Coming to the mileage, the motorcycle returned about 34 kmpl for the onward leg and about 29 kmpl for the return leg.

BHPian t3rm1n80r recently shared this with other enthusiasts.

I recently did a 350 kms round trip on my CB300R to Murud. There were sections of excellent, moderate and bad roads. The suspension soaked up road undulations well. Sharp undulations on concrete roads were not transferred to the spine, unlike my H'Ness, even at triple digit speeds. Overall, I'm happy with the improved comfort.

Now coming to the mileage, the motorcycle returned about 34 kmpl for the onward leg and about 29 kmpl for the return leg. The return leg was quite exciting as I was running behind the planned schedule and had to be within the city limits before dusk.

While refueling, I was unable to judge the upper limit of the fuel tank and therefore overfilled it. It clicked to me when the fuel indicator light started blinking just after 300kms. As per the manual, the tank has about 2L of fuel when the light starts flashing. Knowing it can hold 11L+ fuel is a big relief for those bad-case scenarios.

Read BHPian comments for more insights and information.

I realised after a few 4-5 hour rides that this motorcycle was nowhere near the touring comfort of my Yamaha FZ-S.

BHPian skr recently shared this with other enthusiasts.

Having bought the CB300R in a sudden spike of impulse and rage over Yamaha's nightmarish service, I realised months later that I had totally overlooked/was ignorant of some of the absolute basics. To cut down on long sentences and make it an easy read, I will discuss all the points in the bulleted form below. It is important to include some points to have better context on what I look for and how I am as a rider.

