Motorcycle specifications HondaCBR 650 R 2019 Identity projection

Listen... Can you hear the torn cry of the sliders in the distance? Come closer... Can you feel the opiate heat of melted rubber under your palm, of pellets freshly torn from tires, of puddles of power distributed to the track?
The CBR 650 has sniffed all its flavors. Too much, perhaps. To the point of penetrating its innards to transmute its identity. The sport particles went far beyond the nostrils, rattling the nerves, pushing the machine away from its defining F to a more annunciatory R. A single letter, to evoke the power of the CBR 650.

a single letter, to evoke a philosophy that should be touched upon. This R symbolizes an acceptable middle ground between F sport-GT and RR racing. As a result, the new CBR 650 R tends towards a much more nervous ride. Its typical 1000 Fireblade silhouette leaves little room for doubt. It wants you to have fun behind the wheel, get off your knees and dream of the chequered flag when you put it away in the evening. For all that, there are no stopwatches on the horizon. The SuperSports category is in a different league.
The weight alone puts you back in the right lane. This R has lost 6 kilos since the CBR 650 F. It's a nice diet, with weight gained from the frame, the smaller fuel tank (15.4 liters, or 1.9 less) and the footpegs. But to reach the Supersports class, a good ten kilos still need to be shed.

let's stop with this allegory and appreciate this little Fireblade. The choice of colors, shapes, looks, front end and symbolism all contribute to making the CBR 650 F as desirable as its hypersport cousin.
The front end, yes, we emphasize because it's not just pretending. Honda has significantly improved its efficiency by fitting a 41 mm inverted fork and 4-piston radial brake calipers. The brake discs lose 10 mm in diameter. That's all right, there's still 310 mm to heat up the brake pads. With this alone, it's clear that Honda wants to be more selective on the road. The frame has also been redesigned. Not so much in its shape, a steel Diamond type, but in its design. This makes it 1900 grams lighter, while offering greater rigidity at the steering column and more lateral flexibility. As for adjustment, forget it. Only the shock absorber preload can be touched.

fancy a track day or a fast ride? Let's bet a little more on the second option, although the 30 mm lower half-handlebars keep things ambiguous. Look, the footrests have moved too. With all this, the rider tilts forward a little more. The sporty feel is more pronounced, but without exaggeration; we're still a long way from breaking wrists.
With the manufacturer stubbornly leaving the CBs in the mid-size segment locked inside its 649 cm3 4-cylinder, it needs to have something more to give to counter the competition's 800/900s. Character? Howl? Trouble? No, none of that. Just Honda tranquility and a few extra horses added to the previous stud farm, allowing the CBR 650 R to attack without restraint from the height of 95 hp. Come on, just a little more effort and this hatchback will put out as many watts as the 1991 CBR 600.
We tease, we provoke a little. The 649 cm3 can't be compared so simply to the CBR mechanics of the great SuperSports era. It's rounder, more consistent, and delivers 4 more units than the 2017/2018 block, which however has to be revved up 1,000 rpm to 12,000 feet. Torque doesn't change.... almost nothing. Still 6.6 mkg at max, but at a higher rpm of 500 - above all, the engineers have worked to eliminate the slight drop in torque that appeared around 5,500 rpm. Open-mindedness remains a priority, with the possibility of A2 clamping.
Where do the extra watts come from? A little technical vitamin treatment: increased compression ratio, optimized combustion chambers, new pistons, revised valve diagram, iridium spark plugs, optimized exhaust gas flow. While in the workshop, the engine is fitted with a slipper clutch. Double benefit: no rear wheel lock-up when dropping 8 gears at once, and reduced effort on the left-hand lever.

in a sign of the times, the CBR 650 R has entered the era of driving aids. ABS was already there, and compulsory. Now it comes with traction control, called HTSC torque control. Given the engine's power, it won't work much in dry conditions. On the other hand, when the weather's greasy or the roads play gravel (as they do every spring), the system could be much more relevant.
Oh, before I forget... Have you seen the dashboard the whole CB 500/650 family has been raving about?! A rather nice little LCD panel, giving the impression of a TFT screen with its blue background, white digits and certain indications marked in red.

so, shall we take to the track with the new CBR 650 R? To have fun, no problem. But by no means for clockwork. While the roadster tilts towards neo-sport-coffee, this streamlined version of the CB 650 becomes a little more radical, giving a little more sportiness to a basically everyday-sport-touring idea.

M.B - Photos & manufacturer's video