Honda CBR 650 F test

Menus

The return of simple pleasures

Good news for dynamic riders, the sport touring segment seems to be expanding again. Some already hold the pavement for a long time such as the VFR 800 and others resist or make a return like the Suzuki SV 650 S and Kawasaki ER-6f. Returning to past icons (Kawasaki ZZR 600, Yamaha XJ 600 Diversion from 2002 and Honda CBR 600 F) the current production even graces us once again with versatile mid-displacement road machines. On the top of the range, Kawasaki Z 1000 SX and BMW R 1200 RS are the top names in the segment and Ducati is announcing new SS 939 this year….

The first Honda road sports car bearing the surname CBR 600 F was the 1987 model. Its four cylinders then delivered 85 hp and 6.1 da.Nm of torque for 206 kg in running order. The first versions adopted, over the years, a number of innovations, each time pushing the machine towards more sportiness. Thus, the 1991 model creates a break with an angular dress and includes the engine as a supporting element; then, the 1995 opus incorporates direct air intake, also developing its chassis attributes without increasing its weight. More and more radical, the evolution then made the choice of two machines in 2001 (like Yamaha and its XJ6 Diversion) with an additional FS model. The latter then evolves into R when the F disappears from the catalog two years later..

Honda CBR 650 F review

It was in 2011 that the CBR 600 F made its comeback on the basis of the Hornet 600 with fairings, half-handlebars and a price of 8,490 € (8,990 € ABS) well below that of the pistarde, 10,690 €. The boiler now outputs 120 hp at 13,500 rpm 6.6 mkg at 10,250 rpm. But a last change occurs in 2014. Winner in cubic capacity, the novelty is now based on the new CB 650 F roadster. Wiser and simpler than its predecessors, the CBR 650 F now fully plays the seduction and accessibility card..

To discover all its facets, I take the little GT-sport on a trip, from the Paris region to the depths of the canton of Valais Switzerland. A 2,000 km journey on all types of roads.

Discovery

Seductive…. this is the word that best characterizes the small sportivo-road of the winged brand. The CBR 650 F must have received a visit from one or two fairies during its aesthetic design. Dynamic curves, tapered sides, openings and general style combining angles and taut lines, the Honda has a particularly dynamic physique that sublimates here a two-tone livery. Our test model is indeed adorned with the Black-White version, enhanced with lime edging. A Black-Red color is also available, giving it an equally alluring look. Compact, gathered around its engine block, the machine largely releases the rear wheel. Attention to detail, the rims also sport different colors.

The midsize road sport is really attractive

With such plastic, we almost regret that the front optics are not more original. Narrow, the fork crown takes again the family style, but integrates sidelights with blue LEDs. A short bubble flies over and covers the whole. Enveloping, the sides are widely indented, like an alluring dress, revealing the mechanics. Higher up, two carbon-imitating bands surround the 17.3-liter tank. Hinged at the rear, it facilitates access to the top engine for maintenance. The steel tube rear buckle looks very slender, supporting a one-piece saddle. Uncluttered, the side trim of the stern features complex flats, increasing the hourglass figure. Its end incorporates a reinforcement forming discreet passenger grab handles and a LED light.

The front optic retains a fairly agreed style

A steel frame with double elliptical spars supports the 649cc inline-four, and cast aluminum side protrusions complete the high engine support. Double ACT, 16 valves and bore-stroke ratio of 67 mm x 46 mm bode well for a good ease in the turns, especially as vents in the walls of the crankcase, reduce the losses by pumping during the increase of the speed. Also, asymmetrical liners minimize contact with the bore and reduce friction. The block delivers 87 hp at 11,000 rpm and 6.3 da.Nm at 8,000 revolutions per minute. A 35 kW version for A2 license holders is also available. Injection, controlled by four dedicated throttle position sensors, ensures responsiveness and precision during acceleration.

The 4-cylinder delivers 87 horsepower

Elegant, the Honda boiler limits the use of hoses and its peripherals are judiciously integrated. The location of the oil filter (behind the engine) and the radiator (at the front left) maintains the aesthetics of the engine; finally, its 4-2-1 exhaust manifolds tilt to the right, allowing themselves to be admired by a side cutout. They then flow into an ultra-short, faceted and stylish silencer in the low position, including the catalyst, thus optimizing weight distribution..