• I was mostly ignorant of the types of motorcycles at the time of purchase, and what they are supposed to do. Adventure Tourer is a genre that I had heard and seen, but didn't know much in detail. Again. I'm not overly bothered about on-paper specifications. If it makes me happy on a daily basis, it's a good bike.
• Having had the opportunity to be on the road for considerable periods owing to my work (Doesn't REQUIRE me to travel by motorcycle, but I chose to do it anyway), it was paramount for my motorcycle to have decent touring capabilities.
• I am quite skinny by build, so big, heavy bikes never really appealed to me. Neither does track performance. Considering 90% of the rides are about nimbly manoeuvring through daily city traffic, stray animals and an overwhelming number of idiots on the road, getting out of tricky parking spots, etc., I am more inclined to a practical daily bike which gives me a fair number of options and flexibility. I was greatly swayed by the weight of the CB. From the FZ-S v3.0, it was like upgrading to a doubly powerful bike with the same weight. The little test ride just blew me away in those 10-15 minutes honestly.
• I thought with a 300cc, my touring ability would be upgraded greatly, especially with a light, nimble-footed frame and such beautiful refinement. I didn't know much about riding characteristics, other than three basic postures, and I didn't at all find any committedness on the seating posture at the CB during the test ride.
• Touring ability, lightweight and slick manoeuvrability being paramount, I bought the CB assuming it was a perfect upgrade to the FZ-S (and I re-iterate, being absolutely fed up with the Yamaha service experience).
• While the above may sound a little doomed in its conclusion, it is quite the opposite, and this is why I chose to finally write this post. The CB300R is indeed a beautiful machine and I can guarantee this is going to be a one-of-a-kind view regarding its touring abilities, with a few little tweaks I have personally tried. So far, it has worked miraculously, touchwood, and it has cost me a nominal sum, but the difference in experience is quite frankly, beyond surprising.
• Realising after a few 4-5 hour rides that the CB was nowhere near the touring comfort of the FZ-S, I just went gung-ho on the internet searching for solutions. Tragically, there was not a single solution in sight, except the $650 (>₹50,000! ) Corbin seats, which are not available in India (add to that customs, taxes etc. if you are willing to import). Moreover, the long-distance comfort review on the Corbin seats is bad!
• The Zana handlebar risers had done a bit to ease the overall shoulder and palm fatigue over long distances (which wasn't overly concerning but was useful nonetheless), but the bum and back fatigue was proving to be the Achilles' heel. Air seats weren't doing the trick.
• Two fortuitous conversations, one with one of the BigWing (Dehradun) mechanics and another with my regular customizer, gave me the idea that I could perhaps ask some 'seatwala' to have a look. A Google search convinced me that if there was one place that could have a solution, it was a shop called Munna Lal and Sons in Chakrata Road, Dehradun. The limited reviews were all excellent, and motorcyclists raved about how good a job they had done. The reviews seemed genuine and I paid a visit.
• Initially they thought I just needed a soft foam, but on hearing the touring aspect, suggested a hard adv style base foam with another layer of soft foam on top. I told them as clearly as I could what I wanted exactly, i.e., the shape, seat height (which I did not want to change much as it was quite comfy anyway, especially with the risers installed).
• The guys at Munna Lal were amazing not only with their expertise and work but also were willing to give useful suggestions. Once the framework of the hard foam was ready, it was pasted on to the nearly non-existent stock seat padding. They were more than happy to insist on me taking repeated test rides until the optimum ergonomics were established to my liking. It took around 4-5 rounds of test rides and consequent shaving off of the foam to get to what felt like a decent enough sweet spot, albeit with a little rise in the seat height, which is, of course, inevitable with the addition of all the foam. It was to a point where I could nearly flat foot. Their cooperation during the entire process was just exemplary.
• This was finished off with a half-inch layer of soft foam pasted on top of the hard foam.
• The final layer consists of the seat cover which was hand-stitched with great dexterity in a few minutes, which they claimed came with "guaranteed waterproofing". They worked even beyond their regular shop hours and never pressurized me to hurry on my decision.
• The pillion seat was also modified the same way, in addition to removing the incline of the seat and making it flat, the overall dimensions of the seat were also increased. It was fine for my wife for the short ride back home, but is to be tested over long hours.
• Completed a ~280 km ride through mostly twisties, and I can finally say, at least for solo touring, the issue is superbly sorted. 280 km in this terrain can be translated to roughly around 450-500 km through highways in the plains. Total ride duration was around 7 hours, and all I had was what I consider very normal soreness.
• On the way back, completed 125 km (around 2.5 hours) at a stretch with no breaks before finally stopping over for a well-deserved tea. For more context, these 125 km were post the initial 140 km, after which I had a few hours break to get some maintenance work done, meaning the stretch between 141-265 km of the ride approximately. Wearing a riding pant (Rynox Advento) also helped a great deal with the anti-skid factor really impressing me in terms of its fatigue-reducing qualities.
• During my search on the internet for touring solutions, I did not see a single opinion in either Indian or International forums which said it could be used for touring. The overall reviews for the post $600 Corbin seats are quite negative other than for short urban commutes, which is funny because short rides on even the stock cushion are totally fine and immensely enjoyable. Most reviews say it is impossible to ride more than 40-45 minutes without feeling discomfort. Hmm...
• THE PRICE: The entire seat customization process cost me ₹1,200/- (Rupees Twelve hundred, I haven't missed any zeroes) in total. This includes (for both rider and pillion seats) hard foams, soft foams, seat covers and the labour cost. I am quite in disbelief as to what a miraculously good job this small, innocuous shop has done.
• Additional points: The service quality at Honda BigWing Dehradun is decent. At least basic parts are available, hospitality is more than decent, the mechanics are all quite friendly, and service experience has been good over these 1.5 years and a tad over 18,500 km. For context, at the time of letting go of the FZ-S, I had covered an identical number of kilometres in around 23 months.
• This is a welcome change after the Yamaha service, which completely ruined the experience of a wonderful motorcycle, no matter how much I wanted to take care of it. At the time of exchange, the Yamaha had also run just over 18,500 km (between August, 2020 and July, 2022). I had done plenty of 12-13 hour rides on the FZ all over Uttarakhand, through good and terrible roads, and don't ever remember having any major issues whatsoever.
• No bike is and none will ever be perfect. While ADVs are a no-brainer as an all-rounder, it is good to know that there are ways to work around apparent handicaps. Motorcycles are not meant to be one size fits all, and everything I discussed is dependent on factors like the rider's height, weight, length of arms, feet, etc. But the experience is an eye opener on how there may be relatively easy solutions for one to explore instead of having to look for a new motorcycle entirely.
• The seats are yet to be tested for pillion comfort over long hours, behaviour with time, etc. Notwithstanding the aches produced by the stock seat, I've done plenty of post 100 km rides with my wife, the longest being from Dehradun to Shimla, a distance of around 240 km. Luggage troubles in the latter (not going into details for now) caused great bother and discomfort on the way to Shimla, which was down to my ignorance about packing soft luggage on a top rack, wrong mounting, coupled with using the luggage for the very first time. The return journey was slightly better. Luggage mounting is an issue I'll be looking to solve next.

