And with that ….
Source: Jonathan Rea On Facebook
And with that ….
Source: Jonathan Rea On Facebook
Lack of diversity and narrowed availability make a flat no bueno for any dynamic motorsports event, least of all Moto2, when you’re apparently having difficulty landing a diversity of sponsors for your bikes.
According to an interview held between Speed Week and Sito Pons – the owner of the Flexbox HP40 and Pons Racing 40 – brand diversity has been a worsening issue in Moto2. Pons himself has been with a Moto2 team since 2010 and has been faithful to his own manufacturer – Kalex – before KTM and MV Agusta (Moriwaki, FTR, TSR, MZ, Suter, and NTS) left.
Today, the Moto2 circuit sports nearly all Kalex machines, with only two (Boscoscuro) machines from another maker for the previous season, threatening Moto2’s future of turning into a Kalex brand cup.
“At the end of the day, KTM and the other manufacturers pursue a clever concept, because they advertise GASGAS or KTM and Fantic on the bikes, so viewers believe that these brands are hidden underneath,” explains Pons.
“The advertising effect is huge, the effort is manageable, and this saves these [teams] a lot of money…[and we lack the support of a manufacturer.”
“Other Moto2 teams have such a ‘back-up,’ [so] it would be nice if we could have help from a manufacturer like Aprilia, Yamaha, or Honda.”
In short, Pons wants “more initiative from the Moto2 team operators of Yamaha, Honda, Fantic, KTM, GASGAS and Husqvarna, who could build their own chassis” – a fair demand to make, considering the slim pickings.
What do you think?
Be sure to comment below, subscribe to our newsletter for the best of the latest hand-delivered to your inbox, and as always – stay safe on the twisties.
It was an exciting return to action at Silverstone, with it being an all action race. Poleman Johann Zarco (Prima Pramac Racing) crashed out from a winning position, while Quartararo slid down the pack after he completed his LLP. At the front, Viñales was doing his level best to reel in Bagnaia, hovering all over the GP22’s rear tyre right until the final lap, but the Aprilia man went wide at Stowe and Vale, handing the win to the Italian who took 25 crucial Championship points.
Source: MotoGP.com – Read Full Article Here
Now that we’re moving on to 2023, it’s time to take a look back at some of the 2022 model-year motorcycle reviews that were most popular with our US audience. This list has something for everyone, with cruisers, scooters, minibikes, sportbikes, adventure bikes, and everything in between represented. We’ll start at the 10th most popular and move along until we reach our most popular 2022 model-year review to keep the suspense high for those of you who can resist scrolling ahead.
Number 10: 2022 Yamaha Tracer 9 GT Review
At the end of March we published our first impressions of the 2022 Yamaha Tracer 9 GT, a sport-touring machine that took the place of FJ-09 in Yamaha’s lineup in 2021. This bike did not disappoint in some key areas, particularly in power delivery with the 890cc inline-three providing ample amounts of torque, great sound, and optimal feel. The 9 GT also comes with semi-active suspension, which we weren’t so fond of in more aggressive riding situations. But for the more restrained rider, the auto adjustments will no doubt be a welcome addition. It has a respectable electronics suite, with all the modern amenities that have become expected of a bike at this price point, and is exceedingly comfortable on the road. While it didn’t knock us out on all fronts, it has plenty going for it, especially for riders who want to enjoy the scenery along the way.
Number 9: 2022 Honda Grom ABS MC Commute Review
Honda’s Grom never fails to spark interest, and our MC Commute Review of the 2022 Grom ABS got enough looks to put it in ninth position on our list. The minibike is extremely easy to ride and for 2022 it got a new five-speed gearbox which improved the acceleration and fuel consumption. The 124cc air-cooled single isn’t a performance beast by any measure, but got us up to 60 mph on level asphalt without issue and provided enough pep to beat most commuters off the line at stoplights. Handling was better than expected and braking components were up to the task. The real appeal of this bike is not its spec sheet, but its simplicity and approachability. It’s a great commuter and can actually work for many different-sized riders. For smaller-framed folks it can even accommodate a passenger. At $3,599 the Grom is a real value proposition, particularly for riders without much storage space in the garage.
