If you have a large motorcycle license, many riders are attracted to the liter-class over 1000cc. Recently, however, the middle class of 600cc to 900cc motorcycles has also become quite well-developed. From supersports to naked, neoclassics to cruisers, adventure, and other tourer types, there is a veritable who's who of new trends! Moreover, in 2024, the lineup is expanding even further with the addition of E-clutch versions of Honda's CBR650R and CB650R, and the introduction of several noteworthy models such as the Yamaha XSR900GP, which is reminiscent of the WGP racers of yesteryear. So, what kind of riders are these middle-class bikes best suited for, and what advantages do they offer?
Let's take a look at the author's experiences with these bikes.
- New models such as XSR900GP and CBR650R/CB650R E-Clutch were also on display!
- Why switch from Hayabusa to CBR650R?
- The middle size is just right for vehicle size and weight.
- Just enough power to handle around 100 PS.
- The 600 cc class starts at (approx.) 6420 USD.The price is just right.
- Why is it recommended for beginners of large bikes?
- A bike with the right displacement for your skills, size, and preferences is ultimately more enjoyable.
New models such as XSR900GP and CBR650R/CB650R E-Clutch were also on display!
First, let's take a look at the main types of motorcycles in the 600cc to 900cc class, using national motorcycle models as an example.
XSR900GP to be released on May 20, 2024
Super sports, Full-cowl Sports type
Honda CBR650R/E-Clutch 2024 new model
Kawasaki Ninja 7 Hybrid 2024 new model
Suzuki GSX-8R2024 new model
Honda CBR600RR
Yamaha YZF-R7
Kawasaki Ninja ZX-6R
Kawasaki Ninja 650
Neo-classic naked type
Yamaha XSR900GP 2024 new model
Honda CB650R/E-Clutch 2024 new model
Yamaha XSR900
Yamaha XSR700
Kawasaki Z900RS/SE/Cafe
Kawasaki Z650RS
Kawasaki W800
Kawasaki Meglo K3
Suzuki SV650/650X
Street fighter type
Kawasaki Z7 Hybrid 2024 new model
Yamaha MT-09/SP
Yamaha MT-07
Suzuki GSX-8S
Kawasaki Z900
Kawasaki Z650
Tourer/Adventure type
Honda NC750X/750X DCT
Honda XL750 Transalp
Yamaha Tracer 9GT/9GT+
Yamaha Tenere 700
Suzuki V-Strom 800/800DE
Suzuki V-Strom 650/650XT
Kawasaki Versys 650
Scooter type
Honda X-ADV
New model = New model to be introduced in 2024
As you can see, there are models of various genres, including supersports, full-cowl sports, streetfighter and other naked models, neoclassics, and tourer models.
In particular, several high-profile brand-new models will be introduced in 2024.
Yamaha, for example, has announced the XSR900GP, inspired by the 1980s WGP machine YZR500 (scheduled for release on May 20, 2024).
Honda has also revealed the addition of a Honda E-Clutch specification model with a new MT mechanism to its minor-changed CBR650R and CB650R (scheduled for release on June 13, 2024).
CBR650R E-Clutch
CB650R E-Clutch
Kawasaki will also introduce the Ninja 7 Hybrid and Z7 Hybrid in Japan, the world's first models with a strong hybrid mechanism in a 600cc class body
(Both are scheduled to be released on June 15, 2024).
Ninja 7 Hybrid
Z7 Hybrid
Additionally, Suzuki also launched the GSX-8R, a full-cowl 775cc, two-cylinder machine, in January 2024.
GSX-8R
Other manufacturers are also enhancing and strengthening their lineups, such as Honda's CBR600RR and Yamaha's MT-09, which have received minor changes for the 2024 model year.
The 2024 CBR600RR with exterior and other changes
New MT-09 with more intrepid face design
Why switch from Hayabusa to CBR650R?
