The 2013 EICMA show announcements are rolling in, and Honda has returned to the single platform, multiple models approach that appears to working so well with the CB500 series. Give a hearty welcome to the 2014 Honda CB650F and CBR650F. As you might expect from the CB and CBR designations, one is a naked bike and the other a sporty one.


Focusing on what they hope will appeal to younger riders, Honda’s engineers set out to create a chassis and engine combination that would strike the right balance between sportiness and practicality. The 649cc inline-Four was designed to be compact with a forward cant of 30 degrees. Operating within a bore and stroke of 67mm x 46mm, the con-rod length is designed to decrease the side-forces on the pistons. Pumping losses are reduced via vent holes through the crankcase walls between the journals. The pistons themselves wear asymmetric skirts to limit friction through reduced bore contact. The outer surface of the cylinder sleeves received ferrous spines as a means of reducing oil consumption and optimizing heat dissipation.

2014 Honda CB650F right side

The 16 valves are directly operated by DOHC. The cams are, in turn, rotated by a friction reducing, silent SV cam chain. The timing is set for real world drivability and torque below 4000 rpm. A claimed peak of 85.8hp arrives at 11,000rpm while peak torque weighs in at 46.5 ft-lb at 8000. Exhaust gasses exit through a 4-into–2-into–1 catalyzer-equipped exhaust located under the right side of the swingarm.

Fresh air travels from the airbox through 30mm “high-velocity funnels” while fuel metering is accomplished with PGM-FI delivering commands to the Keihin KN7SJ injectors in the 32mm throttle bodies. All four cylinders get their own throttle body sensors for more accurate fuel delivery and better throttle response.

A short valve overlap and a special ignition map improves high-speed, constant throttle economy and assists the 650 in achieving a claimed 217-mile range. Factoring for a 4.6 gallon tank reveals a claimed 47.2 mpg.

2014 Honda CB650F Beauty

The aesthetics and compactness of the engine are aided by the use of internal water channels from the head past the cylinders. The engine’s space requirements are further reduced by the stacked six-speed gearbox and starter motor.


The chassis is constructed from twin 64mm x 30mm elliptical spars. To achieve the correct rider feedback and handling character, Honda tuned the flexibility of the frame for stiffness around the headstock with more flex in the spar sections. A sporty rake of 25.5° and 4.0 in. of trail are mated to 57.1 in. wheelbase, pointing to a bike that should feel light and maneuverable – particularly when the 465 lb. wet weight is factored in.

The traditional 41mm fork is non-adjustable while the shock gets seven-position adjustable preload. The shock mounts directly to the die-cast aluminum swingarm. Radial 120/70–17 and 180/55–17 tires are mounted on five spoke, cast aluminum wheels.

2014 Honda CBR650F Brake

Two-channel ABS is standard. To simplify manufacturing, the 240mm rear disc is cut from the inside of the 320mm front disc. The dual front discs are squeezed by dual-piston calipers and sintered metal pads. The rear receives a single-piston caliper and resin mold pads.

What’s the Difference?

With a base chassis apparently produced with real-world use in mind, the differences between the CB650F and the CBR650F are few but still important.

2014 Honda CB650F Instruments

First, the CB650F features minimal weather protection aside from the slick-looking headlight nacelle. The CBR650F has suitably sporty full-coverage bodywork. Riding positions are different in the expected ways. The CB has an upright riding position with a wide tubular handlebar for maximum leverage. The CBR, on the other hand, has a more sporty forward lean that puts the rider in a more aggressive position.

The suspension settings are similarly differentiated between the two motorcycles. The CBR receives firmer spring rate and damping for a more sporting ride. Despite suspension differences, the seat height for both motorcycles is 31.9 in.

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These two motorcycles illustrate Honda’s further commitment to producing multiple models from the same base chassis as a means of maintaining manufacturing costs while still providing performance, styling and technology that appeals to riders. While we are disappointed that these two models are not slated to arrive stateside in 2014, we can always watch – and hope.

[Source: Honda]

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    Reminds me of the 500 Interceptor.

  • Guest

    I like how they cut out the fairing on the CBR to show of those pretty CB400f-style headers. Too bad they terminate in such an ugly muffler though. Really digging that gau

    • ‘Mike Smith

      The first thing everybody does is swap out the muffler, so that’s a non-issue.

  • pdad13

    These are both really nice do-it-all bikes. Finally Honda brings something that looks good. The CBRF is fantastic looking and would seem to serve as a nice light-weight sport-touring bike that would also be at home in the canyons or a track day.

    Pity we won’t be seeing them here.

  • DrDon

    Nice bikes, but once again, Honda chooses not to bring them to the USA…
    I also wonder about the market and the prices… especially in light of the fact that Honda usually charges a significant premium for their motorcycles over comparable bikes from other brands. In addition, don’t forget that Yamaha has the new FZ9 triple -which is lighter and more powerful than either of these Hondas, and a real bargain, price-wise.

    Unless Honda can price these two new 650’s competitively with the Kawasaki Ninja 650, Suzuki Gladius 650 and Yamaha FZ6, folks who are looking at these new Hondas may wind up choosing between these less expensive options or the similarly priced bikes with more power and less weight like the FZ9 Yamaha.

    Also — are these 650 Hondas running all new engines or are these re-tuned, re-bored / stroked CBR600 motors?

    • Double

      So you’re comparing the Honda 649cc to the Yamaha 849cc engine? And you expect similar performance? And the rest of your comment runs off a complete assumption of price — at this point, you have NO idea what it’ll be. I wish the companies would raise prices, and actually build profit into the units, and focus on the incredible value a consumer gets…instead of feeding the culture of “Give me sh*T for free”.

      • DrDon

        No, I’m not assuming that the performance of the 650 Honda will be the same as the 850 Yamaha… But if Honda continues its long running habit of pricing their bikes 20 to 25% higher than their competitors, then folks looking at the 650 Honda may find that for the same money they can buy the 850 Yamaha – a lighter and more powerful motorcycle.

        • Double

          A CBR1000 has a price around 13,800. A ZX10 is 14k. GSXR1000 13800. Let’s look at 600’s. A ZX6 with ABS is 12700. A CBR600 with ABS is 12,500. (11,500 with no ABS). a GSXR600 is 11600 (No ABS) and YZF6 is 11200 (no ABS). Neither of these two categories has glaring price differences….what are you looking at?

  • sgray44444

    Finally, Honda does something that is new and interesting… and then they don’t bring it to the states. So typical. Will they ever get it right?

  • Sentinel

    Not offering these bikes in the US is beyond disheartening! 🙁

  • Craig Hoffman

    Wondering how the price of these compares to the FZ9. The FZ has some issues (suspension, range due to small gas tank) but the motor is getting rave reviews. I can overlook a lot in exchange for a cool motor.

  • Roshi

    It’s good they FINALLY pay attention to fuel consumption and ignore the max power Number War in favour of real-world riding. The CBR and CB look great, but they’ve completely destroyed the VFR800’s design for 2014 – looks disgusting with that conventional tube exhaust and ugly fuel tank…. Shame on you for that, Honda!

  • Reginald Farnsworth

    should’ve made the cb650 a triple. narrower, more torque

  • th nikit

    acabaram com a hornet