Our Guide to Choosing and Road Testing a Motorbike.

650 MIDDLEWEIGHT

Looking at the CB650R, it’s a middleweight bike that is A2 licence ready and comes as standard with ABS, torque control options (on/off) and things like a slipper clutch but what would should someone be looking at when testing this sort of a bike?

Well, this is clearly very different to a scooter because you’re introducing a gearbox, a clutch and of course the switch of position of the rear brake, so something like a 650 with its inline four, it has a great deal of character through the engine so it’s important to get used to that when you’re moving away from a scooter and onto a bigger machine.

Whether you’re stepping up from a smaller capacity machine onto something like this, with 94bhp – which is plenty for such a lightweight machine – what’s also quite good is that you don’t have too many options, the handlebars aren’t packed so you can concentrate on getting the most out of your ride. If you’re stepping down then you might be used to a similar amount of power although from a heavier machine which would offer a different ride and distribution of weight. So, if you’re certainly if you’re going to test ride it, just make sure you’re comfortable with the amount of power that it’s got

It’s still fairly lightweight so it’s still got the agility with its dynamic chassis plus a great sound and big revs so there’s a lot going for it as an entertaining motorcycle whether you’re riding through the twisting roads on a Sunday or going through town, there’s a lot of practicality with a 650.

What’s also worth noting is that coming away from a scooter and onto a bigger bike, it’s about becoming familiar with the riding position and making sure you’re comfortable with it. It’s all very well looking at a seat height on a spec panel and thinking ‘oh yeah, I can fit on that, no problem’ but that comfort depends on how your legs are splayed, where the foot pegs are, if you have any problems with your knees, or legs. Then there’s the reach to the ‘bars and making sure all the controls are comfortable to access.

There’s plenty of practicality on this bike too. It might be a naked bike with little weather protection, but the seat is big enough for either a passenger or a piece of luggage, and the exhaust is low which helps if you’d like to add panniers for a bit of touring.

There are several key features on this bike that wouldn’t be on a scooter – switchable torque control, a slipper clutch, adjustable suspension and ABS, for example. What’s great about this bike is that it’s very easy to understand so it won’t take long to get used to it.

It’s also relevant for those who have been on a bigger bike and are looking to downsize although the test ride is important to get familiar with handling and how the weight affects braking and acceleration reactions. With it being lighter in weight than most larger capacity bikes, you can brake later and accelerate quicker. So, it’s important to understand the mechanical differences as well as the chassis dynamics such as your field of vision because you’re sitting taller than on a scooter. Plus, think about where the centre of gravity is for manoeuvrability and how the bike reacts to your inputs.

ON THE BIKE – CB650R

There’s a lot of things you can learn on a test ride and my advice is to head to roads you’re already familiar with so there’s nothing too abnormal. If you know the roads already then you don’t have to worry about what’s ahead and you can then concentrate on learning about the bike. When you’re first on the bike you should be able to judge how it feels. For example, if you’re going to use this bike for the weekend blasts then has it got the leg room? Has it got the ground clearance? Is it comfortable? Are you wearing the same clothes that you would normally on a ride – are your jeans flapping about, do you have enough weather protection? If you’re going to be spending the money then you need to make sure that every time you open that garage door you want to be thinking “yes!” and feeling proud.

If the motorway is where you’ll be spending most of the time then test the lack of weather protection on your test ride – the last thing you want is to have completed the purchase then head to the nearest A road and start doing 60-70mph and feeling like your head’s going to fall off.

There are plenty of other considerations during a test ride. Always try and get the most out of it as you can, negotiate with your dealer because I’m sure they’ll let you out for a little bit longer if you need it. Or, if you’ve not got everything you need out of one ride then you can always go back again – perhaps it was too hot, cold, wet, or you forgot to ride it on a motorway which is where you’ll do most of your miles. Don’t make it a rushed decision. 

That said, it’s worth taking into consideration the financial commitment and while it’s not like you’re laying out for a ‘forever home’, because you can always p/ex it or sell the bike, double check the bike isn’t hoovering through fuel. For example, if your commute is 50 miles each way and the tank will only hold 100 miles worth of fuel then filling up daily will be annoying and expensive. So, before that test ride re-set the gauges so you can see the mpg according to your type and style of riding. It’ll also help to see how the instrument panel works.

You’ve always got to go to your dealership with the mind-set of ‘how am I going to use this bike?’ What am I going to be using it for and how do I maximise that during a test ride? If its short, low speed journey’s through towns with a bit of filtering then how is that low-speed rpm and throttle connection up through the rev range? How does the gearbox feel? Is it a light enough clutch? Are all these things going to make you happy? You don’t ever want to be in a position where you regret riding or are too busy concentrating on the things that you’re not comfortable with and not on the road ahead.

On a bike like this you don’t have too much to worry about in terms of riding modes, traction control or, heated grips. None of those buttons exist on this particular model which makes it a lot easier to understand the controls and become familiar with the layout of the handlebars. It’s not necessarily about the seating position in terms of where your weight is on the bike, or whether you sit up tall on the bike, how’s your lower back? Are your legs cramped? How about reaching forwards – are the handlebars too far forward, or are the grips too far apart? If you’re planning to put the miles in then you need to make sure you’re fully comfortable on a relatively short test journey.

And if you’re after performance on a bike like this then again, make sure you test it, but build it up slowly, let the tyres warm up. Don’t be aiming to get your knee down at the first corner out of the dealership!

ON THE BIKE – AFRICA TWIN

Getting on it is the first issue to combat. It’s not necessarily about the seat height, which is adjustable, but consider how wide your legs are splayed when on the bike, particularly with the foot pegs in the positions that they are. You need to be confident in being able to handle the weight, when riding but also when moving the bike at low or no speed in a car park, at work in your garage.

The DCT is an incredibly complex advancement in motorcycle technology but it doesn’t take long to get used to using it and I’d encourage everyone to try it instead of knocking it without giving it a chance. A mile or two down the road and it’ll become obvious how simple it is to use but make sure it’s not just the novelty that’s provoking your decision. Flick between the modes on the test and get a sense of how the gearbox and engine work together, wherein the rev range the bike changes up or down plus how the engine braking affects your deceleration and the differences in the torque control options via the engine mode settings too. You’ll end up going for a ghost clutch or gear lever when you come to a standstill but we’ve all been there! There’s even the manual over-ride option, so you can use the + and – buttons on the left side of the handlebar just like in a sequential gearboxed car.

Despite its weight the bike is very stable on the road and with a good spread of torque across the rev range plus 94bhp, you can ride those back roads with plenty of spirit. Other advantages with an adventure style bike is the wide protection from the screen and fairings plus the visual advantage you get from sitting taller than most cars and, with the width and engine bars there’s an extra safety aspect to be considered with the bike’s road presence.

The front forks and rear shock are adjustable to suit riding styles and locations, rider height, pillions and luggage so, if you’re confident to adjust them, give it a go before your test ride or just ask the dealer to find out how and what would suit you.

If you’ve seen an Africa Twin with the fog lights, heated grips or top box accessory then speak to the dealer about the type of riding you’ll be doing and don’t be afraid to negotiate a few extras into the package.