The 600cc to 900cc class has been increasingly present and attracting more and more users in recent years, but what advantages does this class offer over the 1000cc and larger models?
This is because, first of all, the vehicle's size and weight are just right for the Japanese body shape. This is not only easy to handle for beginners of large motorcycles but also realized by the author, an old man rider with more than 40 years of motorcycle experience.
In 2020, the author switched from a large-displacement 1300cc Suzuki Hayabusa (second-generation 2008 GSX1300R Hayabusa) to a 650cc Honda CBR650R (early model). The reason is that, to my embarrassment, I began to experience repeated standing jolts on the Hayabusa.
The author owned a 2008 Hayabusa (Canadian spec.)
I As I approached the latter half of my 50th year, my physical strength may have declined. Especially on long touring trips or on the way home from my hobby of circuit sports driving (I used to drive there and back on my own), I became tired near my home and experienced a few standing jolts. The Hayabusa is surprisingly nimble once you get on it, but it was indeed heavy to handle while stopped.
After all, the second-generation Hayabusa weighed 266 kg.
The middle size is just right for vehicle size and weight.
So, with a tug on the back of my head, I took the plunge and switched to a CBR650R.
The moment I took delivery of the bike and straddled it, I felt as if it were a 400cc class bike. The reason was that it was much more compact and lightweight than the Hayabusa.
2020 CBR650R that replaced a Hayabusa.
The body size of the second-generation Hayabusa is 2190 mm (length) x 735 mm (width) x 1165 mm (height) with a wheelbase of 1480 mm (figures for Japan specifications).
In contrast, the CBR650R (early model) is 2120 mm long x 750 mm wide x 1150 mm high with a wheelbase of 1450 mm.
In particular, the CBR650R has a more compact position and a vehicle weight of 207 kg (figure for early models, 209-211 kg for new models) compared to the Hayabusa. Some beginners and female riders may find the 200 kg chassis heavy, but compared to the Hayabusa's 266 kg, it is lighter than that of one adult male rider.
Especially for the author, who is 165 cm tall, the Hayabusa has a large position and a distant steering wheel. When riding at low speeds or making U-turns on congested roads, I had to pay close attention to control due to the weight of the vehicle.
The second-generation falcon, which was rather large for the author, is 165 cm tall.
On the other hand, the CBR650R, despite its separate handlebars, has a less severe forward lean, making it easier to maintain balance at low speeds, and it does not wobble much.
Even on long tours, I do not feel as tired as I do with the Hayabusa, which I always have to be careful to handle, and I can say that I enjoy my motorcycle trips more. Perhaps because of this effect, in the fourth year since I purchased the Hayabusa, I have spent more time on the bike than ever before, with the mileage exceeding 20,800 km. I have spent more time on the bike than ever before, and I have almost surpassed the distance I have traveled on the Hayabusa I owned for the past 12 years.
For the author, when he was younger, a fast bike was justice. But at my age, I realize that I am changing my mindset to one in which a lightweight bike is justice.
Incidentally, when I was riding the Hayabusa, I often ran into other Hayabusa riders who were my age or even older than me when I was touring.
At that time, the topic of discussion often came up again and again: standing up on the ground. Especially among return riders who have not ridden a motorcycle for a long time, many purchase a motorcycle thinking that they can ride it as they did when they were young, but end up repeatedly choking on their own feet because it is unexpectedly heavy.
Not only Hayabusa, but I am not alone in feeling that large and heavy bikes are difficult to handle.
Just enough power to handle around 100 PS.
The maximum output of the CBR650R is 95 PS at 12,000 rpm. Compared to the second generation Hayabusa (maximum output: 197 PS) and other recent 1000 cc supersports with outputs well over 200 PS, this is about 100 PS less power.
However, I feel that it is just the right amount of power for me.
My motorcycle CBR650R is on the circuit
Of course, the acceleration of the ultra-powerful Hayabusa is quite exciting. I recently had the opportunity to test drive the current Hayabusa, the third generation, and was also impressed by its overwhelming dynamic performance, which remains unchanged.