The silencer is positioned under the motorcycle

Qualitative, the oscillating element in cast aluminum curves above the pot, mimicking a banana arm. Its movements are entrusted to a shock absorber adjustable in preload on 7 values. A conventional fork without adjustment of 41 mm manages the front axle. It is therefore bi $ in the cycle part which makes the difference with the old CBR 600 F. Based on the Hornet, the previous generation was arranged around a mono-backbone aluminum frame and benefited from configurable suspensions and inverted fork. …. Admittedly, the calibration of the elements of the new 650 is announced more firm, but the difference of equipment is tangible, at least in perceived quality. The geometry follows this evolution of contained sportiness, leaving (a little) more room for stability. All values ​​are up: column angle 25 ° 5 "(+ 0.5 °); 101mm (+ 2mm) trail and 1450mm (+ 13mm) wheelbase. A good point for a road, without undermining the agility too much.

Borrowed from the CB 650 F rostrum, the 6 split-spoke aluminum rims are particularly elegant and fit Dunlop Sportmax D222 wraps in 120 and 180. To stop the road CBR, two double piston calipers attack "petal" discs of 320 mm to l ‘before when the opposite single piston element tightens a 240 mm fret. Now standard, two-channel ABS watches over deceleration. Too bad, the traction control is not part of the security equipment.

The rear rim is perfectly highlighted

Enhancing and with an undeniable aesthetic sportiness, the CBR 650 F shows a very good finish. Surface of the metal elements, graphite-colored lower housings and integration of the elements comply with the house standard.

In the saddle

Compact, the CBR 650 F admits a very contained template. Its 810 mm seat height reinforces this feeling of ease and accessibility. Similarly, the tank narrows at its junction with the saddle and the smoothness of the whole suggests that we are overlapping a lower displacement. Positioned more on the machine than "in" the motorcycle, the general ergonomics befits the mixed claims of the machine. However, the space on board remains a little contained for the older ones. Comfort pads on the frame accommodate the knees and the leg flexion is not too marked. But the rear footrests clearly tilt the bust on the half-handlebars. The support on the wrists is sensitive, but conforms to the category. Only the brake lever is adjustable in spacing, but the clutch lever seems well positioned.

The general ergonomics befits the mixed claims of the machine

Under the eyes, the openwork triple clamp cuts a good figure, dominated by a somewhat automotive-style cockpit. Side uprights imitating carbon are pierced with two slots at their top, like aerators. They frame a counter unit made up of two digital windows, curiously separated by too large a space, occupied by the information control buttons. On the left, the screen incorporates bargraph type tachometer and tachometer. On the right, the clock and the fuel gauge alternate, by pressing the central buttons, with odometer, two partials, average consumption of trip A, instantaneous consumption and fuel consumed. Rather complete, we still regret a not very elegant presentation and the absence of a gear indicator engaged and a handlebar control controlling the screens. The set is of good quality, necessarily composing with the style of the roadster…

The double speedometer of the Honda CBR 650 F

In the city

Sportingly, but muted, the sound of the exhaust is very discreet. A good thing for everyday riding without fatigue. The general behavior is just as pleasant. The CBR 650 F is becoming docile at all times, almost servile. Supple, its four-cylinder allows the use of the last gear at 50 km / h, without hiccups. Moreover, the precision of the injection does not generate any jolts on the go-around.

This smooth operation is found in that of the gearbox or the clutch, favoring changes in traffic. Remarkable, the distribution of the masses gives the benefit of a very lively machine, with the smallest dimensions. The balance of the cycle part is felt from the first meters, the 211 kg ready to roll of the little Honda moving to the gaze. The only stumbling block is its rather large turning radius that does not make it the queen of the U-turn. Finally, devoid of vibration, the mirrors return a clear image…. mostly from your elbows. It is important to see them, but the field could be wider, in order to provide more information on the back.

The CBR presents itself as a real everyday motorcycle

Easy and safe with its ABS, the CBR 650 F already invites you to dig into its alert mechanics, making the machine jump on intermediate gears. With its trailblazer CX, the GT is also a sports car that isn’t reluctant to pick up speed when the tracks widen..

Motorway and expressways

Cruising at good speed is a formality that the Honda pocket roadster can easily overcome..

At the legal motorway, the air gap breaks on the visor, but does not generate any eddies or parasitic noise. GT yes, but also sport…. If you wanted a windshield you had to take a Goldwing. In addition, from 120 km / h, the speed significantly relieves the wrists, reducing the support of the bust on the front. If the upper bust is subjected to the air flow, the fairings protect the rest of the body well, especially the legs. Sparing a correct comfort, the CBR 650 F therefore folds without too much difficulty with the long fast travel. After 400 km of highway in one go, we would even have appreciated a cruise control.

