Many of you might own this motorcycle at a restricted learner friendly power variant and would like to know how quick it might be at full power. A deep swale between the tank and the tail pull the rider down into the bike for some solid man/woman/whatever-machine integration and a feeling of oneness. “F” model, and you can go ahead and pencil me in as a fan.”, My wife and fellow motorcycle writer, Allyn Hinton, says, “This bike has the same engine as the CBR650R, and pretty much the same chassis and brakes, but the result is so different. I dunno, but it does look like the most commuter-capable of the 650 cc sportbikes. 0-100 mph is achieved in 7.5 seconds but would be quicker if not for a required shift into 4th at around 90 odd mph. If I’m honest, it’s that retro-tastic vibe that does it for me, even if its more of a suggestion than an actual guideline. The quartet of 67 mm bores and 46 mm stroke combine to hit the 649 cc displacement figure with an elevated compression ratio that clocks in at 11.6-to-1 to help generate that extra power. Again, room for improvement. All rights reserved. Honda updated the twin-spar frame with a number of weight-saving measures that include refined seat rails, engine mounts and pivot plates for the yoke-style, asymmetrical, die-cast aluminum swingarm to shave a whopping 13 pounds off the final tally compared to the outgoing “F” variant. The CBR650R makes a very respectable 82 hp at 11,000rpm. © Copyright TopSpeed. The flyline tumbles down the tank to meet the saddle, but the rearward lines are less severe with a slight rise and soft shoulder to segregate pilot from pillion. In a first for this line, Honda throws on its Selectable Torque Control feature that helps you keep it rubber-side down through the miracle of electronic intervention that prevents you from overwhelming the available traction due to your overeager right wrist, and if you’ve got the skillset for it you can turn it off altogether for full-raw power delivery. The torque curve is more linear than before, so the mill smoothly delivers its power in an easy-to-anticipate manner that is relatively rider friendly, generally speaking. Honda’s very well known CBR600 was one such sportbike that over the years came in many variants; from the original CBR600F introduced in 1987 to the F4i that was discontinued in 2006. No infringement is intended. The CBR650R can rocket from 0-60 mph in only 3.3 seconds which it can achieve in first gear, albeit right at the red line. Honda updated the twin-spar frame with a number of weight-saving measures that include refined seat rails, engine mounts and pivot plates for the yoke-style, asymmetrical, die-cast aluminum swingarm to shave a whopping 13 pounds off the final tally compared to the outgoing “F” variant. “F” model, and you can go ahead and pencil me in as a fan.”, My wife and fellow motorcycle writer, Allyn Hinton, says, “This bike has the same engine as the CBR650R, and pretty much the same chassis and brakes, but the result is so different. Design & Developed by. And it kind of looked too sensible. MSRP on the 2020 CBR650R is $9,699 with ABS as standard equipment this year, It’s available again in that fetching Grand Prix Red/Stripe colorway. The factory moved the swaged and tapered handlebar forward and down by 13 mm and 8 mm, respectively, to give the bike a slightly more aggressive, race-tastic attitude while leaving open the possibility of adopting a comfortable upright riding position if that’s what the situation calls for. The Ninja line has its own deep roots from which to draw, and this model toes the family line with race-tastic good looks and a sporty stance that straddles the line between sport rides and the everyday commute. It’s a four-banger that runs 67 mm bores and a 46 mm stroke giving it a 11.6-to-1 compression ratio, up from 11.4-to-1. The performance of the CBR650R is one of the best in-class regardless of market. 2019 CBR650R touched 237 kph of top speed and all the credit goes to the improved aerodynamics and reduction in weight for the motorcycle. Between mapping and differences in air intake, the CBR650R has a little more power, but the CB650R is, in my opinion, a more versatile bike. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I. The outgoing F was billed as a sports-tourer with an emphasis on the “sport” aspect, and the new R is no exception though it borrows directly from the Fireblade program for design inspiration for an even sportier look. A pair of radial-mount, four-piston anchors bite dual 310 mm discs up front followed by a 240 mm disc and single-pot caliper out back, and you have a choice between a non-switchable ABS variant, and a non-ABS base model. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I. Load Comments. The CB650R leads the way with a pared-down front fender that makes an immediate connection to the custom culture reinforced by the ample blackout treatment throughout the design. An extended mudguard reaches back to support the blinkers, and the tag itself serves as the final spray-control component. The CBR650R was a welcome addition to Honda’s range. The subframe is upswept a bit, but not so much as to give the R a strong nose-down look so the posture is a bit more neutral, and you can pencil me in as a fan. Dual over-head cams time the 16-poppet head with “Direct-Cam” actuation that reduces the overall mass of the valvetrain. It rocks a Kawi-green Trellis frame that really pops against all the blackout with dual front anchors and the option of choosing between ABS and plain vanilla, just like Honda’s entry. Another boon to handling can be found in the rims; specifically in the hollow Y-spokes on the 17-inch rims that shed just over two pounds in total, and that lowers the gyroscopic effect so the wheels have a lower resistance to changing the angle on the axis. Angular and aggressive with a definite dark side, the Z650 allows for a similar pilot posture that let’s you prop yourself up in a near-vertical position, or tuck in for a proper haulin’-booty form. While we are testing the full power version, in many markets this motorcycle comes in a restricted form and with less power. The CBR650R still lacks the top-end over the 600F and RR series but makes for a more flexible and responsive engine anywhere in the revs. Dual over-head cams time the poppets that come four to a cylinder, and they use a direct-actuation system that reduces the valvetrain’s footprint for a smaller and lighter head. No infringement is intended. The factory tweaked the pistons with an asymmetrical piston-skirt layout meant to minimize piston-to-cylinder contact, and the piston comes with a phonograph finish that carries an oil film to further reduce wear and mechanical losses. Kawasaki Ninja 650R vs Honda CBR650F. Kawi makes no effort to hit any café-tastic high points — it has the W800 fitted in that slot — so the Z650 tends to look like the rest of Kawasaki’s naked lineup with its distinct genetic markers. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I. The factory moved the swaged and tapered handlebar forward and down by 13 mm and 8 mm, respectively, to give the bike a slightly more aggressive, race-tastic attitude while leaving open the possibility of adopting a comfortable upright riding position if that’s what the situation calls for. 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