Honda CBRF

Honda CBR650F India Review: Value Uncorked!

Honda CBR650F closeup(61)

We Indians love faired bikes. More so, when there’s an inline four motor beneath that plastic flourish. A four ‘banger has always been a biker boy’s wet dream – there simply cannot be a more melodious sound than the symphony emanating out of that quartet of exhaust pipes. For a rider the experience of riding one is no less than therapy, one which includes a shot of dopamine. A mild twist of the throttle is enough to shrug off the everyday anxiety that every individual carries in today’s fast paced urban life. The yearning for such set of wheels is exceedingly high. Unfortunately, the price of these machines puts them beyond the reach of a majority of the populace.

Honda CBR650F (6)

Enter the Honda CBR650F – a motorcycle that was slated to be a game changer for the avid motorcycling enthusiast in our part of the world hived with anemic commuter motorcycles. Unveiled at the Auto Expo 2014 the CBR650F was awaited by enthusiasts from around the country with bated breath, expecting Honda to offer the new CBR650F within their budget. But the officially declared prices shattered hearts and dreams of aficionados who expected the CBR650F to be their middle step towards genuine performance biking. While the pricing of the new Honda has met with some criticism, one couldn’t comment about what the bike really is worth until he has ridden it. We decided to take the CBR650F out for a day long ride to decide if it’s worth all of those 8 lakhs.

Honda CBR650F highway (75)

I rolled out with a shining CBR650F from Wing World, Mumbai which is the official booking dealership for the Honda CBR650F and all  the other Honda Superbikes. Without any further delay, the 650F was duly taken to the highway and later goaded towards the scenic and smooth roads leading to Igatpuri. The selected route offered a decent distance and twisties to understand the dynamics of the motorcycle, also the approach towards the highway was a good test for the motorcycle’s ability to tackle the city’s vehicular chaos in case one decides to use it as an everyday tool. So here it is, every bit of detail I could see, hear and experience from the new middleweight.

Images : Parimal Deshpande

STYLING, FEATURES & BUILD QUALITY

Styling

Honda CBR650F (65)

The new Honda CBR650F has been on the receiving end with people lamenting the design on grounds of similarity with the CBR250R, but I’d disagree. The bike needs to be looked at in the flesh to shatter all the predetermined notions on the styling part. The layered design blends modern styling with practicality – looking butch as well as compact at the same time. A crouched mass-forward front adds aggression with cuts and creases blending in perfect harmony across the bodywork giving the CBR650F a very clean flowing design right from nose to tail. The headlamp is flanked by a set of LED pilot lights housed under ribbed lens covers mimicking daylight running LED strips. The number plate is mounted on the same clamp holding the mirrors thereby eliminating the need to sticker registration numbers on the front fenders as in the case of most superbikes.

Honda CBR650F right view (2)

The matt finished black panels neatly connect the side cowls to the curved fuel tank with the belly pan diagonally cutting across but without disrupting the lines flowing right till the under-slung exhaust unit. A large enough gap has been kept to flaunt the four pipes sweeping from the cylinders and merging into a large collector. The gorgeous looking swingarm has been arched on the right side to match the curvature of the exhaust but remains flat on the left. The integrated grab recesses merge with the tail piece and the LED tail lights giving an impression of one singular unit. In fact to examine the design thoughts on the 650F, I suggest you even have a look at the saree guard. Though it would have been an afterthought considering Indian regulations- the slope of the saree guard is made to match the angle of the rear fender. Wasn’t necessary, but still a tidy thought.

Honda CBR650F left side view (58)

Overall the Honda CBR650F is a well contemplated design offering modern enticing looks without being too angular and should please eyeballs of major buyers looking to own one.

Honda CBR650F features

• The white backlit all-digital dashboard might not be the most modern looking but offers twin large screens which are easy to read under bright sunlight. The left side of the console indicates the speed and the revs whereas on the right you have the fuel gauge, clock, odometer, twin trip meters, mileage calculator and warning lights.

Honda CBR650F dashboard(10)

• Switch gear reeks of quality. Extremely tactile to operate except for the reversed indicator and horn switches that needs time to get used to.

Honda CBR650F switchgear (47)

Honda CBR650F switchgear (12)

• The CBR650F features the Honda Ignition Security System (H.I.S.S)- an electronic anti-theft engine immobilizer system.

Honda CBR650F HISS (15)

• Handlebar grips offer medium compound rubber that’s not too hard neither overly soft to operate.

Honda CBR650F grips(16)

• The triangular headlamp with 55W x 1 (low) & 55W x 1 (high) halogen offers average illumination (a rare grouse I found on the 650F)

Honda CBR650F headlight (64)

• A non-adjustable screen keeps the rider protected from headwinds till 130-135 kph. At higher speeds one starts feeling the need for an adjustable or touring screen.