Protection and comfort allow it to tackle the motorway without a hitch

Vibrations appear briefly at 5,000 revolutions, but vanish 1,200 revolutions higher, ie 130km / h. At this rate, the raises in sixth still lack consistency. 1,000 additional graduations provide much better velocity. Not very readable, the tachometer information can be appreciated "by guesswork", penalized by too small graduations and a display that could be improved..

Attacking the top of the tachometer with gusto, the mechanics change tone halfway through, going from a low tremolo to the whistle of a turbine as it approaches the red zone. Lying on the tank, hidden behind the thin aerodynamic shield, I regret the lack of recoil of the seat. Three more centimeters would have given my meter eighty a little more ease under the pressure of 230 km / h. However, apart from the shoulders and the helmet, the rest of the body is adequately protected. The exit then arrives quickly to discover other facets of our compact traveler.

Departmental

A strident symphony, the mechanics can be fully savored in the last third of the tachometer. The third is thus held from 90 to 140 km / h on the best engine range. Without being hollow below, the block works wonders beyond 7,000 revolutions / minute, giving a second face to the GT-sport. The torque curve at its maximum then serves that of the power, quickly letting the latter soar with energy. Taking the bit in their teeth, the 87 cannons suddenly seem quite nervous, propelling the machine into a furious metallic whinny. This invigorating herd easily powers a loaded crew for five days on the mountain roads. In the pins, the first is however de rigueur to stand out with vigor. And despite precise injection, keeping a trickle of gas is not easy. This only applies when driving sporty. In travel mode, the deceptive softness of the mechanics works wonders.

Intuitive, precise, responsive, the cycle part is surprisingly easy

Even more than its engine, it is the ease of the cycle part that we appreciate. Intuitive, precise, responsive, the CBR 650 F quickly follows the curves, going from one side to the other without downtime. Perfectible, its suspensions however serve it honestly. Only repeated braking, especially downhill, plunges the fork that we would like to be braked more at the start of the race. Nothing alarming, especially since comfort is thus preserved on roads with uncertain surface. Drier on significant compressions, the shock absorber provides a good connection to the ground in most of the driving phases.

On the other hand, the GT-sport deserves better compounds than the Dunlop D222 equipping it by default. Already criticized on the Yamaha Tracer 900, these rigid casings transmit little information and take their time to heat up. Cold or humidity do not encourage taking an angle. In the rain, we will remain cautious, these tires not being stingy with evasions, especially when cornering when re-accelerating. And the little Honda doesn’t have traction control. In dry weather and once hot, however, they provide a correct grip. And their relatively round profile ensures them a progressive angle. But they also require a little commitment from the pilot not to oversteer.

Braking lacks a bit of bite

Led with flexibility, the Honda winds the road with good manners, always ready to carve the curve if one requests its boiler. What we will do to pass sharply on the road. Entering one or even two reports is not an option.

On the strongest decelerations, the front calipers lack bite and we would sometimes appreciate a little more power in sporty driving. The rear element provides a welcome help, especially in bends where the grip of the lever significantly straightens the frame. Hardly noticeable when activated, ABS works wisely. Finally, the lighting provides a fairly wide and dense beam, even on bends..

Cycle part

Lively and precise, its geometry gives it dynamic momentum, which a more relevant tire fitting should further optimize. The CBR 650 F will give you back. Ballerina easy to take, her low center of gravity made her dance on the asphalt. Loaded and in particular with a heavy tank bag, the machine is logically less obvious, making it possible to gauge the relevance of its design.

Its entry-level suspensions provide correct damping. The most demanding can opt for more progressive fork springs or even a more qualitative shock absorber..

The suspensions ensure correct damping

Braking

The decelerations could, on the strongest braking, offer a more consistent feeling. But the front clamps allow good control at the lever. The rear caliper usefully assists the opposing retarders. Finally, the ABS goes into action quickly enough, but rather neutral and wisely, without straining a sporty ride..

The feeling can be improved on heavy braking

Comfort / Duo

Typical, the position however confers a natural ease, but the rider can suffer from a saddle a bit just in comfort for the most sensitive of the seat. This firm seat and is hardly conducive to the duo as the passenger part is reduced. Moderately accessible, the grab handles do not offer premium comfort either..

Solo saddlebags and tank bags are the most recommended. The metal tank also makes it easy to place magnetic luggage. Adaptable riders can also be attached, but should further reduce the balance of the machine.

