Motorcycle specifications HondaCB 650 R 2019 Alternating current

Honda has completely turned the roadster segment on its head with its Neo Sport Café. Let's not try to understand this name; it's easier to look at the CBs to understand. Them? Yes, the! The CB 650 R rounds off a whole family of machines cultivating an unusual blend of neo-classic modernity with a fashionable twist. In short, a style totally at odds with the rest of the production.

that's right... It's hard to bite other people's rims when you were a CB 650 F and wanted to correct Street Triple 800s, MT-09s or Z 900s. Homogeneous and easy, but not mean enough, it couldn't take on the clan directly. By becoming an R, the CB 650 sniffs out other desires. A culture of expression far removed from pure fighting. The mimicry with the CB 1000 R is unmistakable, the separation from theex-F very clear. In terms of design, the sensation of another motorcycle is undeniable. The round headlamp with its technoid LED signature is a strong element of its personality. Probably the most important.
On the technical side, however, Honda is not starting from scratch at all, but has concentrated its efforts on improving the CB 650 F's overall performance.

the 649 cm3 4-cylinder continues its career. It flatters its owner with bronze crankcases and cylinder head cover. Cool marketing....... but the average rider will want a little more than that. Ah? But the block has already gone from 87 to 91 hp since its introduction in 2014. Need more?
You bet. Opposite, the watts are on edge. The combustion chambers have been redesigned, the volumetric ratio has been increased, the valves and their lift have been redesigned, the airbox is better fed, the spark plugs sparkle in iridium, and power is increased to 95 hp at 12,000 rpm. That's 1,000 rpm higher than before. But the engine-makers claim to have closed the gap around 5500 rpm. No change on the torque side, except that you have to go and find it a little higher too.
This engine is beginning to assert itself, although it's not looking for the same level of sportiness as the competition. We've even added a couple of leisure buddies, just to show some good manners. Firstly, an assisted slipper clutch, for smoother handling of the lever and greater benevolence when disgorging the rear wheel on heavy downshifts. Then there's HSTC traction control to prevent gags on playful roads. For the bold, it has the courtesy of being disconnectable. As a bonus for young licence holders, the machine can now be upgraded to A2, something the F had put on hold in recent years.

at first glance, the appearance of the chassis could leave you feeling bitter. It looks so similar to its predecessor - sometimes it's a good idea to change nothing when the base is sound. Except that with this organic change of strategy, we'd have winged something more.... noteworthy.
Let's take a closer look. Admittedly, no hypersport frame, trellis, carbon or aeronautical junk, but a revisited construction of the Diamant frame. Stiffer in some places and softer in others to improve feel, not to mention a weight saving of 1.9 kilos.
Almost 2 liters of fuel tank capacity have been removed, and the footrests have been trimmed, enabling the CB 650 R to lose 6 kilos compared to the CB 650 F. However, at 202 kgs ready to ride, it's not one of the lightest in its sector.

this R at the end of the name isn't just for style. It also denotes a more combative orientation. The front axle is an excellent example. The standard fork is a dustbin, replaced by an inverted Showa SFF with separate functions. The mid-size roadster takes the opportunity to beef up its braking with radial brake calipers and twice as many pistons per caliper. Clearly, the CB wants to impose greater rigor on trajectory entry.
At 310 mm in diameter, the brake tracks have lost a little surface area. Nothing to report on the rear end, with an identical swingarm and 240 mm brake disc.
The rider is also called upon to contribute, or rather, to harmonize. The CB 650 R has decided to make the rider more active, more involved in the ride. The handlebars are lower (8 mm) and further forward (13 mm), while the footrests move back (6 mm) and up (3 mm). With this pivoted triangle, the machine doesn't order you around, but invites you to take control of the road.

the speedometer has a new look, adopting a full-digital line modelled on that of the 1000. Speed and gear indication take pride of place. It's a lot less kitsch than yesterday, and a family affair, since it's shared with the CB 500s, the only ones not sporting the Neo-machin-expresso banner.
Revisiting the previous F, the CB 650 R adopts the philosophy and style of the CB 1000 R, CB 125 R and CB 300 R, leaving the segment's heavyweights to explain themselves to each other, so as to better present their strengths, their difference, and finally have their say.

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