Honda CBR650F 2014 first ride - Pure riding pleasure

A long time ago on a road not so far away

Motorcycles used to be such simple machines. The initial ones were, after all, little more than bicycles with an engine. As time passed, the frames became more specialized and the engines got bigger, developing more cylinders in varied configurations. Wheels got better, brakes changed and most importantly motorbikes got faster, but they were still essentially an engine and two wheels: it's a very pure way to travel and it's why we love them.

Motorcycles started to seriously change with the advent of electronics. Think about a ‟top-drawer” bike these days: it's got an engine management system with multiple mappings that suit the conditions. It's monitors the throttle positiona and oxygen in the exhaust and quite possibly the position of the planets to determine optimal fuelling to keep emissions in check. Traction control to stop you slipping, cruise control to stop you touching the gas, quick-shifters to stop you being slow when you shift and ABS to just plain stop you.

Add in comfort electronics such as iPod connectors, integrated GPS, multiple trip computers, heated grips, seats and nipple warmers (may not be on all current models) and todays motorcycles are almost riding themselves while distracting you just enough that you don't realize it.

Before I continue, I should declare that for the most part, I am completely OK with all of this technology. There's absolutely nothing wrong with a modern, safe motorcycle. One with more than enough power to get you into trouble and just enough smarts to get you out again. In truth, I love modern motorcycles. They're comfortable, dependable and I'm struggling to think of the last one I rode that I disliked. Although, sometimes, just sometimes, don't you yearn to turn all that stuff off? Strip the bike back to it's roots so that it's literally you, the engine and the road? It's a philosophy that's lead to renewed interest in the vintage bike: notice the number of CB350s on the road? Simplicity is where it's at. Which brings us neatly to the all-new Honda CBR-650F.

Why the CBR 650F makes sense

At first glance, it's hard to see how the 650F sits in Honda's lineup. Honda already produces a number of mid-sized bikes, but if you've been looking closely, as Honda have, there is a gap. The CB-500 series is designed to be compliant to European A2 licensing (i.e., lower power and designed for newer riders) and the NC series delivers more neutral riding (relaxed throttle, less revvy). All of which means, there is a gap between these machines and the almighty CBR600RR.

Historically, Honda filled the gap with the CB-600. The new 650F is effectively a replacement for that model but it's designed to be much more exciting. It's not a full on sports bike in the way that the RR is, but the all-new, inline four engine makes more of it's power lower in the rev range. On the track, you won't keep up with the super sports but on the average road, you'll keep them in sight at least.

Honda have priced the CBR-650F at US$8,499 (CDN$9,499) which is pretty reasonable. It should also be a big boon on the pocket book when it comes to insurance. It makes about 89hp - about 15hp less than the RR but double that of the CBR500R. At 460lbs (210kg), it's also roughly 40-50lbs (17-22kg) heavier than both bikes as well.

Based on the marketing materials, it definitely seems to fit in the rage: it's friendly enough you could jump straight onto it as your first (or second) "real" bike. Similarly, you might be moving down from a sportbike: It's more comfortable than the CBR-600RR and on the average road it has the specs that you'll need.

Walking around the CBR-650F

You tend to expect bikes at the sub $10,000 price point to be ‟bargain bin specials”. By that, I mean a hodge podge of last years bolt-ons bolted-on to a heavy steel frame and a five year old engine. Not so. The CBR-650F is literally a completely new motorcycle. The 650 engine has not been used before and everything is designed around it.

From a distance the CBR 650F really looks the part. The pointy fairing, with it's sharp lines, looks great and shows off the engine to very nice effect. It manages to convey a sense of speed and purpose without looking cheap.

As you might expect from Honda, the quality and details are everywhere: Look at the engine casings, for example. No rough edges and beautifully cast lines that imply what the engine is doing are typical Honda touches. Even under the sub-frame there's an in-fill panel that's nicely detailed with the CBR-650F logo. They won't be using that on any other models.

Of course, it's not without a few flaws: The fairing in-fill panels are very plastic and designed to look like carbon fiber but they aren't going to fool anyone. The single piece banana seat similarly looks out of place though it does have an almost retro feel to it.

The seat and faux-carbon you can get past, but the license plate hanger is humongous and spoils what is otherwise a very nice looking rear end. This isn't entirely Honda's fault however and their choices are somewhat limited by the legal requirements. It's a shame: it's clear that although there was a budget price in mind for this bike, Honda put in a lot of work to make it look good. They succeeded, too, for the most part, but I suspect there will be a brisk trade in tail tidies shortly after launch.

Specifications and hard parts

I've already touched upon the engine. To recap, it's a brand new inline-four designed specifically for this bike. The actual displacement is 649cc. It'll make about 89hp but has been designed to make it's power and torque lower down the rev range. In short, it's not designed to go flat out fast, but to deliver power when and where you need it most.

Despite the focus on simplicity, it's not that the CBR is completely devoid of technology. Laws and regulations being what they are mean you're getting fuel injection whether you like it or not. However, there's no multiple engine mappings, traction control or any of that stuff to get in between you and what you want the throttle to do.

