2017 Honda CBR650F: Impressions Of An Update

We’ve always considered the Honda CBR650F to be a well-rounded sport tourer. There are quicker, louder and more desirable alternatives for the price, but the 650F’s allure has always been in its approachability and versatility.

The 2017 update sees the bike get some cosmetic tweaks and low key mechanical updates. Here are our impressions after a quick Mumbai-Lonavala breakfast sprint with some CBR650F owners.

Another Honda Sticker Job?

On the surface it certainly seems so, but actually it isn’t. The new CBR650F doesn’t really look all that different from its predecessor. Obvious changes include the addition of a full LED headlight setup and new paint schemes. Two likeable touches are the bronze-finished crankcase and the new clear lens LED tail light.

But then the changes go a bit deeper. The engine itself is BS4-compliant. While the Euro-spec makes 90PS/64Nm, the Indian version makes 86.7PS @ 11,000rpm and 60.5Nm of torque @ 8500rpm. A tweak you can credit to our poorer fuel quality. And yes, that’s 0.3PS/2.5Nm less than the old BS3 CBR650F.

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From there on, though, the updates are for the better. The initial gearing, for example, is a little shorter for improved acceleration. The front suspension has been upgraded and it now sports 41mm Showa dual bending valve telescopic forks with about 10mm of added travel (120mm).

There are also minor tweaks to the exhaust and a new muffler for a throatier howl. It’s a sweet sounding motorcycle but not a particularly loud one. Just how you’d want it on a sport tourer.

Turn Offs Only, Please!

The changes for the MY17 bike should’ve honestly started with the instrument console. It looks far too dated on a motorcycle that costs Rs 7.30 lakh (ex-showroom Delhi). Even the buttons to operate the console look and feel like something straight out of the 90s.

Secondly, what oddly stood out was the vibes. Don’t get us wrong - it’s still 4-cylinder smooth but while touring between 4000-6000rpm or letting off the throttle, vibrations are noticeable though the fairing and handlebars. After 100-odd kilometres of riding, there was some numbness in the palms. It’s not at the level of refinement you’d expect from a Honda 4-cylinder. Given that this issue was present in the older bike, it should’ve been addressed with the update.

Where Does It Redeem Itself?

The first factor that’s a turn-off for some and deal sweetener for others remains the performance. Even under the most ruthless of accelerator twists, the CBR650F doesn’t feel scaringly quick. It’s a characteristic that makes it the ideal choice for someone buying their first “big bike”, since the performance is so forgiving and predictable. This behaviour also means the CBR650F doesn’t feel like a handful when you’re commuting through the city. Save for the expected levels of engine heat in stop and go traffic, it feels as easygoing as the CBR 250R.

On the flipside, though, the performance isn’t exciting unless you’re in between 9000-11,000rpm. It’s only there that you get an inkling of ferocity from the inline 4-cylinder engine. This is unlike the Kawasaki Z900 or Triumph Street Triple S that offer some drama even at urban speeds.

As a tourer, though, the CBR650F still feels sublime. 100kmph sees the engine whirring at about 4800rpm in 6th gear. So when you decide to make high-speed overtakes, the rev-happy engine has plenty of room to let you push it. The 6-speed transmission is pretty slick too and the only issue we faced were a few false neutrals at low speeds.

Both the ride quality and ride stance are set up just right. Even with a heavyweight on board, the CBR650F deals with most road imperfections comfortably. It’s only over really bad potholes that the front suspension bottoms out, which, again, won’t be a problem if you weigh south of 100kg. But if you spot said pothole too late and brake hard to avoid it, the nosedive is kept in check quite well by the Showa forks.

Standard ABS aside, the front Nissin 2-piston caliper brakes offer strong and progressive stopping power but the rear brake is best relied on only at city speeds. Also, expect a scrape or two over large speed breakers if you’re with a pillion. Unsurprisingly, even the chassis is set up to be quite neutral. It’s not the sharpest handler on the block but gives you enough to have fun through the twisties.

Overpriced Or Justified?

The updates to the new CBR650F don’t really change its character much. It now looks sharper and more like the Fireblade, and the few mechanical and performance changes help make the package nicer. The answer to the question above is relative to whom it’s being asked.

For someone who wants a daily ride that’ll throw no unpleasant surprises and is perfectly adept for weekend touring, it still makes a lot of sense. It’s a safe bet, not only in terms of behaviour or reliability but also in terms of ownership costs. Extending the warranty to 5 years costs Rs 2500. Even with a generous usage estimate of 12,000km annually, you’re looking at about the same amount in Rupees for annual service expenses, including consumables, labour and tax! The competition costs twice as much or more.

It ticks all the right boxes for sensibility but if you’re parting with about Rs 8.5 lakh on-road, excitement may be on top of your shopping list. And even with the updated design and mechanical tweaks, that is a count where the Honda CBR650F still falls short on. So, if you want some four-cylinder package that’s safe, sure and largely blameless no matter what you throw at it, the CBR650F remains a solid if pricey pick.