Honda CBR650F windscreen (48)

• A 17.3 litre fuel tank is good enough to offer a range of over 300 kms.

Honda CBR650F fuel tank(68)

• Mirrors offer great trailing visibility

Honda CBR650F mirror (18)

• 6 step adjustable front brake levers and a clutch that’s light to operate compared to the regular superbikes.

Honda CBR650F brake lever(17)

• A textured unified rider-passenger seat offers excellent comfort for the rider. The pillion seat though is only good for short distances. The co-rider keeps sliding back and forth under heavy acceleration and braking.

Honda CBR650F seat (53)

• Integrated grab recesses offer decent hold for the co-passenger at moderate speeds.

Honda CBR650F underseat space (51)

• Luggage hooking points on either sides to hold your bungee-d baggage while touring.

Honda CBR650F rear panel (43)

• The twin spar steel frame is actually an oval pressed tubular unit which Honda claims to be stiff around the headstock while offering flex at the spars for all round everyday riding.

Honda CBR650F right view (3)

• 9 point LED offers adequate visibility for trailing traffic under normal and rainy conditions.

Honda CBR650F indicators and tail light(55)

• Rubber pads on the chassis work as a traction kit offering hold to the rider during spirited riding and under heavy braking. Also acts as a heat shield to the rider’s legs preventing direct contact onto the chassis.

Honda CBR650F engine (27)

• ABS enabled Dual 320mm front petal discs with two piston calipers and rear 240mm petal disc with single-piston caliper offer remarkable braking ability to the motorcycle. One of the best braking systems I have come across during tests.

Honda CBR650F front brake(20)

Honda CBR650F rear brake (38)

• Non adjustable 41 mm telescopic fork with 4.3 inches travel along with a 7 step spring preload adjustable conventional monoshock have been softly calibrated offering great comfort for solo and two up riding.

Honda CBR650F front suspension(21)

Honda CBR650F rear monoshock(44)

• An under slung exhaust adds to the overall styling of the CBR650F and offers a sweet sounding note below 6000 rpm that transforms into a turbine wail once the revs start approaching the 7000 rpm mark.

Honda CBR650F exhaust(28)

• The gorgeous looking boomerang swingarm forms one of the highlights of the design package that arcs over the exhaust on the right side.

Honda CBR650F swingarm (37)

Honda CBR650F swingarm (33)

• The 12 spoke cast aluminum wheels come shod with Dunlop Sportmax D222 tyres (120/70-ZR17 front, 180/55-ZR17 rear) that offer adequate grip, but the rear feels weaving out of line a bit when pushed hard into corners.

Honda CBR650F tyres (42)

Honda CBR650F Dunlop tyres(41)

Build Quality

This is where the Honda CBR650F excels. Finishing and build quality is top notch as expected on a premium Japanese motorcycle. There isn’t a spot where to put a complaining finger on. Heck, even the saree guard is so well finished. The CBR650F would succeed in impressing the onlooker at the first sight, and its owners in the long term with its overall high quality construction.

Honda CBR650F engine (25)

PERFORMANCE

Engine and Gearbox

Honda CBR650F engine and gearbox (36)

The Honda CBR650F features a new, built from the ground-up, liquid cooled inline four engine displacing 649cc, pushing out max power of 85.3 bhp @ 11000 rpm and peak torque rated at 62.9 Nm @ 8000 rpm. Fueling is done by Honda’s patented PGM-FI with tapered intake air funnels and a large panel type filter element that provides abundant air induction. The DOHC 16V engine has been aimed at compactness and Honda has successfully managed to constrict the overall dimensions of the motor and the ancillary units. The thermostat has been mounted at the front of the engine shortening the coolant path with the oil filter moved to the rear.

Honda CBR650F exhaust pipes(23)

Those four eye-candy exhausts pipes have been curve-routed tucked close to the engine all the way to the two chamber collector box squeezing the pipes into a 4-2-1 outlet. On the interior thin-wall sleeves for the cylinder and transmission shafts stacked in a vertical plane manage to cut down on engine length. Cycle parts have been treated with various coatings to reduce friction without compromising on performance. All of the engine work is transmitted to the rear wheel via a six speed transmission.

While Honda has a long list of enhancements they have shoved into the new engine for performance, I’d rather focus on the experiential aspect to enhance your reading experience. The engine fires up with a short dab on the starter emanating that trademark i4 idling note. A slight twist of the throttle exposes you to the buttery smoothness of the motor – and that exhaust note is one of the sweetest sounding units one would ever hear.

