HONDA CB650R (2019 - On) Review - MCN

Overall rating

Next up: Ride & brakes 3 out of 5 (3/5) Author:Carl Stevens Updated: 31 October 2024

Additional words by Michael Neeves and Jon Urry

Meet the 2019 Honda CB650R. There was nothing that wrong with the outgoing Honda CB650F it replaced, but with less than inspired styling, it failed to stand out in a packed middleweight class.

Effectively a naked version of its racier, fully faired CBR650R sister the CB650R’s ‘Neo Café’ design touches give it an edgier look. It also has more power, less weight and racy touches like upside down forks and radial brakes. 92bhp isn’t to be sniffed at and it’s all there if you’re willing to rev it, but for normal riding its four-pot engine is smooth, friendly and flexible.

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It doesn’t have the grunt or playfulness of the cheaper, class-leading Yamaha MT-07, but it has a more grown-up feel, handles sweetly, is comfortable, engaging, dependable and safe, thanks to standard-issue ABS and torque control. Its LCD dash is tricky to read in sunlight, but that’s the only real blot on its copybook. In fact, given this bike's affordable price, generous spec and easy performance it’s perfect for new riders and the experienced on a budget. It also finds its way into our Best First Big Bikes feature, too.

2021 Honda CB650R updated for Euro5

First published on 26 March, 2021 by Jon Urry

From 2021, the CB650R has been updated to meet Euro5 and also gets Showa Big Piston Forks to improve the handling.

In isolation, it's a cool-looking modern retro bike that has a decent level of spec and a tempting price tag, especially when broken down to monthly amounts on a PCP plan. However when you put it up against cheaper rivals such as the Yamaha MT-07 and now especially the Triumph Trident 660 it does falter.

The inline four feels a bit lacklustre, the handling is secure but not as sporty as the Triumph’s and the dash remains a let-down, which starts to make you question its higher price tag of £7299.

The CB is still a great-looking and sweet-handling naked with an engaging inline four motor if you prefer this configuration over a twin or triple, however it is a bit of a struggle to recommend it when the Trident offers a fair chunk more performance, handling and spirit for your money.

 

2024 Honda CB650R E-Clutch Review

First published April, 2024 by Carl Stevens

 

Much like its faired sibling in the CBR650R, there isn’t a huge amount of change where the 2024 CB650R is concerned. For starters, it’s been given a facelift which covers a host of changes including the headlight, radiator shrouds and tail unit, and although it isn’t too dissimilar from the outgoing model, the CB looks incredibly smart and well-finished in the metal. Under that minimal bodywork, it comes equipped with an almost identical 649cc inline-four motor, the same steel diamond chassis and only a slightly tweaked set-up in terms of a softer spring rate and a little more compression to those non-adjustable Showa SFF-BP forks. The result is a machine that feels incredibly similar to the ‘23 CB650R in terms of its engine characteristics and its handling abilities, and indeed its riding position which is unchanged.

One welcome change for the ’24 model comes in the form of a new five-inch, full colour TFT dash, which is a big improvement on the outdated LCD dash. It also comes equipped with the ability to connect your phone, via Honda’s ‘RoadSync’ app. The switchgears have been updated too and are effective in their application, although the indicator light could be slightly better placed for smaller hands.

However, the real news comes in the form of Honda’s new E-Clutch which is an optional extra for the first time. The system, working in unison with the ECU completely eradicates the use of the clutch, allowing for a worry-free ride when coming to a halt, pulling away or changing gear. It is a slick system in its design, and it doesn’t take away any job of riding either thanks to the ability to use the clutch as you would on a conventional machine. However, the throttle is aggressive on the initial pick-up which makes slow speed manoeuvres in first gear a snappy affair. Aside from that, it’s a cracking system up and down the ‘box, especially as it adds just 2.8kg (up from 203kg to 205.8kg for the E-Clutch) and £100 compared to the standard machine.