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Honda hits the middleweight naked-bike segment hard with its 2019 CB650R. Honda is all about its Neo-Sport Café concept, adding another variation to its US model lineup with the 2019 CB650R. Big Red’s latest middleweight replaces the more streetfighter-esque “F”-designation CB650F, adding a level of flair while also amplifying performance.
Honda's all about its Neo-Sport Café concept, adding another variation to its US model lineup with the 2019 CB650R. Big Red's latest middleweight replaces the more streetfighter-esque "F"-designation CB650F, adding a level of flair while also amplifying performance.
Styling-wise the CB follows the shape of Honda’s awesome CB300R, an entry-level streetbike that rides better than you’d think considering its sub-five-grand price tag. The 650 sports flat lines that are modern and tasteful. Trim body panels showcase the chiseled 649cc inline-four and the elegant symmetrical pipes that were styled off of Honda’s ’75 CB400. Most importantly, it looks unlike other manufacturer’s naked bikes and comes with full LED lighting and exceptionally high build quality-an impressive feat considering its stamped from Honda’s Thailand (versus Japanese) factory.
The CB650R is powered by a purpose-built inline-four introduced six years ago. Although it shares the CBR600RR’s bore measurements (67mm), the internals are purpose built for road, not competition. It gets its extra 50cc capacity via a 3.5mm longer piston stroke. For 2019, it uses new pistons with a different crown shape, as well as updated valve timing and new camshaft profiles. Redline is now rated at 12,800 rpm-1,000 more than before.
An updated airbox design helps the engine breathe easier through larger induction ports and an air filter that is 1.7 times larger. As a side note, we also noticed a more rowdy intake note when the throttle is twisted.
In terms of day-to-day around-town use, the previous engine configuration wasn’t a slouch, churning out in excess of 38 pound-feet of torque from 4,000 to 10,000 rpm. Horsepower-wise, it produced 79.1 hp at 10,760 rpm. This reworked powerplant delivered 80.1 hp at 11,000 rpm and 41.7 pound-feet at 8,200 rpm-a marginal increase in horsepower, but a nearly 10 percent bump in torque.
The new version feels more lively and ready to play than we remember. But there is a fair amount of engine vibration above 6,000 rpm. The clutch lever requires less of a tug too, and the six-speed gearbox has appropriate gear ratios so the engine hums in its sweet spot. Curiously, the transmission did pop into neutral during our ride. In terms of fuel economy, we averaged 39.5 mpg, during our 100-some-mile loop, mostly at highway speeds.
An iPhone 4-sized monochrome digital display keeps tabs on engine vitals. While replete with information, including a handy fuel gauge and gear position indicator, the readouts appear crunched and can be difficult to ascertain at a glance. We do appreciate the crispness of the fonts and that the display is legible even in direct sunlight.
There still isn’t any adjustable engine power, nor throttle modes, but that’s okay. In typical analog Honda fashion, throttle response is near perfect. Its smooth action is compatible for a less experienced rider as it is for more seasoned twist tube yanker. Honda Selectable Torque Control (Big Red nomenclature for traction control) is now standard on ABS-equipped CBs, for a $300 upcharge. HSTC modulates engine torque to help maintain rear tire grip over slippery surfaces. It’s always “on” by default, but it can be easily disabled, if you want to pop wheelies or slide the rear end over loose surfaces.
With its 4.1-gallon fuel tank topped off, the CB650R weighs 455 pounds on the Cycle World scales, which Honda says is 9 pounds less than the outgoing F model. Specifically the frame, fuel tank, wheels, and even the footpegs are lighter. The ergonomics were also adjusted slightly for a more aggressive stance, yet it isn't overdone. We also like how thin the motorcycle feels between our legs-especially considering its inline-four engine configuration.
On the road the Honda feels balanced and ready to play. Updated suspension components offer a pleasing compromise between sporting feel through twisty sections of tarmac and everyday comfort over beat-up road surfaces. True, there isn’t any suspension adjustment (aside from spring preload on the shock), but the damping is so well calibrated we didn’t miss it. Metzeler’s awesome and do-it-all Roadtec 01 tires further complement handling. On a side note, this is the first time we’ve seen Metzeler providing OE-fitment on a Honda motorcycle.
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