Honda CBR650F riding comfort

The slot-in into the first gear happens with a slight clunk and as the revs climb through the gearbox, it is easy to realize as to how strong the midrange is. The engine feels buzzy but certainly not vibey with all that buzz trimming down once the revs climb where the motor produces the maximum punch.

It does feel docile below 3000 rpm, but doesn’t need frequent clutching to keep it going at lower revs. Even with a heavy pillion on board, it would trundle along at 35 kph in top gear and would thereon pull to its max scream without the need to downshift. A heavy surge of torque hits the rider once the needle crosses the 5000 rpm mark to the extent that it gets difficult to know which gear its being ridden in.

Honda CBR650F cornering (3)

On one hand this seems a compliment for the 650F, on the other it becomes a point of irritation as there is constant dabbing on the shifter to check the gear position. A longer stint with the bike would certainly get the rider acquainted with the torquey character of the engine, but I felt the CBR650F should have featured a gear indicator on the dash. The eagerness of the engine doesn’t seem to recede even past the max torque rev mark- it will keep pulling until the rev-limiter cuts off fuel supply at the 12000 rpm limit.

The aforesaid buzziness amplifies upwards of 8000 rpm though not to alarming levels (the exhaust howl makes up for it though) – but if one has to compare it with the supersports category, the feel on the 650F is marginally higher. The bike’s top speed in top gear is mentioned below.

  • 1st gear : 100 kph
  • 2nd gear : 139 kph
  • 3rd gear : 178 kph
  • 4th gear : 206 kph
  • 5th gear : 214 kph (with scope for higher speed)
  • 6th gear : 216 kph (With ample scope for higher speed).

Note: The above data has been sourced from riders who tested the motorcycle in a controlled environment. Motoroids doesn’t endorse speeding on public roads

Honda CBR650F handling

But there’s a downside to the mindboggling mid range torque of the CBR650F and that’s engine braking. Going off the throttle produces enough engine retardation that’s nearly close to downshifting one gear. While this doesn’t affect the rider, it becomes bothersome for the pillion not only because it produces a slight jerk but it does seem baffling as to why the sudden and unnecessary downshift. Nonetheless it shouldn’t add to any deal breaking conclusions – the engine makes for a perfect recipe for everyday riding and be game in the urge to simply blast down the highway. Engine heat is channeled away well from the rider while on the move and doesn’t roast the shins and calves as in case of most inline fours at crawling speeds. Overall the predictable power delivery and the non-snappy rider friendly character of the engine nullify the minor negatives and should keep the rider happy under all riding conditions.

The six speed gearbox is slick and clean enough to make the shifts go un-noticed. Slotting in first gear does produce a slight clunk- but that’s always the case with bigger bikes. Going clutchless on the shifting too wasn’t a bother. The gear ratios seem closely stacked with the first and second gear closely placed with the third being placed wide but in proximity with the fourth and fifth and finally the sixth gear slightly taller to aid effortless cruising speeds. The data about speed vs revs in top gear is denoted provided below

  • 80 kph : 3800 rpm
  • 100 kph : 4700 rpm
  • 120 kph : 5600 rpm
  • 140 kph : 6400 rpm
  • 150 kph : 6900 rpm
  • 180 kph : 8000 rpm

Note: The above data has been sourced from riders who tested the motorcycle in a controlled environment. Motoroids doesn’t endorse speeding on public roads

Overall the engine and gearbox can be termed as typical Honda operators except for the buzzy nature of the engine which I feel is just a matter of getting used to.

HANDLING, RIDE QUALITY & BRAKING

Honda CBR650F handling (2)

These three factors make for the USP of the Honda CBR650F. The forgiving nature of the 650F is such that a rider from a 150cc motorcycle could directly jump onto the Honda. The motorcycle feels outright effortless to ride despite packing in 215 kgs of kerb weight. The narrow mid section and the seat shape makes it one of the easiest motorcycles to hop onto. The 650F is extremely agile and flicks with amazing ease for a motorcycle of its size. Push it into the corners and it’s easy to read as to what the motorcycle is doing and one could be found increasing the lean angles corner after corner.

Honda CBR650F leaning

The suspension tuned for suppleness behaves well as long as the surface is well laid. Undulations manage to upset the motorcycle at both ends with the softly set suspension wallowing around but not to the extent to make the rider quiver with fear. The suspension is ably balanced for offering road comfort and at the same time enough confidence for sporty riding. The Dunlop Sportmax D222 tyres at both ends offer ample grip in both dry and wet conditions – although pushing the 650F hard into a corner and one can sense the rear wavering slightly off the line – but reclaims traction quickly.