You will however be getting ABS as standard in Canada, but it is a $500 option in the US. I can't understand why anyone would not opt for it either. Front brakes are twin-piston Nissin's on 320mm rotors, while the rear is a single 240mm disc.

Suspension as you might expect at this price is pretty basic. The front has no adjustment, while the rear is only adjustable for pre-load.

With a seat height of 31.9" (810mm) and wet weight of 461lbs (209kgs) it's not too daunting for shorter riders either. The weight is carried very low and there's a very good sense of stability about the entire package.

Honda CBR-650F first ride

There's few surprises as you settle onto the 650F. It's compact, as you expect a sports bike to be, but it's not cramped. Thank the high bars for that. The riding position is sporty but not overly aggressive, and it's reassuring that after ninety minutes hustling around on the new Honda there was no real hint of stiffness in arms, knees or neck or indeed the nether regions.

Firing up the ignition reveals a simple yet somehow complete dash: there's no frippery here. A tachometer, speedo and a few lights to tell you what the bike is doing and that's it. A clock is about the only nod to non-essentials you're getting here. The bars are similarly devoid of things you don't really need, and it's curious how empty they look next to other bikes with their myriad of buttons.

Thumb the starter and you're met with a fairly gentle sounding engine tone. Twist the throttle however and the revs build very quickly, providing a very pleasing inline four howl. The 650F sounds the part and while it's not as menacing as the RR, it's marvellous. It's like a pack of rabid dogs snarling, and I mean that in a sincerely positive way. In no way does the motor sound budget.

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Moving off, the experience matches the engine tone. At light throttle, you get a genteel, composed motorcycle. There's no grabbiness or surging as you move and I dare say most learners moving up from the 250/500 classes will not feel overwhelmed.

As you continue to twist the wrist and the tacho surges past about 6000rpm, things start to get interesting. There's a greater urgency to the bike, and as the howl of the exhaust rises so do the hairs on the back of your neck. It's not that there's a lot of power here - 89 hp isn't low but it's also not that great these days - it's just the way it comes.

Honda have tuned the 650 to provide more midrange and it shows. On most roads, you're rarely going to be on the throttle stop so moving the power lower down is closer to where you need it. It'll be there to drive you out of corners with gusto and pass other vehicles without requiring changing down.

The rest of the bike is similarly well chosen. The basic suspension had no complaints despite the aggressive riding asked of it, and neither did the brakes. The test ride was up near Calabogie, which can offer an excellent mix of twists and straights, smooth tarmac and potholes that really give you a feed for a bike. At no point did the CBR650F feel outside it's comfort zone, which was more than you could have been said for me.

It's one of those bikes for which the whole really is greater than the sum of it's parts. While the engine is the main selling point, it's complimented incredibly well by the components around it.

Is the CBR-650F right for you?

The CBR650-F doesn't require you to go fast - it will happily sit and dawdle along all day - but it does come alive when you push it. It's more than happy for you to hang off the side and drop it deep into corners and that's how a I spent quite a bit of time with the 650F, forgetting at one point I wasn't wearing knee pucks. Racier riders will likely find the pegs touching down (I know I did). If that's you, Honda have ensured there is a good amount of clearance and it's unlikely you'll find it too much of a problem.

The CBR650F isn't the scalpel that the CBR600RR is, but that's also the point. It's not meant to be. Most of us couldn't tell the difference between steering with 23 and 25 degrees of rake. Yes, the RR will turn more quickly and if you want the absolute peak of performance (or the cachet that goes with that), then Honda have something for you.

For the rest of you thinking about about a super-sport, especially if you are recently licensed, this will be the better machine. It's more confidence building. Buy this, ride the heck out of it for a couple of years and then upgrade if you need to.

If you're the kind that likes to tour, then I'd have no qualms about the riding position and all day comfort. Even after spending the entire day riding around, I was happy to come back to base and borrow it for another hour or so because I could.

Tourers will need to find some luggage for it. Luckily, the exhaust is slung very low and won't get in the way, and there are bungee points. Adding off the shelf luggage should be fairly simple. Unfortunately, there wasn't time to test that or ride two up.

In terms of the competition, it really doesn't have much. The Kawasaki Ninja 650 (parallel twin) and Suzuki SV650 (v-twin) offers nowhere near the performance but they are much cheaper.

The Yamaha FZ-09 or Street Triple are probably closer. Both are slightly cheaper but do offer more power. They are also unfaired and a little more demanding to ride for any length of time.

In short, Honda have produced in the CBR650F a motorcycle that is easy, comfortable and engaging to ride. If you have recently obtained your license, it's a bike that won't intimidate you (unless you want it to) and will reward you with fun riding for a good few years to come.

For more experienced riders looking to get away from super-sports ergonomics, it can offer pretty much the same thing and at a lower cost. You probably won't miss (much) of the power and it's a lot more comfortable especially for long, tedious stretches of road.