Honda CB300R roadster/A2 (2022-)

The original CB300R was launched as Honda’s more budget A2 offering (the pricier, more powerful alternative being its twin cylinder CB500R) in 2018 and followed the smart, ‘Neo Café’ roadster template of the CB125R, CB500R, CB650R and CB1000R – although it remains arguably the least well-known of the bunch. Smart, effective and quality from the outset, for 2022, in response to feedback and to meet Euro5, it’s been updated slightly and now gains an assist/slipper clutch, uprated forks and, most conspicuously, the addition of a gear indicator on its digital dash. The improvements are subtle but then there wasn’t much wrong with it in the first place. Stylish, easy to ride, with enough performance and equipment and yet still an affordable and proven Honda, the CB300R’s has a lot going for it as an introductory A2 machine.

Honda traditionally leads the way when it comes to natural, comfortable riding positions and ergonomics and the latest CB300R emphasizes the point. Slim, light and intuitive to climb on board it’s ultra-welcoming for novices and yet, on the move, all the controls fall naturally to hand, the riding position is the perfect blend of semi-sporty forwards cant and upright comfort and manageability and, although a fairly small bike, it also feels somehow sufficiently substantial to make dual carriageways and motorways unintimidating. Sure, there’s no screen, but it was always intended as a roadster and accessory versions are available. For what it is, it’s difficult to fault.

The CB300R’s primary goal is to be an easy to ride, fun, first time bike for A2 novices, which it accomplishes well. Go beyond that, however, and it does have a few limitations – which is why it’s docked a mark here. Although willing, its performance and lack of weather protection limit motorway miles; nor is it recommended for pillions or have anything standard by way of luggage capacity. That said, it’s great as buzzing around town; is a more than willing ‘short hop’ commuter for, say, students; cuts through traffic with ease and is even surprisingly good fun to thrash down B-roads. That, however, is your lot…

Again, with A2 class bikes able to have up to 47bhp and the CB300R producing only 31bhp (along with 20.3lb.ft of torque) it’s impossible to give Honda’s newcomer full marks here. That said, there are lot of positives. A2 class bikes tend to be either c.300cc singles or, less commonly, 400-500cc twins, the latter for more experienced, demanding riders. With the twin cylinder, 47bhp, CB500 family already in Honda’s stable, the CB300R falls firmly into the former category. As such the emphasis is on ease of use, which it delivers brilliantly, without requiring high revs and lots of clutch-slipping. The gearchange has been smoothed out slightly with the new addition of an assist/slipper clutch and that 31bhp is ‘just right’ for delivering performance on par with most cars, especially when cruising on dual carriageway ring roads and the like. It’s not thrilling, but it is reassuring and sufficient. Braking, too, is just about right. The single front and rear discs may not sound like much but are sufficient for the CB300R’s light weight and moderate performance. What’s more the front four-piston caliper is a beefy, Nissin, radially-mounted type, there’s ABS to keep you out of trouble and, if you need to pull up smartish, there’s the rear brake as well.

To remind: the CB300R is very much a novice bike aimed at inexperienced riders at an affordable price, so you shouldn’t expect the Moon here. Overall, its design is fairly basic with a mixed tubular and pressed steel frame, it has been built down to a price and it’s certainly no sportster. With that out of the way, however, the CB300R’s suspension has been improved for 2022 and now at the front has Showa 41mm ‘Big Piston Forks’ intended to offer ‘increased feel, bump absorption and control’ and which, in our test, certainly delivered a refined, controlled ride. Steering, meanwhile, is light, precise and controlled and the rear shock’s better than most, too. Overall, the CB300R’s suspension and ride engenders a sense of quality (even though still non-adjustable) not normally expected in this class.

Overall, although when re-launched in 2022, the updated CB300R was by no means the most expensive A2 roadster available (both the KTM and similar Husqvarna singles cost more, while Yamaha’s R3 and Kawasaki’s Z400 twins, at £5600 and £5800 are significantly so), nor is it the cheapest. Chinese brand CF Moto has its 300NK for just £3500 and even BMW’s G310R is currently under £5K. The Honda does, though, have a reputation for quality and reliability on its side and the CB300R does fill a happy slot where it manages to be both competent, satisfying and affordable. Residuals, being a Honda, are better than most, especially the Chinese while, running costs-wise, it should also please. Fuel consumption is good, while likely consumption of consumables such as tyres, chain and brake pads will be lower than most, as well.

Another CB300R ace card – as Honda reliability is generally regarded to be not just the best of the Japanese but one of the most impressive globally. On top of that, this latest version is an improvement and a refinement of an already proven bike, with an updated ECU and revised exhaust to meet Euro5, better quality forks and so on. It’s also likely to lead a fairly under-stressed life. Overall, we have absolutely no concerns although it does have to be pointed out that, ultimately, this is a new model, so it’s not proven itself yet while, second, it’s also built Honda’s more budget-targetted Thailand plant than in Japan, which is why we’ve held one mark back.

The new CB300R benefits from Honda’s usual two-year/unlimited mileage manufacturer-backed warranty covering all parts and labour, which is fairly typical across the motorcycle trade (although there are a few instances for three and even four-year warranties being offered). Its service schedule is fairly typical, too. So, apart from the usual breaking in oil and filter change after 600 miles you can expect major services every 8000 miles with the costly valve check service due at 16,000 miles and multiples thereof. Fret not, however, for, being an accessible single-cylinder machine, even that shouldn’t be too pricey and, being an entry-level A2 machine, few owners are likely to own it that long…

The CB300R may be an affordable, fairly basic machine, but it’s also a quality Honda, what it does have is mostly good quality and the updates for 2022 have enhanced that further. So, for example, the already decent reversed LCD digital dash now also benefits from a useful gear indicator, there’s now an assist/shift clutch to smooth gearchanges and improved forks, too. On top of that the switchgear is quality, as are things like the mirrors, paint and finishes are good, it looks great and there’s a general air of quality few bikes of this type – and at this price – can match.

If you’re a raw A2-class novice, fancy a stylish roadster-style bike, are on a bit of a budget and want the reassurance of a proven brand such as Honda, the updated CB300R has an awful lot going for it. It’s completely unintimidating and easy to ride yet has enough performance and ‘fun factor’ to satisfy – at least for a while. It’s great looking with plenty of reassuring, quality touches. It’s not too extravagantly priced and, being a Honda, comes with plenty of finance options including a current PCP deal which means you can have one for just £79 a month. In short, it’s more than worth a look.