel frame comprising two side members connected to a tubular rear loop. Exit therefore the beautiful aluminum frame of the Hornet, just like its inverted fork which gives way here to a basic non-adjustable telescopic element. At the rear, a mono-shock absorber mounted without connecting rods ensures the damping functions.

The set is very well balanced and efficient, as do the 320mm petal brake discs up front and the single 240mm disc at the rear. However, do not ask the CB650F what it cannot give…

As long as the speeds remain within a "legal range" and the road surface does not deteriorate, all is well: the bike is homogeneous, healthy and very predictable. By accelerating the pace, it quickly becomes necessary to lean on the handlebars in order to obtain better control of the steering gear, especially at high speed where stability is compromised..

If bumps are added to the equation, the fork and shock absorber quickly reach their limits: the bike begins to break apart gently, but without being vicious. The pilot is simply warned that the pace is a little too high, via a loss of stability and some poorly controlled suspension movements..

By forcing the pace, the front axle loses precision while the rear can start to pump, especially if a big compression occurs. However, let’s relativize: this is a relatively "extreme" use in which most of the intended buyers will probably not find themselves. The fact remains that here again, some rivals manage to reconcile accessibility and – relative – sportiness…

Verdict: a little expensive but well born !

Potentially perceived as a "sub-Hornet", the CB650F is actually a nice evolution of the late CBF600. More intense, sexier but still as versatile, there is no reason that she does not have a good career since she improves every aspect criticized on her effective – but erased – grandmother.

Honda plans to sell "2,000 units per year"in France. This objective seems realistic and achievable, despite a slightly high introductory price of 6,599 euros (+300 euros for ABS). Compared to what the competition offers today and with regard to its after all basic equipment, the CB650F indeed seems a bit expensive.

For the record, the latest evolution of the CB600F Hornet (more powerful and better stocked) benefited from an introductory price set at 6,490 euros on the French market when it was released. Seen in this light, an effort by Honda to get below the € 6,000 mark would have been well inspired….

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