Number 8: 2022 Ducati SuperSport 950 S Review
At number eight on our list, the Ducati SuperSport 950 S. We walked away impressed with the SuperSport after our review back in March. It has a fantastic blend of modern and nostalgic styling elements and performance characteristics that are hard to beat. The 937cc Testastretta L-twin was great in the low- and midrange and the bike handled like a dream thanks to its Öhlins suspension package. It’s an elegant sportbike that excels on surface roads but will also be a blast during the occasional trackday. We did find a few elements that could be improved, such as the TFT display, which was simply too small, and the almost excessive vibration coming out of the powerplant at times, but overall the machine is a total knockout. Especially if you’re a fan of old-school Ducatis.
Number 7: 2022 Triumph Bonneville T120 First Ride Review
Our first impression of the 2022 Triumph Bonneville T120 came back in July 2021, which gave it time to rise up to No. 7 on our list. We found the retro classic notably improved with its slight update, with an improved chassis providing better-than-ever handling. Cruise control was another fine addition and enhancements to the engine made the bike more lively overall. There were a few issues, a jerky throttle and heaviness during lower-speed maneuvers for example, but these weren’t near enough for us to give the machine a poor rating overall. Its positives absolutely outweigh any shortcomings, particularly for those of us who appreciate the nostalgic styling and feel of modern classics like the T120.
Number 6: 2023 Vespa GTS 300 Scooter Review
OK, so we’re fudging the rules a bit here, but in the two months since its publication our review of the 2023 Vespa GTS 300 has become our sixth most popular review of the year. So we’re giving it its due. The GTS 300 got a full update for the coming model year and we were fortunate enough to test it on the streets of Rome. The 278cc single and CVT automatic transmission were married seamlessly and provided adequate acceleration for any around-town riding. Handling was a breeze and comfort was top-notch. There were some issues however, such as the finish on elements such as the switch gear and TFT display that’s too small to be fully usable while riding. These wouldn’t be major gripes, but for a ride that costs as much as a streetbike, we walked away feeling like a little more attention to detail would go a long way.
Number 5: Yamaha Tracer 9 GT Long-Term Review
We held on to the Tracer 9 GT for most of the year and found even more to love as we ran up the odometer. The bike’s nimble handling and svelte design (even with hard cases, surprisingly) turned out to be perfect in SoCal traffic. The already-impressive 890cc inline-three never let us down, and creature comforts such as the manually adjustable windscreen, ergonomics, and long duration between service intervals really made the GT shine in a way we didn’t fully appreciate during our first meeting. Of course, for almost $15,000 we continued to find small areas to improve, such as allowing cruise control to engage somewhere before fourth gear, but at the end of the day we were converted. The Tracer 9 GT is worth the investment.
Number 4: Indian Motorcycle Challenger Bagger Review
Our Indian Challenger Bagger Review from April proved to be somewhat controversial based on the comment threads, raising its status to the fourth most popular review article of the year. While we did find plenty to praise, from its abundant torque and remarkable high-end power delivery to its very comfortable cockpit, we also found some room for improvement, especially when compared to its American rival. Dated multimedia and lower-spec plastic elements in the fairing rose to the top of our gripe list. We also wondered if the machine is finally starting to show its age since its introduction in 2019. Add to that the ever-rising MSRP and we were left believing a thoughtful update is overdue.
Number 3: 2022 BMW F 900 XR Adventure Sport Review
Even though BMW didn’t give its F 900 XR any major updates for 2022, our assessment of the machine still managed to garner enough interest to make it our third most viewed review of the year. Perhaps that speaks to the broader popularity of the sub-1,000cc adventure sport segment, or perhaps BMW has nailed it with the F 900 XR. It certainly is a compelling machine, offering plenty of fun from the 895cc parallel twin, superb handling, comfortable ergonomics, and a well-executed electronics package (on the premium version we tested). With the extra bells and whistles added it comes out to just about the same MSRP as the Tracer 9 GT, and will cost a bit more if you decide to add on saddlebags. Still, it’s a refined package that makes a strong case for itself on the road, particularly when the riding pace is elevated.
