Honda CBR 150R review

It might be smaller and less powerful than the CBR 250R, but is it also less fun to ride? We spend extensive hours riding the new CBR 150R to find out

It might be the smaller of the two in size, engine capacity, price and positioning, but one thing is for sure - it certainly has a better exhaust note, particularly at idle. We are talking about the new Honda CBR 150R, and of course being compared with it, is the older, bigger, more powerful and expensive -  CBR 250R. In terms of looks though, these are almost identical.

However, the 150R isn’t here as an alternative to the latter at a lesser price; it is here specifically to take on the Yamaha R15 and the more recent KTM Duke 200. Being a clone of the bigger CBR, it does tick the right boxes in terms of visual appeal, so much so that its full fairing, chunky tyres and overall mass lead you to believe this one must displace more cc-s than just 150.
Once you mount the motorcycle though, it’s instantly clear that the 150R is smaller and narrower than the 250R in dimensions, but still larger than say the Duke. The look and feel though is identical to the larger CBR – the clocks, the tank shape and even the riding position is similar. The quality though is surely better on the 150, even though we were disappointed by the switchgear which is more like what you get on cheaper, more commuter-centric Honda bikes.
To really appreciate the 150R, however, one must ride it. Its seating ergonomics is less demanding to start with; it’s still sporty, but one sits more upright asking less from the back and the rearsets positioning don’t threaten to tear your calf muscles either. Moreover, the seats aren’t overtly hard and the handlebar is anything but a stretch to reach; if at all, it’s just a tad narrow.
What we would have liked though, is a more refined engine. This single cylinder, liquid cooled and fuel injected engine starts off well from idle but the moment it hits the 6,000rpm mark, vibrations begin to creep in. The harder you push from then on, the coarser the engine sounds. It’s an engine that packs in all the fun right at the top of the rpm band, but it lacks that free-revving nature that makes you want to exploit this high-strung characteristic of the engine.
There’s however a clear step-up in performance past the 8,000rpm mark and the pull continues till the engine hits its redline at 11,500rpm, but to enjoy this performance you must tell yourself that it’s ok to wring the life off this engine even though it’s not too willing. The shift quality of the 6-speed gearbox doesn’t impress much either; it’s not slick, doesn’t have well-weighted shifts and is notchy. Moreover, it can leave you hanging without a drive at the most crucial time.
The 150R’s forte though is its dynamics and it’s surprising given our experience with the 250R. The latter is, after all, the mushiest 250cc on sale in India. The younger CBR though is exceedingly good. It’s light, precise and extremely communicative. You can place the 150R in a corner where you want it, how you want it and when you want it. There’s so much feedback from the chassis and particularly from the tyres that you can carry a lot more speed around a bend without scaring yourself or even noticing it, for that matter. The braking too is outstanding – there’s less bite initially, but when it comes in, it comes it hard and with so much feel and linear progression, you get on the brakes hard and hold it knowing exactly what the front tyre is doing.

Ideally, I would have loved the combination of the 150R’s dynamic ability married to the performance prowess of the 250R’s engine. Sadly that’s not going to happen in a hurry. But, even with the 150cc powerplant, the 150R is a joy to ride especially if you love tackling corners; you’d always come out the other side with a wide, satisfied grin. What’s more, in the orange and white paint scheme, it looks good too and draws a lot of eyeballs on the roads. Wish it were priced a tad lower though.

Courtesy: www.autobild.in