I have invested quite a bit into accessorizing the bike, and here's a list of the accessories installed:

• Zana Top rack with plate and back rest. I don't use the back rest though.
• Zana Handlebar Risers
• Brake reservoir covers (front and rear)
• Pillion footrest add on
• Givi Windscreen
• SW Motech Crash Guard
• Grip Puppies handlebar cover, which I am about to change as it is starting to come apart.
• Barkbusters (first/second copy?) Handguards

I have attached a few images for reference.

Thanks for reaching the end, in case you are one of those rare beings who has made it this far from the start.

Cheers and Peace Out.

Check out BHPian comments for more insights and information.

The Himalayan 450 felt much heavier than my CB350 despite being about 15kgs heavier. Didn't think a higher center of mass could make that much of a difference.

BHPian t3rm1n80r recently shared this with other enthusiasts.

I took delivery of my 2024 CB300R about ten days ago and have done about 1100 kms on it. I've been thinking of penning down the initial impressions and the comparison of the CB300R with my CB350 H'Ness before I get used to the new machine and forget about the nuances.

So, why the CB300R?

My Requirements:

1. A relatively softer suspension. I've done close to 17,000 kms in 10 months on my HNess. Its suspension is a bit too stiff for my liking when I'm riding without a pillion which accounts for 95% of my use cases.
2. Ability to do short ~350kms 1-day rides.
3. Quicker 0-100 as compared to my CB350 H'Ness. And the ability to make quick overtakes at high speeds which the CB350 lacks.
4. High availability and high reliability. A fill it, shut it, forget machine that takes me to places anytime it's asked from it. Except for the days when it's in the ASC waiting for the parts which I don't intend find out the hard way.

Motorcycles considered and eliminated from my list:

• Dominar 400: It's a very good highway machine, but the handlebar buzz made my fingertips numb after a 15-minute test ride. Also, a few Facebook Dominar groups have at least one post a day of breakdown or leakages.

• New Duke 390: Adjustable suspension was one of the key features for which I considered it. Test ride motorcycles weren't available in showrooms back in Nov 2023. Also, I didn't want to risk having to beta-test the new 399cc engine.

• Apache RR310: Rider ergonomics felt very comfortable. The seating posture felt more natural than the CBR250R. But the vibrations made me feel uneasy. Also, faired motorcycles are not my thing due the amount of unwanted attention they attract.

• Himalayan 450: Felt much heavier than my CB350 despite being about 15kgs heavier. Didn't think a higher center of mass could make that much of a difference. Handlebar vibrations made sure I couldn't relax despite the amazing suspension. Again, didn't want to beta-test the new 450cc liquid-cooled engine. I didn't feel confident about taking the motorcycle on my solo rides either due to the tubed tyres.

• CB500X/NX500: The motorcycle instantly felt very light despite it having a similar weight to that of the Himalayan 450. Unfortunately, test rides were not available as of Jan 2024 in the BigWing nearest me. I had booked it along with CB300R back in Dec 2023 in the hopes that this would be locally manufactured and would be available under 6L OTR. Advice from a few of our TBHP members on the NX500 thread helped make the decision much easier. I still have my eyes on it and will consider it after a few years if Honda localizes it with price correction and decent parts availability.