Honda CBR650F riding position

The ride quality on the Honda CBR650F is remarkable. The seat offers great comfort for the rider with the raised clip ons bestowing the rider with great riding ergonomics for all kinds of riding conditions. The CBR650F has to be one of the very few premium motorcycles to come with an extremely comfortable rider seat in stock form. The pillion seat too is surprisingly comfortable albeit for short rides- addition of traction dots would have been helpful. The soft tuned suspension soaks up undulations with ease and the comfortable ergos gives the rider a “ride all day” feel. The collector unit eager to kiss speed breakers is a point of bother and needs to be taken care of. The screen offers enough wind stream deflection till 130 kph post which one starts feeling the need for a tall adjustable/ touring unit. But it does the job perfectly well in Indian conditions where 100-120 kph makes up for comfortable cruising speeds. If in a mood for a high speed burst, a minor tuck in works effectively without breaking your back.

Talking of brakes- the Honda CBR650F comes with a brilliant braking system. Mounted with ABS enabled twin 320mm petal discs at the front with two pot calipers and a single 240mm rear petal disc with a single-piston caliper imparts superior and extremely predictable braking ability to the 650F. Not only did it astound under usual braking scenarios also but slowing down in a scurry during the high speed runs and occasionally into corners. One of the best I have ever encountered on a premium motorcycle.

CONCLUSION

Honda CBR650F closeup (9)

Like many, I too had been personally reeling under the depression caused by Honda’s optimistic price declaration of the 650F. The Honda CBR650F was the next upgrade for me from my little CBR250R that has rolled past the six figure mark on the odometer. The pricing announcement was enough to look for similar options elsewhere and fulfil my dream of owning an inline four. But the test that lasted over 300 kms riding in various conditions has brought a happy realization. The Honda CBR650F is one of the extremely few- or do I say a couple of motorcycles available in the market today that needs to be looked beyond its price tag.

The price does seem unjustified looking at the competition, but only till you ride the motorcycle. Ask any Ninja 300 or a Daytona 675 owner if he has regretted buying the motorcycle. The 650F would most definitely evoke a similar sentiment amongst its buyers. The premium one might pay for the motorcycle is offset by top class build quality, comfort, ease of riding and the performance on offer. The Honda CBR650F is one multi-faceted multi-talented motorcycle that will do a lot more than you what actually pay for. The smiles it would bring to your face every time you take it for a spin would affirm that it wasn’t a bad decision you made into buying one. You’ll really have to swing a leg over this one, and uncork it to taste the value within. Go ahead, take a sip!

Price as tested : 7.61 lakh ex-shoroom Mumbai

HONDA CBR650F TECHNICAL SPECIFICATIONS

ENGINE
Engine Type 649cc Liquid-Cooled Inline Four-Cylinder
Bore And Stroke 67mm x 46mm
Induction PGM-FI Programmed Automatic Enrichment Circuit, with 32mm Throttle Bodies
Ignition Digital transistorized with electronic advance
Compression Ratio 11.4:1
Valve Train DOHC; four valves per cylinder
Max power/ rpm 85.3 bhp @ 11000 rpm
Max torque/ rpm 62.9 nm @ 8000 rpm
DRIVE TRAIN
Transmission Six-speed
Final Drive #525 O-ring chain
CHASSIS / SUSPENSION / BRAKES
Frame Steel, twin spar- oval pressed tube
Front Suspension 41mm Fork; 4.3 inches travel
Rear Suspension Single shock with spring-preload adjustability; 5.0 inches travel
Front Brake ABS equipped Two-piston calipers with dual 320mm discs
Rear Brake ABS equipped Single-caliper 240mm disc
Front Tire Dunlop Sportmax D222 120/70ZR-17 radial
Rear Tire Dunlop Sportmax D222 180/55ZR-17 radial
DIMENSIONS
Rake 25.3° (Caster Angle)
Trail 101.3mm (3.98 inches)
Wheelbase 57 inches
Seat Height 31.9 inches
Kerb Weight 215 kgs
Fuel Capacity 17.3 litre
OTHER
Top speed (as tested) 216 kph
Top speed (as tested) 216 kph
Mileage (as tested) 16 kpl (approx)
Colours available Pearl Metalloid White in tricolor scheme
Price INR 7,30,000 (Ex-showroom, Delhi)
INR 7,60,970 (Ex-showroom, Mumbai)

HONDA CBR650F IMAGE GALLERY

16 thoughts on “Honda CBR650F India Review: Value Uncorked!”

  1. Hi, please compare the 650f with the Z800, I know they are different from each other, but are priced very close, and your review/comments would help future buyers a better understanding and ease of deciding between the two. TIA

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