2017 Honda CBR650F review | A soft middleweight sportsbike from before that was a thing

Where the CB650F has a single flat bar, the CBR gets semi-sporty clip-ons that are located above the top yoke for comfort. Compared to the naked bike’s bars they are 30mm narrower and set a little lower, giving a sports tourer style riding position that is more aggressive than the CB but not over the top. The new Showa forks give an excellent ride and the CBR is surprisingly assured in the bends on its sports touring tyres.

If you want to ride the CBR gently you can, it’s more than happy to cruise around at low revs, but go searching the top end of the rev range and the inline four explodes into life. Tap it down a few gears, get the digital rev counter up into the high notes and not only does it sound much sportier, it responds better too. It’s not supersport fast, and lacks the punch of some of its twin-cylinder rivals, but it is spirited.

CBRs have an excellent reputation for reliability and the CBR650F is based around the tried and trusted CBR600RR supersport engine in a lower state of tune, so all should be well on that front. The build quality is pleasingly good for a bike built to a budget.

When buying a used bike, make sure you get both original keys, along with the original tag which carries the key number and a bar code — you’ll need this to get any replacement keys coded by a dealer. Keep the spare key and tag safe — if you lose them you’re stuffed – the only solution is to change the bike’s ECU, lock set and new keys. Just the new ECU is around £550...

Our Honda CBR650F owners' reviews show absolutely nothing to be worried about in reliability terms. Honda are famous for their build quality and we haven't heard anything to indicate otherwise on the CBR650F.

A price tag of £7399 on launch put the CBR in a strange place. It is far cheaper than other bigger capacity sports tourers, but there again it lacks their advanced electronics and equipment. It’s more expensive than Yamaha’s Tracer 700, but it has the feeling of being a better built machine and is an inline four rather than a twin. It could do with being a few quid less, but it’s not bad value at all. Other rivals include the Kawasaki ER-6F and the Suzuki GSX650F.

Honda CBR650F parts and servicing

Service schedule - Sensible 8000-mile intervals for the CB and CBR and there’s nothing complicated involved. Oil and filter are changed at every service, air filter and spark plugs every other one, as well as a valve-clearance check. Apart from that it’s mostly just sensible checks on all sub-systems, including suspension and head bearings (and we’d build re-greasing into the main service).

Brake fluid’s changed every two years, coolant at three but no specified fork-oil change interval — again, we’d do that at every main service. The CB/CBR is pretty easy to work on — good access and not too tricky for home mechanics.

New and used parts prices - Genuine Honda bits aren’t that cheap, as you might expect. An oil and air filter will rush you £16 and £36.32 respectively, and a chain and sprocket kit is over £200. Front discs are £170-odd each, with pads at £47.47 a pair.

A new headlight is £250 and a radiator, £514.49. The aftermarket’s on the case for service items though — Wemoto offers oil and air filters for £5.28 and £14.40 each, and chain and sprocket kits from £75. Front-wheel bearings are £9 the kit, and tapered head bearings £26. Pattern brake discs are £108 each and pads (EBC HH compound) £14.54 a pair. There’s a reasonable supply of used bits but usually from badly crashed bikes, so front parts are hard to find. A pair of forks will be over £200, for example.

You don’t get much in terms of equipment and only the shock is adjustable. The CBR’s biggest crime is the fact it lacks a digital gear indicator, which its inline four is crying out for as you do need to keep it on the boil if you want to go fast. ABS is standard.

Honda CBR650R modifications

There are a few sensible mods, which most people treat as priorities. A front mudguard extender and rear hugger are a good idea – the first will help keep your engine and radiator clean and the latter, the rear shock and passenger. A taller screen on the R is worthwhile too.

Heated grips are popular, and the charging system is easily up to the job. Most owners stick with the standard exhaust, because changing isn’t just a matter of swapping a can – the Akrapovic full system is the favourite option, but at nearly a grand.

One of the most popular mods is an aftermarket gear position indicator. The Healtech unit is reckoned to be best, but many owners prefer cheaper versions, available online. Be aware that none will tell you what gear you’re in while the clutch is pulled in, and they won’t give you a neutral indication either.

Many owners find the standard seat unforgiving for longer rides. Aftermarket alternatives are available or you can get the original modified by a specialist upholsterer.