Comparison with the CB350 HNess:

Things I liked:

• Non-metallic tank and fenders: Significantly fewer worries about scratches.
• Compliant suspension for my weight. The stock setting is the second softest setting.
• Headlamp: High beam throw is better.
• Front brake: It has good stopping power but the feel is better in H'Ness.
• The acceleration

Things I miss:

• Digital display console buttons: There were multiple instances where I wanted to quickly glance through the average fuel economy but felt frustrated when my left thumb muscle memory was not able to find the buttons on the left handlebar.
• Pillion grab-rails: I knew what I was getting into while buying the motorcycle, but the absence of proper grab rails or the aftermarket options thereof suck.
• The engine's smoothness: Before the first service, the 300Rs engine felt smooth till 3000rpm. Above that there was a mild hum on the handlebar till 4000rpm and post 4000rpm vibrations used to start creeping in which used to get uncomfortable post 5000rpm. After the first service, the vibrations have shifted about 1500rpm ahead. I've heard many reviewers say that the CB300R has the smoothest engine in its segment. Maybe I'm being nitpicky here having spoiled by the CB350s engine smoothness. Will change the engine oil at 2500 kms and see if there is any improvement.
• Less windblast: Somehow there is higher windblast on the CB300R. Windblast at 80kmph feels similar to the one at 100kmph on the CB350. Maybe because of the slightly forward-leaning posture?

Things I'm not sure about:

• The weight and handling: I'm not sure what to feel about it. On the one hand, the city rideability has become very easy. Under 4000rpm it feels and sounds like a scooter and then punches you with the strong linear midrange once you open the throttle. But on the other hand, throwing it around in the twisties isn't as fun as I had imagined it to be. On the HNess, high-speed cornering felt like a proper task and gave a sense of accomplishment, whereas it's effortless on the CB300R. One would have to do higher speeds on a set of corners to achieve the same level of satisfaction on the CB300R as one would feel on the CB350. This makes it more riskier. A drawback that I see of having less weight is that I'm gonna lose my core strength much quicker

• Full tank range: Till now I've had to refill the CB300R every day at least once or every 150-200 kms whichever comes earlier. It's returning about ~33kmpl both in the city and out on the highway. The CB350 used to show 500 kms+ range on a full tank and 600 kms+ when ridden very sanely. But on the CB300R, I've got to be much more fuel-conscious due to the quite limited range.

• The ground clearance: The CB300R has a ground clearance of ~155mm as compared to ~165mm on the HNess. The CB300R hasn't scraped on any speedbreakers till now, but its capabilities are yet to be seen.

Read BHPian comments for more insights and information.

I have made no changes to the motorcycle. In fact, it hasn't been even washed or cleaned.

BHPian shokedm recently shared this with other enthusiasts.

I bought my Honda CB300R last week from Pune Big Wing East. Ever since the start, I've noticed a few problems with it. So far, the bike has clocked 300 kms. Nothing has been changed on the bike (all stock) and I've followed the user manual's instructions on proper engine, brakes, and tire break-in. The bike has not been washed or cleaned at all, and definitely not used by anyone else but me.

I've listed the issues below, and I hope that Honda really takes their quality checks seriously:

Handlebar is bent, or the fork is out

While riding in a straight line, the bike leans to the left on its own. Even if I completely let go of the handlebar, the bike leans to the left immediately.

While riding in traffic for more than five minutes, my left hand begins to hurt due to this imbalance.

Loud Chain Noise

The chain started to make a sound within the first 200 kms. It sounds like it's brushing against something each time I drop a gear.

Defective RHS RVM

The bike was given to me with a defective RHS RVM. The mirror on the right is shaped like a left-hand side mirror, i.e. it is inverted. I've included a picture of this below. The first picture is of my bike with the inverted RHS RVM and the second picture is of my friend's bike who bought the bike with me. My question is, how in the world did this get through quality checks or even past the dealer?

I will be taking the bike to the dealer at the end of the week to see what solutions can be offered, but I'm looking forward to getting some guidance on these issues from fellow members.

I love Honda and have owned a Honda Unicorn (CB150) since 2006. The bike has done more than 1,50,000 kms and that in itself is a testament to Honda. That said, has Honda's quality gone down since? Is it worth investing Rs. 3,00,000 on a bike that may or may not be in perfect condition? Or did I just get a lemon?

