Motorcycle specifications HondaCB 650 F 2016 Between street and fighter

the realm of streetfighters is a lively one, where attitude counts as much as engine nerves. With its Hornet, Honda has always held a stronghold among the most reputable. The only complaint the community had was that its displacement was outdated, as streetfighters had raised the bar to the 800 cm3 mark. The manufacturer pulled out all the stops. A roadster with extra displacement, but less radical. This CB 650 F is not a "ball of nerves"; it's the link between a CB 500 that's fun for everyone and the effervescent Hornet for trigger-happy enthusiasts.

as for the CB 650, it's clear from the outset that it will be a teaser, but not a villain. It's a fun, almost toy-like machine for everyone, with Honda's deliberate intention of offering a roadster with a playful, fun-loving character. It doesn't sweat it. This bike is really writing a new chapter, with a silhouette, engine and chassis that give this type of motorcycle a new lease of life: THE roadster, for everyone, just like in the great days of the 600 Bandit.

let's not look for enriched uranium or kryptonite in this 649 cm3 block. There's no smell of burnt rubber or adrenalin under pressure here. This 4-legged model adopts a different philosophy. I'm sick and tired of screaming for watts! The young team of engineers who worked on the CB 650 focused on low- and mid-range availability. We don't expect explosive power at high revs, but more consistent muscle in everyday use.
Neither sluggish nor bombastic, the engine is modern, clean and well thought-out... Just like Honda! 4 in-line cylinders, 16 valves, 32 mm fuel injection, internal dimensions of 67 x 46 mm (same bore as the Hornet block, but longer stroke), significant work to reduce internal friction, and enough power to have fun on a daily basis. 87 horsepower, delivered at 11,000 rpm. However, thrill-seekers will be disappointed. 15 fewer horsepower than a Hornet, and you can feel it. Disappointing torque, with a peak of 6.5 mkg identical to that of the Hornet 600. With the extra cubage, we were expecting 7 mkg. But nothing's decided yet: maximum torque is achieved at 8,000 rpm on the CB 650, and 10,500 on the Hornet. And let's hope that the curve is much rounder than that of the 600.
And while you're at it, leave the spec sheet aside and get down to the metal. See for yourself: not a loose wire, not an unsightly hose. It's sleek, neat, clean, well laid out... it looks like it was made for an operating theater. You'll break out in hives if you leave a trace of oil on it.

with this CB 650 F, the single-backbone frame also goes out the window. The Honda roadster is held together by a double-spar steel frame, a die-cast aluminum swingarm and a conventional 41 mm fork. Two 320 mm petal brake discs for the front, with 2-piston axial calipers. The overall geometry of the chassis is less lively than the incisive Hornet. It's clear: with its measured power and progressive rather than aggressive chassis, the CB 650 F is more of a fun machine than a sporty one. It won't be going head-to-head with the Z, MT-850 or GSR. That doesn't stop this bike from having its own visual character, halfway between the old Hornet and the recent CB 500 F (haven't we already read that above :-). The golden rims would look great on a sports bike, the rear end looks like a CBR 1000 RR, and the manufacturer has taken the opportunity to install a new dashboard, not necessarily cheerful but focused on the essentials.

a nice streetfighter? No, it's not part of any gang. Think of it more as an entry-level roadster with a measured desire to play with the rebels. I said "envy", not "pretend" or "try", and looking back over a few years, it simply takes over from the CBF 600 N, with a lot more sex appeal. Aimed at everyone, but especially young people, the CB 650 F is also available in A2 license configuration. Honda's roadster range is becoming particularly rich, but still lacks a powder keg capable of shaking up the Z 800, MT-09, Street Triple and other bloodthirsty machines.

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