The saddle still remains quite firm

Consumption

Another advantage of the CBR 650 F is its controlled thirst. With 5.3 liters per 100 km on a mixed trip at a good pace, excluding major urban developments, the Honda can calmly consider more than 300 km of autonomy. Consumption approaches 6 liters in town, rises to more than 6.5 liters in sport driving, but can also easily drop to less than 5 units ….

Conclusion

Attractive, fun and efficient, the Honda CBR 650 F is also versatile, as docile in the city as it is pleasant and invigorating when traveling. Even the hundreds of kilometers of expressways are not too much of a positive result. Particularly rewarding, it succeeds with accuracy in its positioning between two worlds, road and sport, for those who accept the constraints. Rather devoted to single getaways due to its size and carrying capacity, it will appeal to bikers looking for a dynamic and economical machine, with a rather successful finish and aesthetic. Its ease hides a more whimsical temperament which may surprise a beginner, but will appeal to the more experienced..

Honda CBR 650 F

Surprisingly, Honda has two prices: turnkey at € 8,699 and a recommended promotional price of € 7,999. The first one seems high, because it is comparable to that of the 2011 version, based on the Hornet with more rewarding suspension elements…. The second is more engaging, but places the Honda 1,000 euros more expensive than a Kawasaki ER-6f ABS at 6,999 €. And the latter does not lack arguments to seduce the same target. The Yamaha XJ6 Diversion F ABS, € 7,699 is another opponent, but overall less qualitative and efficient.

To these opponents, the Honda CBR 650 F opposes its lively chassis and superior mechanical vigor. An elegant and efficient machine to rediscover a segment offering a certain level of comfort while also maintaining real sporting potential..

Strong points

  • Engine character and availability
  • Agility of the cycle part
  • Sound in the towers
  • Attractive two-tone colors
  • Comfort / sport ratio
  • Finishing

Weak points

  • Not very elegant instrument cluster,
  • Readability of the tachometer
  • Lack of gear indicator lights
  • No center stand
  • Tire fitting by default

The technical sheet of the Honda CBR 650 F

Colors

  • Black White
  • Black red
  • Black
  • White

Accessories

  • High screen
  • 35 liter top case
  • Saddle luggage
  • Rear luggage rack
  • Carbon look rear fender
  • Carbon look seat cowl
  • Carbon look front fender
  • Engine crankcase guards
  • Heated grips
  • Rear workshop stand
  • Alarm system

Related articles

  • Honda Africa Twin CRF1000L test

    Honda CRF1000L Africa Twin ABS and DCT version Legends never die. Like the phoenix, the Africa Twin is reborn from the sand of its past exploits in a…

  • Honda Crossrunner VFR800X test

    From the road to the city by motor synthesis. The power of dreams, the credo of the Honda firm, inspires him for 2011, an atypical machine: the…

  • Honda CBR 600 RR test

    The small large gas turbine The brand’s historic sports car, the CBR 600 RR is a sure bet for efficiency and performance. Rather than the ultimate quest…

  • Honda CTX 1300 test

    GT-Cruiser of the 3rd type The winged builder keeps up his ideas and keeps revisiting the contemporary bagger style. After the F6B and very soon F6C,…

  • 2012 Honda VFR 1200 F test

    Road bike 173 horses Presented in early 2010 as the synthesis of Honda know-how, both mechanically, qualitatively and technologically, the VFR 1200 did…

  • Kawasaki Z1000SX test

    TGV first class Five years ago, Kawasaki presented its first Z1000SX, a road version of its Z 1000 reference roadster. A versatile machine, which has…

  • BMW F 800 GT motorcycle test

    GT-sport pocket Inaugurated in 2006, the F series includes models powered by an original Rotax 800 cc twin-cylinder block. Originally, it had two road…

  • Suzuki GSX-S 1000 test

    Authentic avant-garde 4 cylinders of 999 cm3, 152 hp, 106 Nm, 214 kg full made, 19 liter tank 45 years old ! The GSX saga began in 1976 with the GS 750,…

  • Triumph Tiger Sport 1050 test

    A wilder tiger Tiger! In 20 years, the Triumph trail has changed dramatically. From the imposing Tiger 900 trail, which appeared in 1993 at the Cologne…

  • BMW K 1300 R motorcycle test

    Seductive bestial of 173 horses … in full version The aggressiveness was hardly, far from it, the prerogative of the German manufacturer … before…

Leave a Reply

Your email address will not be published. Required fields are marked *