First ride: 2014 Honda CB650F

I am probably as guilty as anyone. When a new bike is released, one of the first things I do is crank out the calculator. Power- and torque-to-weight ratios are first cabs off the rank, always down to my standard measurement -- two decimal points…

But am I putting myself through unnecessary pain and anguish? Over the years, I’ve been indoctrinated that more power comes with the times, but clearly that isn’t necessarily the case these days – although energetic power and torque figures remain invaluable marketing tools.

But even then the reality can be quite different: Honda’s CBR1000RR sportsbike might not be a horsepower king anymore, but it still remains as one of the most user-friendly one-litre sportsbikes out there.

Honda’s new CB650F is shaping up in the same mould as the CBR1000RR – but this time the comparison is coming from within. In a nakedbike sense, the CB650F is a replacement for the CB600F Hornet, although the latter hasn’t been sold in Australia since 2009. In a horsepower comparison, the Hornet spanks the CB650F – 102hp versus 87hp – but here’s the rub: Honda doesn’t really care.

A lot like the CTX1300 we tested a few weeks back (here), the company’s new strategy to entice more people into its orbit – and welcome old ones back into the fold - is a function of just way more than spruiking macho performance figures. The CB650F is another example of that and, in line with Honda’s new policy, it’s a pretty hard machine to take aim at. It’s extremely easy on the eye, has a more up-to-date look than its competitors, can get up and about, and the pricing is keen at $9999 (plus on-road costs).

Competitors include the Yamaha XJ6 four, parallel twins such as the Yamaha MT-07 (although it’s still up in the air whether we’ll see that one in Australia) and Kawasaki ER6-n. You can also throw the Suzuki GSR750 and Kawasaki Z800 into the mix, although that duo is on the sportier side of the equation.

The CB650F engine is a new one for Honda, and the four cylinders are canted forward 30 degrees. The cylinder head employs direct cam actuation and cam timing, while the bore and stroke are set at 67mm and 46mm respectively – fairly oversquare. Peak power of 87hp (64kW) arrives at 11,000rpm, so it likes to rev, with peak torque of 63Nm at 8000rpm. There’s a side-swept 4-2-1 exhaust, which Honda has accommodated by placing the oil cooler below instead of in front of the engine – which also makes the whole plot a lot more compact. In fact, the engine is quite diminutive all-round, much like the bike itself.

PGM-FI fuel injection is fed through a down-flow airbox and narrow 30mm high-velocity funnels. It operates with 32mm throttle bores, while Keihin injectors have replaced the Denso units used on the CB600F Hornet. The engine is combination of black and silver, and provides a nice contrast to the red guards and gold wheels.

While the CB650F is typical of a four-cylinder middleweight engine in that it has to be revved to really get the best out of it, it’s still a sweet unit to work your way around just about across the board. Power comes in freely from 4000rpm, which is appreciably lower than the Hornet, and it builds in a linear fashion to past 10,000rpm – with an increasingly full-bodied sportsbike-like howl emanating from the exhaust. When it’s in those upper reaches the CB650F really gets its legs pumping, which means it won’t be left ashen-faced in the company of more powerful machines.

The gearing is quite low as well, like the GSR750 and Z800, which enhances the feeling of always having power to call upon – and less dancing through the six-speed gearbox to maintain momentum. The six-speed ’box is a beauty though, while the engine is very smooth, has a crisp-enough throttle response (although sometimes a little snatchy off a closed throttle), and is just about vibration-free in the lower reaches before a little buzz starts to kick in as the revs rise. The donk is also – using the current de rigueur expression – uncluttered, with internal water channelling responsible for a large part of that clean look.

In some markets, Honda also offers a lower powered (48hp) version of the CB650F, which would also, presumably, fall under our LAMS structure. But Honda doesn’t really need to complicate matters, as it has the CB500F for that purpose – and the CB650F creates a nice middle pathway between the CB500F and full-blown CBR600RR supersport machine. And let's not forget the CBR650F, which shares the same engine and chassis as the CB650F.

The CB650F’s chassis is straightforward: there’s a tubular steel twin-spar frame, with non-adjustable 41mm front forks , preload-adjustable shock and aluminium swingarm. The wheels are a new five-spoke design with 120/70 and 180/55 17-inch Dunlop Sportmax D222 rubber. Twin 320mm front and a single 240mm rear disc deliver the stopping power, with two-channel anti-lock braking standard on the CB650F. Rake is set at 25.5 degrees, with trail of 101mm and wheelbase of 1450mm.

The machine does feel quite small, with the rider quite close to the centre of gravity. That always helps in the ‘flickability’ stakes, even allowing for the fact that weight (208kg wet) is probably a little over the odds for the power it produces. Even so, it has a solid rather than flighty feel.

The suspension, while on the softish side – no surprises there – provides a capable enough ride, and it’s only when the tarmac kicks in with a few imperfections that it can be left a little speechless. Minimal adjustment is in line with what Honda’s trying to achieve with the CB650F, and that’s a minimum of fuss for new or returning riders.

The brakes are certainly powerful enough, even though it’s another low-priced exercise. There’s a span-adjustable brake lever, but the clutch lever doesn’t have adjustability.

For tight work, the CB650F has plenty of steering lock, but the mirrors are very wide, which makes lane filtering – now legal in NSW – probably more centimetre-perfect than it has to be.

That’s one black mark for user-friendliness, but the CB650F obliges in other ways, including the four bungee points to tie on luggage, the tank pad which comes as standard, and the awesome headlight – the depth and width of the high beam is sensational, which made my ride home on kangaroo-saturated roads just a little more comforting.

The dash comprises twin large digital screens. The tachometer and speedometer resides on the left side, while on the right side you’ll find the fuel gauge, clock, odometer, trip meters and fuel consumption figures (average, current and litres used). On the open road with just a little bit of commuting, the CB650F returned average fuel consumption of 5.7lt/100km. The tank capacity is 17.3 litres.

The CB650F is an exciting little package, and at $9999 it’s right in the zone to lock horns with bikes like the ER6-n ($9999) and MT-07. There’s also the Yamaha XJ6-N, but in Australia that bike’s only available in LAMS form.

The CB650F can also stretch its legs enough – 11,500rpm – to make it as something you’d consider instead of a GSR750 ($12,490) or Z800 ($12,999).  Add that to the plethora of quality touches and a bike which oozes energy, the CB650F can holds its head high in carrying on the CB lineage.

PERFORMANCE
Claimed maximum power: 87hp (64kW) at 11,000rpm
Claimed maximum torque: 63Nm at 8000rpm

CHASSIS AND RUNNING GEAR
Frame: Steel diamond
Front suspension: 41mm fork, non-adjustable, 120mm travel
Rear suspension: Monoshock with adjustable preload, 43.5mm travel
Front brakes: 320mm discs with four-piston Nissin calipers
Rear brake: 240mm disc with single-piston caliper
Wheels: Cast aluminium-alloy, front 3.5 x 17, rear 5.5 x 17
Tyres: Dunlop Sportmax -- front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 25.5 degrees
Trail: 101mm
Claimed kerb weight: 206kg (208kg ABS)
Seat height: 810mm
Ground clearance: 150mm
Wheelbase: 1450mm
Fuel capacity: 17.3 litres

OTHER STUFF
Price: $9999
Colour: Tricolour: red, white and blue
Test bike supplied by: Honda Australia, www.hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres