Honda CB300F
Honda CB300F is the latest motorcycle from Honda. It will only be available at BigWing sites.
The lower middleweight market (250-500cc) is one of the fastest growing in India right now, but despite its size, Honda has yet to carve out a piece of this juicy pie for itself. The H’ness CB350 was billed as the bike to challenge RE’s hegemony in this segment, but it was never able to fully deliver on that promise due to its exclusivity to Honda’s premium BigWing showrooms. And, as good as the CB300R is, it’s simply priced too low in comparison to more capable competition to be successful. To launch a new assault on the segment, the Japanese behemoth has unveiled a new motorcycle that appears to be attempting to address the CB300R’s primary flaw. The CB300F is a naked streetfighter like its sibling, but it takes a simpler approach, and as a result, it costs Rs 62,000 less than the CB300R.
Honda CB300F: engine and performance
However, when compared to the other numbers for this bike, the Rs 2.26 lakh price tag (Rs 2.29 lakh if you want the Pro variant with Bluetooth connectivity) for the CB300F appears to be quite steep. The F’s engine is slightly larger than the R’s at 293cc, but it has a simpler construction – SOHC architecture as opposed to DOHC, and air- and oil-cooling as opposed to liquid-cooling.
That explains its lack of power and torque. Unfortunately, the CB300F is not only less powerful than its sibling, but also less powerful than its external competition. With 24.5hp, the CB is outperformed by even smaller 250cc machines such as the Suzuki Gixxer 250 (26.5hp) and KTM 250 Duke (29.91hp). The output of this CB is identical to that of the Bajaj Pulsar 250. And when compared to a direct competitor – a 300cc streetfighter like the BMW G 310 R – the difference is a whopping 10hp!
However, it is worth noting that the Honda produces its peak power and torque much lower in the rev range than most competitors. And you can feel it when you board. The CB’s torque figure of 25.6Nm is more respectable in the company it keeps, and the engine’s bottom and mid-range pull is pleasing. This should make the motor suitable for navigating city traffic, and the light clutch also helps. However, overall engine performance falls short of what you’d want and expect at this price and displacement level, and it certainly doesn’t sustain into the final third of the tachometer, where this CB starts to lose steam.
Of course, motorcycles are about more than just power and acceleration. However, given all of Honda’s marketing for the CB300F, which includes phrases like “formidable,” “furious,” and “fast,” the engine’s performance falls short of expectations.
After reviewing the spec sheet, the hope was that the modest output figures would pave the way for other strengths such as tractability and refinement, which are traditional Honda hallmarks. However, once we were on the road, these expectations were not met. The engine is quite tractable, but when it comes to refinement, it does the badge on the tank with no favours. There is a slight buzz at most touch points and throughout the rev range. However, once the engine speed exceeds 5500rpm, the vibrations become very noticeable and maintaining these engine speeds almost feels unkind to the motor.
This is an issue when cruising on the highway because even in 6th gear (a rather tall ratio), you can only go as fast as 90kph before the vibrations appear. By 100kph, you can feel the buzz throughout the bike, and by 110kph, everything feels very buzzy and busy. It doesn’t help that the engine is starting to run out of gas by this point, and I doubt you’ll be able to go much faster than 130kph on flat ground. This engine feels best at city speeds, but that’s hardly the ideal application for what’s bille as a sporty 300cc streetfighter.
Honda CB300F: ride and handling
One of the few areas where this bike lived up to its billing was handling. The components are excellent, with a Showa USD fork, a preload-adjustable mono-shock, and chunky radial tyres on both ends. The CB300F proved to be a natural handler once the polish was remove from the rubber, with reasonably quick steering and good grip from the MRF Revz tyres even in the wet. Only at high lean angles does the bike start to feel twitchy as you approach the limit. The CB appears to be quite light and manageable for everyday use, with a light 153kg kerb weight and a very accessible 789mm seat height, both of which make it ideal for shuffling through the city.
However, the same suspension that contributed to the excellent handling does not perform as well in terms of ride quality. With two heavy occupants on board, the bike squishes quite easily when pressed down at a standstill, and the majority of the travel is lost to sag. Despite this, it doesn’t do a good job of absorbing bumps, and it’s certainly not plush. It’s not harsh or jarring, but anything more than minor bumps is definitely transmitting to you, even if the suspension helps to smooth them out to some extent.
When it comes to comfort, this bike excels in the seating department. We only had a short time in the saddle, so a better understanding of long-distance comfort will have to wait, but first impressions are positive. You sit nicely and upright – there isn’t much of a downward reach to the high-positioned handlebars, and your upper body is quite erect – but the foot pegs are a little rear set, which adds a sporty element to the overall position. The seat is quite spacious, and, more importantly, this bike feels noticeably larger and more accommodating than the CB300R, which appears to be a much more taut and compact motorcycle.
Unfortunately, the brakes don’t live up to the promise of sportiness either – stopping power is adequate but not exceptional. The bigger issue, however, is that the lever’s feel is quite spongy, robbing you of confidence.
Honda CB300F: design and features
The CB300F‘s sportiness is undeniable when it comes to its appearance, as this is a very attractive and aggressive design. Elements like the low-slung headlight, the golden upside-down fork, and the sharp, intricate, ‘floating’ tank extensions give it a premium look as well as an intentional stance.
The rear of the motorcycle isn’t quite as dramatic; the step between the seats is gentle, and the tail section isn’t particularly steeply rake, but the stubby exhaust can and sleep tail give the bike a nice, clean appearance. At the end of the day, as appealing as this design is, there is no escaping the fact that it resembles a Hornet 2.0 with chunkier tyres, save for a few details like the tail-lamp.
It does, however, have more features than a Hornet. The top variant’s all-digital LCD instrument cluster includes Bluetooth (the only difference between the two models), and Honda also includes all-LED lighting, a type-C USB charger, an assist-and-slipper clutch, dual-channel ABS, and traction control. Although the latter’s worth is debatable, given the performance levels on offer here, it’s still a useful safety feature to have.
Honda CB300F: verdict
If Honda had hit its usual mark when it comes to engine refinement, the CB300F would have made a good motorcycle for someone who isn’t looking for the sportiest experience in the middleweight segment. It has a lot of advantages, including great road presence, comfortable seating, and the fact that it’s light and easy to ride. It could have been a good big-city bike with a smooth engine. However, when you consider the price and where it stands in comparison to its competitors, this motorcycle appears to be a letdown.
Suzuki offers a great all-rounder in the form of the Gixxer 250 for nearly Rs 45,000 less, which feels equally quick but much smoother. If you want a true premium streetfighter experience, the KTM 250 Duke is only Rs 11,000 more, and you could even get something like the BMW G 310 R for less than Rs 40,000 more. The CB300F will be sale exclusively through Honda’s BigWing network, and while only a longer ride will give us a full picture of this bike, our initial impressions suggest that those 100-odd dealerships across the country will have a tough sell on their hands.