Number 2: Can-Am Spyder RT Limited MC Commute Review
Our review of the Can-Am Spyder RT Limited from May became our second-most popular article of the year. The always-controversial Spyder didn’t fail to elicit a range of responses from readers, though whether you believe this three-wheeled machine is or is not a true motorcycle, the RT Limited showed its value in a number of ways. The ergos and cockpit are extraordinarily comfortable, for one thing, along with fantastic ride quality at a relaxed pace. Of course, it’s not a sport machine by any measure, with handling feeling a bit nervous due to an oversensitive power steering system and an ATV-like feel from the bars. But at the end of the day that’s not the point with this platform. These machines are made to appeal to easygoing touring riders, riders with limited mobility, and riders who want the feel of the open air with the stability of a low-slung, three-wheel machine. As far as we’re concerned, there’s plenty of room at the table for a ride like the Spyder.
Number 1: 2022 Triumph Speed Twin Review
Our assessment of the 2022 Triumph Speed Twin tops the list of bike reviews as our most popular write-up of the year. Readers were split on the Speed Twin’s overall appeal, with many loving the machine for its nostalgic look and polished performance. However, the $12,500 price tag proved too much considering the bike lacks adjustable suspension, LED lighting, and its 476-pound claimed curb weight. Our feel on the road found the 1,200cc parallel twin right at home in the well-proportioned chassis, providing a fantastic aural experience. And even the suspension package performed remarkably well in higher-speed corners, despite its lack of adjustability. Braking hardware was up to the task of shaving speed in a reliable and precise way. A solid machine all around with only a few areas that came up short, though even these areas do not detract from the mass appeal of this striking modern classic.
If you’ve ever sat in appreciation of a top-tier build, swung a leg over a truly seamless vintage machine (or simply enjoyed rubbing shoulders with other motorsport enthusiasts), then you’ll be just as excited as us to take a gander at the new dates dropped for The Quail 2023.
Here are the dates for 2023, according to The Quail’s most recent press release:
“Over its 19 years of celebrations, The Quail, A Motorsports Gathering has become one of the most esteemed automotive events in the world with a truly one-of-a-kind atmosphere,” enthuses Kai Lermen, the Manager of the iconic Quail Lodge & Golf Club.
“The Peninsula Signature Events team is thrilled to welcome back collectors and enthusiasts, along with our partners, for this monumental occasion.”
With The Quail Ride encompassing a stunning 100-mile trip through the Monterey Peninsula (nuncheon/dinner included!), this coming season is sure to dazzle even the most devoted of drivers/riders.
Stay tuned for updates; ticket availability/pricing hasn’t been released yet, so we’ll be sure to let you know when that happens.
Have you ever been to The Quail? Give us your story (or opinion) below to get the conversation started, and as always – stay safe on the twisties.
Introduced earlier in the year is Yamaha Bicycles’ new and improved 2022 Wabash RT gravel bike ($4,199). This is a dual sport–style pedal-assist 700c wheel equipped electric bike from the Tuning Fork brand. This bike is designed for riders who want a road bike that they can ride on pavement and off-highway, on light-duty trails.
Editor’s note: We operated Yamaha’s ebikes during the 2022 Yamaha CrossCore RC and Wabash RT Review article and video. We’ve also reported on these ebikes in the 2022 Yamaha Wabash RT Electric Bicycle First Look.
It is powered by Yamaha’s proprietary PW generation electric motor. This motor is good for right around 59 lb.-ft. of torque. That’s more than gasoline-powered new motorcycles like Yamaha’s MT-07 and YZF-R7 duo.
The Wabash RT has the same series of modifications as its sister bike, the CrossCore RC (do-it-all, urban pedal-assist bicycle) which we tested during the 2022 Yamaha CrossCore RC MC Commute Review. This particular bike is endowed with a set of flared drop bars, oversize 700c Maxxis tires, and a handy dropper seat which also serves as a type of suspension. For example, say you traverse a big bump. The seat automatically gives a bit of suspension cushion.
