Honda’s 2019 CB300R Looks Right And Is Lighter Than Ever

Massive model updates aren't unusual for high-dollar bikes like Ducati's Panigale V4 or the Harley-Davidson Fat Bob, but the wheels-up update Honda applied to the CB300F to make the 2019 CB300R was a big surprise. This entry level bike is majorly revised with a new frame, new style, and a much lower curb weight. And it's better in almost every way.

What's new for '19? Most obviously, the look! The outgoing 2018 CB300F had a bit of futuristic Transformers appearance, but this new CB is a beautifully modern interpretation of the classic cafe racer. The CB is modeled after last year's neo-classic CB1000R, with the same round LED headlight, chiseled tank shape, radiator shrouds, muffler style, and tapered café-racer tail. It's a sharp-looking bike that captures the past and the future in the same way Husqvarna's Vitpilen 701 does, and the fit and finish are really top notch.

Other than the appearance, the most noticeable difference between the 2018 CB300F and the new CB300R is the riding position. A flatter, firmer seat sits 31.5 inches off the deck, 0.8 inches higher than before. At the same time the wider, tapered-aluminum handlebar feels like it’s both lower and closer to the seat. In back-to-back rides I preferred the new bike with its higher seat and added legroom, though the saddle started to feel boardlike after an hour.

The view from the saddle is different too, thanks to a new dash that has a bunch of added features like a temp gauge, adjustable shift light, and current/average MPG. There’s no gear-position indicator (a feature I think every bike should have), which is a shame because it would have been a useful reminder to stop trying to shift into a non-existent seventh gear while riding down the highway.

One of the few recycled parts on the CB300R is the engine, which is the same 286cc single we first saw in the 2015 CBR300R. It's not the most powerful motor in the entry level class, but it's got good torque and a wonderfully smooth gearbox and clutch. Off-the-line acceleration is fast enough for city riding and the bike feels smooth and quick up to about 60 mph, but above that the motor gets winded. Top speed is about 90 mph, and cruising down the freeway at 70 mph puts about 8,000 rpm on the tachometer and sends some vibes through the seat and grips, hence the constant attempts to upshift.

That experience is familiar from the CB300F. What’s also familiar is the handling and ride quality. There’s a new stout-looking 41mm inverted fork in place of the old 37mm legs plus a linkageless lay-down shock out back, and while the parts are new they provide the same old ride quality. Which is to say it’s fantastic. The springs are on the softer side but well damped, so the bike doesn’t pitch excessively while accelerating or braking, doesn’t wallow while cornering quickly, and absorbs bumps very well without bouncing. We’ve always loved how balanced and nimble this platform feels, even when pushed hard by an experienced rider, and those characteristics are carried forward in the CB300R.

Another thing we’ve always loved about the CBR/CB family is the brakes. In a class full of spongy levers and so-so stopping power, the little Honda always stopped with more precision and authority. And while the CB300R now has a big, four-piston, radial-mount caliper, the front brake has lost the feel and braking force we admired. It still works well enough, but a hard squeeze will bring the lever back to the grip. I blame it on the master cylinder, which was sized somewhat aggressively for the previous two-piston caliper but probably doesn’t move enough fluid for this bigger caliper. I’d be curious to see if a master cylinder with a larger piston diameter would bring some feel and braking force to the arrangement.

That one fly in this otherwise excellent ointment isn’t that big a deal, especially when there are so many other benefits and improvements mixed in. The LED lighting is brighter and looks great, the dash has more features, the bodywork is rad, and did I mention the bike lost a claimed 35 pounds? That’s not a typo—Honda says this new CB300R has a curb weight of just 313 pounds., which is nearly 10 percent less than the CB300F. Sure, it has a slightly smaller 2.7-gallon tank, but that only accounts for about four pounds. To slim the CB300R down Honda revised big items like the frame, wheels, and swingarm, but they even went so far as to utilize hollow axles to reduce unsprung weight. Nice work guys! That ultralight curb weight is going to make the bike handle better, accelerate harder, and generally be easier to manage whether you’re riding or just moving the bike around in the garage. In fact, it’s good for just about everything except riding in a cross wind.

If you’re expecting all these improvements to come with a major price spike, you can relax. Yes, the CB300R’s $4,649 price ($4,949 with ABS, which now features an IMU to add pitch-induced intervention in addition to skid-activated brake pulsing) is a few hundred more than the outgoing bike’s, but boy are you getting a lot of goodies for that additional $300. If this bike interests you and is in your budget, go give it a closer look at your local dealership. Because with an update this massive, there’s a lot to look at.

TECH SPEC