The second generation Hayabusa was comfortable for highway cruising, etc.
But it is also true that there are not many places on Japan's public roads where you can use up nearly 200 PS of power. The CBR650R's 95 PS is sufficient for merging and overtaking on highways. It is also sufficient for long climbs on mountain roads.
Of course, larger displacement bikes such as the torquey Hayabusa are easier when cruising on highways during long tours. I was often able to keep the bike in the top 6th gear or drop one gear and run in 5th gear without changing gears much, and since the rpms do not rise much, there is less vibration. Compared to the CBR650R, which sometimes drops down to 4th gear when accelerating for overtaking, the CBR650R is more comfortable when cruising at high speeds.
But when sport riding, for example, on winding roads or circuits, the lighter-bodied CBR650R is more fun to ride. Of course, the Hayabusa can easily reach 200 km/h or more on a straight line at a circuit.
However, for me, the speed is too high, and when decelerating to enter a corner, I am always on the edge of my seat wondering if I can stop the bike properly.
The Hayabusa, in particular, had a heavy chassis, so the brakes were applied much earlier in the corner. Compared to this, the lighter CBR650R allows the rider to take the braking point much further back, and the feeling of lightness when turning a corner is different.
Incidentally, the author has test-ridden Yamaha's 1000cc supersport YZF-R1 at Sodegaura Forest Raceway (Chiba Prefecture), a circuit with 2436m per lap that has many tight corners.
Yamaha's flagship 1000cc supersport YZF-R1 (photo shows the higher grade YZF-R1M)
The YZR-M1 is a machine that incorporates the technology of the Yamaha MotoGP works machine, the YZR-M1. Moreover, it is lighter than the CBR650R, weighing 201 to 202 kg.
But to be honest, the dynamic performance of the 200 PS maximum output power and the lightweight chassis, etc., is in a different dimension for me. It was so fast that my eyes could not catch up with it. The acceleration out of a corner was so sharp that the next corner approached in no time, and as soon as the corner was cleared, the next corner followed. I remember that my eyes and body gradually became unable to cope with the continuous acceleration.
As an aside, an acquaintance of mine who is the president of a motorcycle store of the same age and who also had racing experience when he was younger, similarly said that he could not keep up with his eyes when riding a 1000cc supersport on a circuit. Both the author and my acquaintance got their licenses at the age of 16 and have been riding motorcycles ever since, and my acquaintance is a former racer.
So even riders with a lot of experience on the circuit are no match for age.
The 600 cc class starts at (approx.) 6420 USD.The price is just right.
For the author, the CBR650R is just the right bike in terms of price.
The current model, the 3rd generation Hayabusa, is priced (including tax) at 2,156,000 yen. There are also models in the 2.4 to 3 million yen range for Supersports and high-end tourers exceeding 1,000 cc.
The current model, the 3rd generation Hayabusa, is priced (including tax) at approx. 13841 USD.
The Honda Gold Wing Tour, a luxury tourer, is priced (including tax) at approx. 22244 USD.
On the other hand, 600cc class motorcycles are more wallet-friendly, as many models can be purchased for a little over 1,000,000 yen. The price of the 2020 CBR650R (Grand Prix Red), which the author rides, was 1,089,000 yen including tax.
Even newer models cost 1,100,000 yen for the standard version without the E-clutch, and 1,115,000-1,118,000 yen for the E-clutch version.
In the 600cc class, there are also many other motorcycles available in the price range of 1,000,000 to 1,200,000 yen. Of course, in the larger displacement 900cc class, for example, Yamaha's new XSR900GP costs 1,430,000 yen including tax, and Kawasaki's Z900RS series, which boasts strong popularity, costs between 1,485,000 yen and 1,700,000 yen, but in any case, they are available for under 2 million yen. The Z900RS series is available in the price range from 1,485,000 yen to 1,700,000 yen.