Here's what BHPian hikozaru had to say about the matter:

It is eerily similar to what I faced in my long test ride. Really, it is unfortunate considering these are things you cannot identify in a PDI without putting miles on the odo.

Check your tyre pressures. I've found that my bike tends to tip in quite suddenly and goes into tank slapper mode quite easily on bumps (taking them both in a straight line as well as during lean) with low pressure. Hope it's an easy fix.

Here's what BHPian shokedm replied:

Thank you for the advice. I've filled up the tyres to the recommended 29 psi. I've noticed the wobble and it going into the tank slapper mode as well. Quite disheartening to say the least. I've also emailed HMSI to see how they propose to address these issues. I will keep our fellow BHPians posted.

Check out BHPian comments for more insights and information.

The motorcycle will be mostly used for Sunday rides with probably some short city commutes.

BHPian yatesh.92 recently shared this with other enthusiasts.

So I previously owned a Unicorn Dazzler from 2011 to 2019. The bike was serving me pretty well but since the usage had dropped significantly after adding a Maruti Ignis to my garage in 2018, I felt it was time to bid adieu to the bike.

However, of late, the itch to awaken the biker within me has started to bite again all thanks to my close friend who keeps nudging me every now and then. He has 2 REs here in Pune (Interceptor 650 and Classic 350) and 2-3 bikes in his hometown in Uttarakhand. He keeps telling me that he would love to have me as a riding buddy for his Sunday rides. Hence, test drove the CB300R yesterday and here are my observations after a relatively short test ride in the bylanes of Boat Club Road, Pune.

• Being 5'11 with a lean physique, I felt the bike complemented my personality. Found the seat height to be just perfect and the cushioning was comfortable as well. Even filtering through city traffic will be pretty easy.
• The smoothness of the engine was decent. Probably due for a service (~9.3k kms on odo of the test ride bike) but gear shifts were buttery smooth both up as well as down. After a long experience with the Unicorn, refinement was quite relatable.
• Power delivery was pretty linear. Couldn't rev above 5k rpm since I was riding in the bylanes.
• The instrument cluster has all the necessary information and the brightness was adequate even in the peak afternoon.
• Gear shift and clutch pedals need to be extended outside slightly as I found them too close to the engine block.
• The position of the indicator and horn switch has been swapped and may take some time to get used to.

Given that the bike will be mostly used for Sunday rides with probably some short city commutes, I'm in a slight dilemma as to whether I should go for this one or consider the Speed 400.

Although I'm in no hurry to get the bike, I'd love to hear your valuable suggestions. CB300R is costing ~2.93 lacs on road Pune as per quotation from dealer and delivery time as per sales guy is around 20 days post booking. Will definitely test ride the Speed 400 as well once the Triumph dealer in Viman Nagar is open as it's closer to my house.

Check out BHPian comments for more insights and information.

The market would get flooded with the TVS Apache RTR 310 and the new Triumph Speed 400, but with this pricing, Honda will find buyers.

BHPian RD150 recently shared this with other enthusiasts.

I was impressed with the RTR 310. Here are my ride impressions of the motorcycle.

After test-riding the Apache RTR 310, walked into the Honda Bigwing showroom to check out the recently re-launched CB 300R.

The showroom experience was dull but boy oh boy, the bike is a hooligan!

1. A 300cc bike with 150 cc bike dimensions, I won't call it small, it's compact, and that makes it a terrific city bike.
2. Decent build quality, golden USD forks look beautiful.
3. Upright riding stance, extremely nimble and fun to ride due to best-in-class low weight.
4. 31PS, coupled with low kerb weight, makes it a hooligan! I was smiling throughout the entire test ride. Also, the throttle input is not jerky, the RTR 310 felt a bit jerky.
5. Extremely smooth and refined engine, no vibrations whatsoever. Loved the exhaust note!
6. Horn will remind you of the Activa. Also, horn and indicator positions have been altered.
7. No riding modes, no quickshifter, features are definitely not a strong point. The RTR is loaded with features.

I feel the market is going to get flooded with the RTR 310 and the Speed 400. But with the new pricing, 2.9 lakh on-road Pune, the Honda CB 300R will find buyers.

