Rod Chapman•20 Jul 2016

REVIEW

2016 Honda CBR650F review

Name: 2016 Honda CBR650F review
Brand: Honda

Honda's LAMS streetfighter is more about padded gloves than knuckledusters, but it looks the goods and it's perfect for those setting out on two wheels…

Having cut my teeth in motorcycling in an age where I had to shoehorn my lanky 188cm self aboard a little 250cc bike, hopping aboard Honda's CBR650F LAMS reminds me of the victory for common sense that is the Learner Approved Motorcycle Scheme (LAMS).

This middleweight Honda might still be relatively compact in comparison with big-bore machines, but my legs fit flush against the bike's flanks and the ride position is sporty yet comfortable.

The seat is fairly narrow toward the tank and at 810mm high ergonomics should accommodate a wide range of rider heights.

Add to this a modest kerb weight – 211kg, says Honda – and the first impression is one of a bike that's eminently easy to manage. That sense only continues on the road, with a light clutch and positive gear shift complementing neutral steering and a lovely balance – it tips in beautifully and predictably.

It's a simple little jigger but that's no bad thing in a LAMS model, as it leaves the rider to concentrate on the road. The digi speedo and tacho are large and easy to read and you also get a digital clock, fuel gauge and trip meter/odometer, plus a trip computer with average fuel usage, actual fuel usage, and fuel used (in litres). It's a pity there's no handlebar-mounted switch for the trip computer, the rider instead having to take a hand off to reach for the little button in the centre of the dash. A gear indicator would have been another worthy inclusion for a LAMS model, but it's absent on the full-power bike so it's also absent here.

However, Honda's HISS (Honda Ignition Security System) immobiliser is also present and the rear taillight is an LED unit, which is a nice inclusion at this price point.

Sadly (but unsurprisingly) there's no centrestand to ease the job of chain maintenance and the screen is fixed in the one position. In any case, the latter does a pretty decent job of deflecting the wind's blast.

Like the CBR500R (and many others), the CBR650F is one of Honda's Thai-built models – but we have no complaints about the overall quality of construction. The paint is good, as is the fit and finish of the various bodywork panels. The alloy swingarm is a nicely sculpted item, as is the stubby exhaust.

Our test bike looks the business in the Pearl Metalloid White (tri-colour) scheme – the LAMS model is also available in Matt Gunpowder Black Metallic.

Honda doesn't provide performance stats for the CBR650F LAMS but we can tell you the bike's power has been cut from around 85.8hp (64kW) to a LAMS-friendly 46.9hp (35kW). Maybe 'castrated' is closer to the truth… Fortunately that still leaves enough for reasonable progress around town, even if the power delivery feels somewhat pedestrian as a result.

Don't go looking for a powerband, even up near the model's 11,400rpm redline, because there isn't one – keep it spinning in the mid-range and all is right with the world. It does need a few revs to get things moving from a standing start, but there's enough low-down and mid-range go to keep the tin-tops honest. Generally speaking, this powerplant is perfect learner fare – linear power delivery, no nasty surprises.

At 100km/h in top of its six-speed gearbox the bike is pulling 4500rpm – relaxed enough for extended highway running.

The suspension is really pretty basic – a conventional and non-adjustable 41mm front fork and a preload-adjustable rear monoshock – but it does a top job of soaking up the bumps and access to the rear preload adjustment is good. Together with the twin-spar steel frame, the CBR650F handles like a gem over our less-than-perfect roads, even if the restricted engine is hardly pushing the bike to its limit.

The brakes too do a decent job. The rear stopper isn't the most powerful we've come across but it's still good enough for tightening a U-turn or helping to negotiate traffic snarls at walking pace. The front brakes – twin 320mm discs with twin-piston wave calipers – offer good power and feel, without any intimidating initial bite. Best of all they're backed by anti-lock braking.

The in-line four-cylinder engine is smooth as; there's so little vibration and it's so quiet that at first we found ourselves having a double take at a red light to check it was running at all. The noise levels rise with the revs, but even when ridden in anger the CBR650F can only manage a rather muted growl.

That engine is, however, a frugal sipper when it comes to fuel economy. Over the course of a week of mixed city/country riding we achieved an average fuel economy of 4.9lt/100km. That's nothing to whinge about and, with the 17.3-litre fuel tank it also equates with a decent working range of over 300km. Measured at the pump, it's also marginally more frugal than the figures given by the bike's trip computer (5.4lt/100km).

The CBR650F is a very handy tool indeed in tight traffic, where its light weight, low centre of gravity and narrow girth make for a first-class congestion buster. The mirrors give you a reasonable view past your elbows and remain largely free of vibration, and they can be folded in on their stalks when manoeuvring the bike around the garage.

As for gripes, there's little to speak of. The CBR650F adopts Honda's peculiar horn button placement of recent years, where the latter is placed above the indicator switch on the left-hand 'bar instead of the other way around.

It's a massive button, as far as horn buttons go, and if you're new to riding you won't think anything of it. If you've ridden a few other bikes first, however, you'll probably find yourself hitting the horn instead of using the indicators (which is annoying), or potentially hitting the indicators instead of the horn (which is possibly dangerous). In any case, we acclimatised soon enough.

Overall, however, the CBR650F LAMS is one refined package, and one with ideal ergonomics, steering geometry and engine characteristics for an entry-level bike. Of course it's not as much fun as the 'full biscuit' model (click here our review of its naked CB650F stablemate to get an idea), but if you're considering embarking upon a life on two wheels, you could do far worse than this competent, capable and enjoyable Honda.

SPECS: 2016 HONDA CBR650F

ENGINE

Type: Liquid-cooled, 16-valve, DOHC, in-line four-cylinder

Capacity: 649cc

Bore x stroke: 67.0mm x 46.0mm

Compression ratio: 11.4:1

Fuel system: Electronic fuel injection

PERFORMANCE

Claimed maximum power: N/A

Claimed maximum torque: N/A

TRANSMISSION

Type: Six-speed, constant mesh

Final drive: Chain

Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR

Frame type: Steel twin-spar

Front suspension: 41mm conventional fork, non-adjustable

Rear suspension: Monoshock, adjustable for preload

Front brakes: Twin 320mm discs with twin-piston calipers, ABS equipped

Rear brakes: Single 240mm disc with single-piston caliper, ABS equipped

Wheels: Six-spoke alloy

Tyres: Dunlop Sportmax D222, 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS AND CAPACITIES

Rake: 25 degrees

Trail: 101mm

Claimed wet weight: 211kg

Seat height: 810mm

Wheelbase: 1450mm

Fuel capacity: 17.3 litres

OTHER STUFF

Price: $9999 plus on-roads

Colours: Pearl Metalloid White or Matt Gunpowder Black Metallic

Bike supplied by: Honda Australia, www.hondamotorcycles.com.au

Warranty: 24 months, unlimited kilometres

2016 Honda CBR650F review

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