Honda CB300R Road Test and Review

Test and Review

The revised CB300R is now domestically built in BS6 form.

The Honda CB300R was only on the market for a short time in India before being phased out due to BS6 rules. It became one of the nicest motorcycles available at the time, despite the fact that few people bought it. That’s because the CB300R was sold as a CKD motorbike in the United States, which meant it was extremely expensive. Honda has now relaunched a BS6 version, which is made in the United Kingdom.

Even better, it receives several minor but significant improvements over the previous model.


At first glance, the only difference appears to be the paint job, with the CB now sporting two new color schemes. However, if you look closely, you’ll notice that the exhaust muffler is a little different, and the bike now has a golden USD fork. The LCD display is identical in appearance, but it now includes a gear position indicator. That’s especially useful on this bike, because the gearing is so short that even in city traffic, you’ll easily find yourself in the top three gears.

Honda CB300R

Honda, as before, has positioned the horn switch where the indicator button should be, and this will be a constant cause of annoyance. Fortunately, the bike now has a side stand down engine kill option, something we didn’t have on the previous model.

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The 286cc four-valve liquid-cooled engine architecture remains unchanged, however it is now BS6 compliant. Power has increased by 0.6 horsepower to 31.1 horsepower, albeit it is now produced at 9,000rpm, which is 1,500rpm higher.

Honda CB300R

The peak torque hasn’t changed, but the bike’s 6-speed gearbox now includes a slip-assist clutch. We’ve also noticed that the bike has a new sound, with a deeper, more brappy note coming from the large exhaust.

With its relatively light clutch and rapid acceleration, the tiny CB is a great blast in the city. However, because of its incredibly short gearing, it may also be tranquil and relaxing because you can ride around at pleasant moderate speeds in higher gears. The fuel economy is also fairly good, and our city and highway readings were very close to each other, which is likely due to the short gearing.

This bike punches much above its weight when it comes to pure performance. The acceleration from 6,000 to 9,000 rpm is shockingly quick, and this bike is faster than most people imagine. The top speed is expected to be around 150 kilometers per hour, but the true thrill is in the acceleration. In our testing, the CB went from 0 to 100 in just 6.6 seconds, which is far faster than any other bike with comparable power.

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The weight is the key to the Honda’s enjoyable performance and incredibly nimble nature. It’s 1kg less than before, weighing 146kg, making it identical to a TVS Apache RTR 160 4V. To put things in perspective, the latest generation KTM 250 Duke weighs in at well over 160kg unfueled. That implies this bike is about 30 kilograms lighter, which is amazing.

Honda CB300R

Despite the fact that this is a little bike, Honda has done an excellent job with rider ergonomics. Short riders will love the 801mm seat height, while tall riders will appreciate the roomy seat and sporty but not overly tight foot peg position.

The international standard is The CB receives a new Showa Separate Function Big Piston upside down fork, however Endurance makes the fork for the Indian model. That doesn’t sound very fancy, but the suspension on this bike is actually very well adjusted between sportiness and comfort. The bike has a hard damping feel to it, but it also handles bumpy roads nicely, and the entire set-up felt quite appropriate for the bike’s intended purpose. The tyres are a similar scenario, with MRF tyres replacing the Michelins on the BS4 model. However, those were Michelin Pilot Streets, which are a subpar tyre, and the MRFs are just as good, if not better.

Overall, the handling is classic Honda: light, smooth, and neutral. It bends with assurance, and despite the bike’s small weight, its high-speed handling is rather steady and predictable. The brakes are a Nissin setup similar to the BS4 model, and while they function admirably overall, they could need a little more early bite. The bike is equipped with a dual channel ABS system that employs an IMU (inertial measurement unit) for more precise performance.

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Now that the CB300R has a lot more localized content, you’d think it would cost the same, if not less, as the BS4 model. Honda, on the other hand, appears to have followed the same overpriced road as the CB500X and Fireblade. It costs somewhat more than the TVS Apache RR 310 and the BMW G 310 R, but only about Rs 10,000 less than the Royal Enfield Interceptor 650 and the KTM 390 Duke, ex-showroom.

Honda CB3000R

As a result, our current conclusion will be similar to that of three years ago. This is a very good motorbike, and I believe many people will find it to be more enjoyable than its competitors. However, you must be willing to pay an astronomically high price for it. The one ray of optimism is that Honda has recently addressed some of its larger bike’s exorbitant price, and maybe this will happen here as well.

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