XSR900GP is priced (including tax) at approx. 9182 USD
The Z900RS series is priced (including tax) between 1,485,000 yen and 1,705,000 yen (photo shows the top-of-the-line Z900RS SE).
Z900RS Cafe with cowl is priced (including tax) at approx.9745 9745 USD.
Of course, the price is cheaper for smaller displacement classes, such as 250cc, for example. Depending on the model, such as scooters, the price is slightly higher, ranging from 300,000 to 400,000 yen, and from 500,000 to 900,000 yen for sports models, but maintenance costs are lower because there is no vehicle inspection.
However, it is also true that middle-class motorcycles have more room to run, etc.
In my opinion, however, the 600 to 900 cc model group is one of the classes that strike the right balance between budget and performance.
Why is it recommended for beginners of large bikes?
The above is mainly based on the author's experience and how the 600cc to 900cc middle-class motorcycles are the best for older riders.
But again, this is just my personal opinion, but I think that many of the advantages described here may also apply to young novice riders who have just acquired a large motorcycle, for example.
First, the body is compact and light compared to larger models over 1000cc.
A young rider will probably have more physical strength than the author.
However, this also depends on the individual, but if you are not accustomed to handling a large motorcycle, for example, making a low-speed U-turn in a narrow alley or maneuvering in a narrow parking lot can be difficult.
Heavy bikes are especially difficult for small riders like myself, who are in the 160cm height range, or for female riders who are not good at pushing or pulling heavy objects.
For such riders, it may be better to get used to a lighter middle-class bike first, and then move up to a bike over 1000cc.
The power aspect is also similar: for 250cc and 400c bikes, for example, the Honda CBR250RR, a full-cowl model, has a maximum output of 42 PS. The same Honda CBR400R, which has the maximum displacement that can be ridden with a standard motorcycle license, has a maximum output of 45 PS.
CBR250RR with a maximum output of 42 PS
CBR400R has a maximum output of 45 PS
For those who have ridden such motorcycles before, it will take a lot of getting used to riding a 1000 cc super sports motorcycle with 200 PS or more, even if they have obtained a large motorcycle license. It would be safer to start by riding a 600cc to 900cc class motorcycle with less than 100PS, or even 120PS at the highest power level, and get used to it.
And then there is the price aspect. Of course, if you have the budget, you can buy a motorcycle no matter how expensive. However, many young people, especially students and those who have just entered the workforce may find it difficult to afford a bike priced over 2 million yen.
Also, some experienced riders may not be able to make large expenditures due to child-rearing expenses, mortgages, etc. For such riders, I believe that 600cc to 900cc motorcycles are in a relatively affordable range. For such riders, 600cc to 900cc motorcycles are in a relatively affordable price range.
Perhaps one of the reasons why manufacturers have been strengthening their middle-class lineups in recent years is that, as mentioned here, they are ideal for a wide range of riders, from beginners to veterans of large motorcycles.
There are various types, from sports models to tourers, and the 600cc to 900cc class caters to a wide range of riders' physiques and preferences (photo: Kawasaki Versys 650).
In the middle class, there are also scooter-type Honda X-ADVs and others. The lineup is quite extensive.
A bike with the right displacement for your skills, size, and preferences is ultimately more enjoyable.
In any case, what kind of motorcycle one chooses to ride is basically up to the individual as long as he or she has a license. Therefore, it is only natural that a beginner who has just obtained a large motorcycle license, for example, can suddenly ride a large-displacement motorcycle.
However, riding a bike that matches one's skills, physique, and physical fitness also leads to safety. Of course, the best part of riding a motorcycle is overcoming the high hurdles of large-displacement motorcycles (over 1000cc) and improving your technique so that you can ride freely.
But that is as long as you don't injure yourself or cause problems for others. If you are thinking about choosing and buying a motorcycle, I hope you will find this information useful.