For this test we operated a large (60cm) Wabash RT, which has added length in terms of its dropper post height versus size small (54cm) frames. For the majority of our test ride we rode in the Automatic power setting. This automatically adjusts the power level based on cadence, load, and terrain incline/decline. It removes the worry of being in the right power mode based on terrain or the environment you are operating in.
The neat thing about these Yamaha pedal-assist bicycles is that they are relatively affordable and easy to ride. You get to experience the thrill and excitement of cycling outdoors, but don’t have to be in top physical condition. You can still haul butt but without having to worry about your lungs exploding or leg muscles feeling like they are on fire. No doubt cycling purists could call you a weakling for operating this type of vehicle. Realistically, however, if you are a good cyclist, this bike will allow you to travel even farther.
In its lowest power setting, the RT has a range of right around 100 miles. The battery is charged via Yamaha’s proprietary charging adapter. It takes four hours to charge the battery from zero percent.
For this 2022 MY, Yamaha has fitted a larger 11-speed cassette (one speed up from the previous design). The awesome thing about this gravel bike is you can ride it in all sorts of terrain. The only caveat is you can’t really ride these things on super-gnarly terrain, because they don’t have the suspension travel nor the optimum wheel setup. But you can certainly ride off the beaten path and explore your neighborhood beyond where the pavement lies.
We certainly value the extra width and extra sidewall of these Maxxis tires. They’re almost like a trials motorcycle tire, which typically employs a gummy compound. The tread knobs are fine, like a fine-toothed comb. This affords surprising grip over loose, dry terrain. These shoes make precarious terrain more passable. We like how seamlessly it transitions on and off pavement.
In typical form, the Wabash RT employs more aggressive road-bike-style ergonomics. We like it because it keeps our back nice and straight, but still, it could be an unusual position for some. It also pedals nicely without a lot of mechanical drag through the cranks. Still, at 46.7 pounds (size large) it isn’t light. It isn’t nearly as heavy as the CrossCore RC, and it pedals well even with the power off in a straight line.
The Wabash RT has a top speed of 28 mph with pedal assist. Above that speed the vehicle operates like a traditional pedal bike. We recorded a 38 mph top speed. The hydraulic disc brakes do a marvelous job of shedding speed with pleasing lever feel.
If you couldn’t tell, we had a good time riding Yamaha Bicycles Wabash RT pedal-assist gravel bike. It’s the dual sport equivalent of a road bike. You can cover some serious mileage on or off-road, and see the sights and sounds of your town in a really fun way. It’s definitely a good addition to the garage for the avid powersport enthusiast.
2022 Yamaha Wabash RT Electric Bicycle Technical Specifications and Price
|Battery:||Yamaha lithium-ion 500Wh, 36V, 13.4Ah|
|Drive Unit:||Yamaha PWSeries ST 3-bolt mount|
|Shifter:||Shimano GRX 11-speed RX600|
|Rear Derailleur:||Shimano GRX RX812|
|Cassette:||Shimano 11- 42t 11-speed|
|Frame:||Hydroformed aluminum w/ integrated battery|
|Brakes:||Shimano GRX RX400 hydraulic|
|Rotors:||Shimano SMRT64, 180mm front/160mm rear|
|Weight:||46.7 lb. (large); 46.4 lb. (medium); 46.2 lb. (small)|
The 2022 MotoGP™ World Championship delivered some incredibly exciting moments, which our cameras were always on hand to capture. Here are ten of the best images from the year:
MotoGP™ made its debut at the Mandalika track in 2022 and returned to Indonesia’s stunning landscape after 25 years.
Aprilia Racing’s Aleix Espargaro calls his family back home in Spain after securing the first win of his Grand Prix career.
Brad Binder (Red Bull KTM Factory Racing) photographed from the famous tower in Austin. Spectacular!
The arrival of MotoGP™ in Europe led Remy Gardner’s RC16 to slide on the Algarve track.
A new session covered in water revealed a beautiful reflection of Pol Espargaro (Repsol Honda) on the back of his Honda in one of the puddles of water created on the circuit.
