There’s something poetic about testing a machine like the Honda CB650R where the air thins, the winds howl, and the road clings to a barren stretch of sky , Khardung La. Sitting at over 18,000 feet, this Himalayan mountain pass is unforgiving and glorious, much like what I expected the new 2024 CB650R to be. Spoiler: it did not disappoint.
Powered by a 95-horsepower engine
As I fired up the engine early in the morning, the four-cylinder hum cut clean through the freezing silence. The redesigned CB650R still runs the liquid-cooled, inline-four 649 cc motor, but now with subtle tweaks in valve timing and a more efficient ram-air system. These tweaks aren’t on the spec sheet for bragging rights , they translate directly into feel. In low RPMs, this engine feels less hesitant than before. In Leh’s narrow lanes and the twisties that climb out of the valley, I could comfortably leave it in a higher gear and glide along with smooth torque delivery. But as we climbed towards the pass, the real show began. Past 6,000 rpm, it howled. The way the revs built beyond 9,500 rpm made me forget the oxygen-starved reality around us. The bike pulled harder than expected for a naturally aspirated midweight. Rated at 95 hp and 63 Nm, the CB650R doesn’t overwhelm you with brute force. Instead, it delivers power progressively and rewards you when you wring it out. And wring it out I did. While overtaking sluggish trucks crawling up the pass, I let it sing in third gear , it was smooth, fast, and had an addictive growl that echoed off the cliffs. Despite Khardung La’s high altitude robbing most engines of their edge, the CB’s power delivery felt consistent. I wouldn’t call it unaffected , no engine truly is , but it never felt sluggish. That’s a testament to both the excellent fuel mapping and engine tuning. Fuel consumption hovered around 5.1L/100 km during our test , just a tick above Honda’s claim. With a 15.4-liter tank, we had just about enough to reach Nubra without needing to look for jerry cans.
Successful display
A little below South Pullu, we stopped to take in the view , jagged peaks, glacier-fed rivulets, and silence. This gave me time to play around with the new 5-inch TFT display. First, it’s bright , no struggles under the harsh Himalayan sun. The menu layout is intuitive, with three viewing modes and the option of a white or black background. I used the black mode most of the ride , it looked premium and reduced eye strain. More importantly, I paired it with the Honda RoadSync app on my phone. Within minutes, I had call and music access on my helmet intercom, and basic navigation showed up as arrows on the screen. It’s no Google Maps, but on these roads, even simple turn cues help when you’re watching for black ice. The display also gives access to the e-clutch settings. The new CB650R is among the first Hondas to feature this system. In Leh town, where traffic could be unpredictable, I simply let the bike roll forward without touching the clutch lever once. No stalling. No wrist strain. Just twist and go, even in gear. You still shift with your foot, but the system engages and disengages the clutch automatically. Want to use the clutch like a traditional bike? You can. But honestly, after using the e-clutch on hairpins and gravel patches, I didn’t feel the need. Downshifts were smooth and clean. It outperforms most quickshifters I’ve tried , and all without the abruptness. The entire system only adds 2 kilos of weight, which is negligible when the benefit is this massive. For €400 extra, it’s one of the best upgrades Honda could’ve offered.
Honda CB650R: Technical data, price
| Manufacturer information | Specifications |
| Motor | 4 cylinder, in-line engine, 649 cc displacement, 70.0 kW at 12000 rpm, max. torque 63.0 at 9500 rpm, 4 valves/cylinder, PGM-FI injection system, liquid cooling |
| Assistance systems | Models are also offered with 35 kW |
| chassis | Bridge frame/steel; 41 mm upside-down telescopic fork, 108 mm travel; double-sided swing arm at the rear, 128 mm travel; |
| Mass | Unladen weight approx. 205 kg, gross vehicle weight 371 kg; length/width/height 2130 / 780 / 1075 mm, seat height 810 mm; fuel tank capacity 15.4 l |
| Brakes | individually operated, front disc, 310 mm, rear disc, 240 mm |
| Performance / Consumption | Top speed approx. 195 km/h, 4.9 l/100 km |
| Price | 8800 euros |
Conclusion
The 2024 Honda CB650R isn’t revolutionary , it didn’t need to be. What it is, however, is refined, sharp, and beautifully engineered. The updates , especially the e-clutch and low-end engine tweaks , make this already popular platform more usable and more enjoyable, even in conditions far removed from the average Sunday ride. At Khardung La, I found the CB650R to be a balance of many things. It has the easy comfort of a middleweight but can deliver sportbike excitement when the throttle is pinned. Its handling is predictable, flickable, and solid through corners, even when the tarmac disappears and turns into loose gravel and snow melt. The ergonomics are upright but not lazy. You feel engaged, yet never strained. The build quality? Classic Honda. Not a rattle or misaligned panel to be found, even after the brutal elevation, freezing temps, and washboard surfaces. At just under €9,800, it’s a brilliant value proposition , especially with the e-clutch. And for A2 license holders, the 48 hp version means you’re not missing out on the experience. This isn’t a bike for spec-sheet warriors or quarter-mile draggers. This is for riders who want to ride , truly ride , from the plains to the world’s highest roads, and feel connected to the machine every single kilometer of the way. From Leh to Khardung La and beyond, the CB650R didn’t just pass the test. It made me fall in love with the inline-four all over again.
