2019 Honda CB650R Review: Too Good to Be Hornet ?
With its stylish and efficient 2019 CB650R, in the tradition of the late Hornet, Honda is taking a roundabout approach in an attempt to reach the heights of the roadster category once again. Successful bet ? MNC test.
CB650R test Page 2: details and captioned photos
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| Neo Sports Cafe Inspiration. Close to the presented at the Paris motorcycle show at the end of 2018, this new CB650R is inspired by the "Neo Sports Cafe" look unveiled on the CB1000R then the CB125R and CB300R. The mix is successful with its round LED headlight, its bronze-colored housings and sleeves and its plastic scoops that imitate brushed metal.. |
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| Finish. Overall good except for the unsightly sheaths near the steering column, passable horn cable integration, and average welds. The stickers on the scoops are also of little quality in relation to the price.. |
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| Ergonomics. The riding position is radicalized via the new handlebars, advanced by 13 mm and lowered by 8 mm compared to the old CB650F. The footrests rise 6 mm and move back 3 mm, which induces a controlled bend of the legs. The saddle – firm – remains at the same reasonable height of 810 mm. |
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| Watts up ! The 649 cc 4-cylinder saw its intake ducts modified, its camshaft liftings changed and its compression ratio increased by "5%" (11.6 to 1). Also on the program, iridium spark plugs and "3mm" wider exhaust pipes. The extension goes from 12,000 to 13,000 rpm. Result: the CB650R outputs 94.6 hp against 91 hp for the old CB650F. |
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| And watts down ? The maximum torque value, on the other hand, is identical: 64 Nm, moreover obtained 500 rpm higher (at 8,500 rpm against 8,000 on the old CB650F). Compare with the 63.5 Nm of the "small" 4-legged 599 cc of fire the Hornet 600! In terms of torque, the CB650R is far from 800/900 cc, and it is felt below 6000 rpm… |
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| Frame. The geometric dimensions are identical to the CB650F: 25.5 ° caster angle, 101 mm drag and 1450 mm wheelbase. On the other hand, the steel frame is reworked for more rigidity and less weight (-1.9 kg). In total, the CB650R gains 6 kg (202 kg instead of 208). |
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| Rolling trains. A 41mm (non-adjustable) Showa SFF inverted fork is introduced, along with an adjustable preload shock. The whole is formidable efficiency! Also note the Nissin 4-piston radial brake caliper, which replaces the 2-piston of the old CB650F.. |
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| Electronic. The CB650R adopts non-adjustable traction control, but can be deactivated while driving via the dedicated "T" button on the left. The clutch, softer by “12%,” adopts an antidribble. It is gentle and progressive. |
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| Instrumentation. Its LCD screen is type inscriptions in white on a black background. It provides information on speed, two trips, gear engaged, fuel consumption, engine temperature, a clock, average speed and fuel gauge. Fairly complete but some characters are small, such as tachometer graduations and trips. |
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| Convenient. Non-adjustable clutch lever, place under the saddle limited to a disc lock, dashboard not controlled on the handlebars: practical aspects are counted. However, we appreciate the retention slots under the passenger seat and the angled valves. The warnings also flash during hard braking to warn the person behind: clever and efficient. |
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| It was better before ? To improve ergonomics and lower weight, Honda has discreetly removed two liters of tank capacity (15.6 l). Another planing that we would have done well: the rubbers on the footrests of the old CB650F, absent on the "R". Bad choice with regard to important vibrations… |
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| Caprice A2. From the top of its 94.6 hp, the CB650R is naturally compatible with the A2 license. It can be restricted to 47.5 hp via specific mapping and intake horns. In this configuration, its lack of punch up to mid-range is sorely felt: in 35 kW, a twin cylinder is more sensational.. |
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