The public were not disappointed, but it was necessary to take shelter from the scorching heat.
MotoGP™ from another angle.
MotoGP™ from another angle.
Francesco Bagnaia (Ducati Lenovo Team) rewrote Ducati history with his poker victory.
With the world at his feet after securing the MotoGP ™ crown, Pecco melted into the arms of his partner, Domizia Castagnini.
Source: MotoGP.com – Read Full Article Here
The holidays are always crunch time for Santa Claus. Keen to ensure a merry Christmas to all kids, Santa traded his 2022 Indian FTR Carbon for a shiny new 2022 MT-10 SP in Liquid Metal/Raven. Santa rode Yamaha this season because his elves read and watched a couple of new motorcycle reviews on the base MT-10 naked bike from the official US press introduction this past summer.
Editor’s note: Get up to speed on the new MT-10 in the Is Yamaha’s 2022 MT-10 the Best Naked Bike in its Class? and 2022 Yamaha MT-10 Review articles and videos.
“Overall we like what Yamaha’s done with the ‘22 version of the MT-10,” read his elves aloud to Santa. “We like the styling, we like the R1-based electronics; it’s all a nice step up, especially for track riders,” the article continued.
“So would we pony up $13,999 for this bike? If we were looking for a high-end, liter-class naked, this would be on our shopping list.” This statement sealed the deal for Santa who knows the worth of a dollar.
Still, Santa also has caviar tastes—and Yamaha delivers with its MT-10 SP ($16,899). The SP adds semi-active Öhlins suspension, a painted chin fairing, stainless steel front brake lines, and black clutch and brake levers. The seat cover also features a suede-like material with off-white stitching and the swingarm is polished. Aesthetically, this adds up to a much more tasty MT. The chin fairing especially adds a touch of class and makes it more competitive against European naked bikes.
Twist the right grip and the MT-10 SP excites with its rambunctious powerband. Although this YZF-R1-sourced 998cc CP4-spec inline-four is a tad dated in terms of architecture (its last major overhaul was eight years ago, with subtle durability and ride-by-wire enhancements for the 2020 MY) this engine continues to impress.
Yamaha’s crossplane crankshaft-equipped engine affords a character like no other. At lower rpm, the engine behaves much like a sport V-twin, yet at higher revs, it retains the traditional character of an high-revving inline-four. This gives riders like Santa the best of both worlds. In the sound department, the speaker-like cutouts atop the 4.5-gallon fuel tank emit a rowdy raucousness that makes Santa want to twist the throttle harder.
Speaking of the throttle, another notable improvement that all 2022-and-up MT-10s benefit from is the fresh APSG (Accelerator Position Sensor with Grip) throttle mechanism. This affords more precise throttle response. Like the R1, the MT offers four levels of combined engine power and throttle response. The most aggressive setting (PWR 1) is our favorite. Slide, wheelie, and engine-brake control are all standard features.
But the real news is the fitment of gold Öhlins suspenders. This suspension transforms the SP’s ride quality. It transforms from mild to wild with a push of a button. Considering how many miles Santa needs to cover on his way to the Children’s Hospital of Orange County in Southern California, having a comfy steed is paramount. Santa also values the bright LED headlamps which did a fine job of illuminating the highway after dark. He did say that it would be nice if Yamaha incorporated cornering head beams on a future iteration.
However, of all the features the SP offers, he was most impressed with the function of the least aggressive A-3 suspension setting. This allows the SP to float over bumps and generally improves ride quality, especially on worn-out and broken pavement. Yet it offers pleasing road holding through tighter corners. As always, faster riders can select the A-2 or A-1 settings for a firmer ride, say for trackdays. Equally as pleasing was the firmer brake lever response courtesy of the metal brake lines.
With its powerful and character-rich engine, comfy sport chassis, and slightly sharper brake response, the SP is absolutely worth the $2,900 upcharge versus the standard model. With added refinement and greater attention to detail in the styling department, the MT-10 SP can certainly compete with the finest liter-and-above class naked bikes from Europe.
Helmet: Arai Signet-X
Jacket: Santa Claus Suit
Pant: Santa Claus Suit
Gloves: Racer Guide
Boots: Santa Claus Suit
2022 Yamaha MT-10 SP Technical Specifications and Price
|ENGINE||998cc, DOHC, liquid-cooled, inline 4-cylinder; 16 valves|
|BORE x STROKE||79.0 x 50.9mm|
|FUEL DELIVERY||Fuel injection, ride-by-wire|
|CLUTCH||Wet, multiplate slipper/assist|
|FRONT SUSPENSION||43mm Öhlins, fully adjustable; 4.7 in. travel|
|REAR SUSPENSION||Öhlins, fully adjustable; 4.7 in. travel|
|FRONT BRAKES||Radial-mounted Advics 4-piston calipers, dual 320mm discs w/ ABS|
|REAR BRAKE||Nissin 1-piston Nissin caliper, 220mm disc w/ ABS|
|WHEELS, FRONT/REAR||Alloy 5 spoke; 17 x 3.5 in. / 17 x 6.0 in.|
|TIRES, FRONT/REAR||Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17|
|SEAT HEIGHT||32.9 in.|
|FUEL CAPACITY||4.5 gal.|
|CLAIMED CURB WEIGHT||472 lb.|
|WARRANTY||12 months, limited|
Kawasaki’s just added to their Adidas partnership range – and this season, it’s a sweet set of silver-and-green trainers to add to the daily ‘drobe.
Since 1984, Adidas has challenged the footwear industry with competitive (often underrated) sneaks; now, we’re given a silver unit with pops of lime green, reflective accouterments, and a straight-shaped mudguard. (via Adidas)
The sneaker’s BOOST cushioning sports recycled materials, adding a synthetic upper, textile lining, and rubber outsole for an overall future-driven theme.
Expect the 2022 ADIDAS ZX22 KAWASAKI sneakers to come in sizes 3.5-14 (depending on availability) for an MSRP of $200 USD and the following list of perks:
Are these ZX22’s your style of sneak?
Let us know in the comments below; Be sure to also stay up-to-date on the best of the latest by subscribing to our newsletter, drop a commune below letting us know what you think, and as always – stay safe on the twisties.
Riders looking for a bike with sportbike styling and handling but an extra dose of practicality will be interested in the CBR650R. An inline-four engine offers more performance than comparable middleweight twins, and it’s hard to argue with the build quality of a Honda.
The CBR650F hit US shores in 2014 and served as Honda’s bridge between the beginner-friendly CBR500R and the track-oriented CBR600RR. The bike was renamed the CBR650R in 2019, after receiving ground-up revisions and upgrades. That was soon followed up by a move to Showa’s Separate Function Fork Big Piston (SFF-BP), new cams and intake timing, revised bodywork, revised exhaust, and improved emissions in 2021.
The CBR650R is a fully faired variant of Honda’s CB650R naked bike and draws inspiration from the supersport realm with styling cues from the CBR1000RR. Consider this an easy-to-live-with commuter that simultaneously dishes out decent power (for the category) and handles well when it’s time to hit the canyons.
Updates for 2022
Honda revised the CBR650R in 2019 and 2021, and therefore left the 2022 model untouched. There was, however, a $100 price increase. Matte Black Metallic returns as the main color; keen eyes will notice the striping has changed colors though.
Pricing and Variants
The 2022 Honda CBR650R is available in just the one trim, with an MSRP of $9,799. Keep in mind that Honda does offer the CB650R naked bike with similar hardware, but a different look and feel for those not drawn to the CBR’s sportbike styling.
There’s no shortage of mid-displacement sportbikes on the market today, and each offers a little something different. Engine configurations, hardware, and intended use all vary in this space, meaning there’s something for everyone.
The CBR’s biggest competitor is the Kawasaki Ninja 650 ($7,999), but the naked Suzuki SV650 ($7,399) should also be considered. Want something a little more track oriented? Yamaha has the YZF-R7 ($9,199), while Aprilia offers the RS 660 ($11,399).
Powertrain: Engine, Transmission, and Performance
The CBR650R shares an inline-four engine with its naked cousin, the CB650R. Balancing performance and rideability, the powerplant has a throaty intake sound as it spools up to its peak 80.1 hp and 41.73 lb.-ft. of torque (both of which were measured on our in-house dyno). There aren’t any power modes, but that’s okay as the engine delivers ample power up top, while being docile enough in the lower revs and feeling very flexible.
The slip-assist, cable-actuated clutch is claimed to lighten clutch operation by 12 percent compared to pre-2019 models, making managing the clutch easy and less tiring. Although the gearbox is easy to work, we did find that the six-speed transmission occasionally slipped into neutral when shifting between first and second gear at high rpm. There’s no ride-by-wire throttle, but the throttle is well calibrated.
This is an overall easy motorcycle to ride, thanks to the smooth fueling, light clutch, and decent power.
Honda switched from the Showa SFF fork to SFF-BP fork in 2021. The suspension provides a firm and sporty ride, with great front-end feel. A caveat to this is that the fork can feel a bit jarring when coming across larger sharp-edged bumps. Obviously Honda still wanted to pump some sportbike DNA into this bike.
The Showa shock is refined and composed and works well when compared to other non-linkage setups.
The steel diamond frame utilizes pressed swingarm pivot plates and twin elliptical spars tuned to be stiffer around the headstock and more flexible in the spar sections for balanced handling and feedback, says Honda. The CBR’s rider triangle also puts the rider in a commanding position that makes it great for flicking the bike through corners. The CBR is ready to play when you are.
Radial-mount four-piston Nissin calipers bite onto a pair of 310mm floating discs up front. This setup is complemented by a Nissin single-piston caliper and 240mm disc out back. ABS is standard at both ends, but cannot be disabled. The lever and pedal provide easy-to-understand communication and there’s adequate bite at the discs for street use.
Fuel Economy and Real-World MPG
In testing, the CBR650R returned an average of 39.5 mpg.
Ergonomics: Comfort and Utility
Clip-on handlebars are mounted beneath the top triple clamp but rise up for a more relaxed riding position when compared to a true supersport.
Unlike its naked sibling, the CB650R, the CBR is equipped with a full fairing and windscreen for deflecting wind from the rider. The windscreen could be a tad taller for better wind protection, but that’s nothing the taller windscreen in the Honda OE accessory catalog won’t fix. Both the rider and passenger seats are wide and well padded for all-day comfort. Seat height is 31.9 inches.
Electronics are limited to ABS and Honda Selectable Torque Control (HSTC).
HSTC can be turned off with the handlebar-mounted switch. And while it’s unlikely you’ll push the CBR hard enough to put the system through its paces (this is a city-oriented bike after all), it’s nice to have the extra level of safety.
Dual LED headlights and an LCD dash are standard equipment.
Warranty and Maintenance Coverage
Honda offers a one-year, unlimited-mileage warranty for the CBR. Coverage can be extended with the HondaCare Protection Plan.
The CBR has sharp, angular bodywork that contributes to its polished appearance. And while assembled in Thailand, the CBR650R lives up to the high standards of the Japanese manufacturer.
2022 Honda CBR650R Claimed Specs
|Engine:||649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl.|
|Bore x Stroke:||67.0 x 46.0mm|
|Fuel Delivery:||PGM-FI fuel injection w/ 32mm throttle bodies|
|Clutch:||Wet, multiplate slipper/assist|
|Engine Management/Ignition:||Full transistorized|
|Front Suspension:||41mm Showa SFF-BP fork; 4.3 in. travel|
|Rear Suspension:||Showa shock, preload adjustable; 5.0 in. travel|
|Front Brake:||Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS|
|Rear Brake:||1-piston caliper, 240mm disc w/ ABS|
|Wheels, Front/Rear:||Y-spoke aluminum, 17 in. / 17 in.|
|Tires, Front/Rear:||120/70-17 / 180/55-17|
|Ground Clearance:||5.2 in.|
|Seat Height:||31.9 in.|
|Fuel Capacity:||4.1 gal. (0.8 gal. reserve)|
|Claimed Wet Weight:||456 lb.|