Check out BHPian comments for more insights and information.

It can easily rake up 35+ kmpl on highways. Even with an 8 litre usable capacity, you are looking at 250 kms before a fuel stop.

BHPian Aragorn recently shared this with other enthusiasts.

Honda seems to have finally woken up to the smell of the coffee in this 300cc segment. This is the pricing this bike deserved from day 1.

In addition, Honda's attitude towards this machine is strange. Launch BS4, and discontinue after BS6. Then reintroduce after a long pause. They localised a lot of the bikes at BS6 but never passed on the benefits. Despite the earlier pricing fiasco, they priced it ambitiously again.

Honda again stopped it after BS6.2 and relaunched it after a long gap. Very much un-Japanese in their approach. Thankfully the pricing is sane this time around.

Anyway, having ridden this over a longish drive, some misnomers need to be set right:

1) Low GC - absolutely no problem. Because of the short wheelbase and relatively firm suspension, never scrapes its underbelly. While the rear is firm it's not uncomfortable. The light weight enables the bike to glide past obstacles.

2) Small fuel tank - this bike is incredibly fuel efficient thanks to low kerb weight. It can easily rake up 35+ kmpl on highways. Even with an 8 litre usable capacity, you are looking at 250 kms before a fuel stop. Unless you are planning an iron-butt challenge, this is enough for most.

3) Comparison with Duke 250 - The Duke runs a 12.6 compression ratio against 10.7 for the CB300R. This makes the 300R far less stressed. Runs cool in the city and is much smoother at low revs. The suspension too is far more forgiving than the Duke 250. The verdict is still out on the 2024 Duke 250 model though - need to ride that for a full comparison.

All is not rosy though. The single biggest problem is low volumes in India (like most Honda premium bikes). So, the accessory ecosystem is virtually non-existent. Most parts have to be imported from Europe / South Asia. The Dukes are unbeatable in this regard.

It's not a long-distance touring bike. You can make a quick 2-3 day getaway with luggage mounted on the small tail. Technically you can add side stays and add panniers too - but take away the slim and beautiful street bike stance.

On March 23, just before BS6.2, Big Wing showrooms in Mumbai / Thane were selling this machine at a 60-70k discount (on-road). I had an offer for 2.7 lahks OTR upon casual enquiry. I sort of see the prices moderating back to the same level after a few months. Happy to be proven wrong.

All in all - this is an absolutely delightful bike. I had a blast riding it. May pick up one in the future when it turns up in the pre-owned market.

Check out BHPian comments for more insights and information.

Hoping to see some quick course correction from Honda - for what looked like one of the most promising moves for India's big bike market looks to have turned out to be one of the worst executed ones in recent times.

BHPian CrazY_DriVer recently shared this with other enthusiasts.

"Fool me once, shame on you.

Fool me twice, shame on me.

Fool me three times, shame on both of us"

So now five times?  That's the story of the Honda Bigwing - the seperate premium network created under Honda’s Silver Wing-Mark to cater exclusively to the brand’s more premium offerings since 2019. Since then the brand has seen five overpriced launches - all market flops that resulted in big price corrections and even an abandoned launch!

1. Honda CB500X

• Launched: March 2021
• Launch Price: 6.87L
• Relaunched: February 2022
• Price reduction: 1.1L (16% on ex showroom)

BigWing started the trend with a massive 1.1L reduction in February 2022. Priced too optimistic, the vehicle price was slashed to sell off inventory and later discontinued.

2. Honda CBR 1000 RR-R

• Launched: August 2020
• Launch Price: 33L
• Relaunched: April 2022
• Price reduction: 10L (30% on ex showroom)

Next in line was the flagship supersport - with an unheard off 10L price cuts in April 2022. A couple of units were sold and no stocks were imported afterwards.

3. Honda CB300F

• Launched: August 2022
• Launch Price: 2.26L
• Relaunched: December 2022
• Price reduction: 64k (28% on ex showroom)

Most shocking price cut was of the CB300F within 4 months of launch with a massive slash after the market reception turned out to be a damp squib for Honda.

4. Honda CB500F

• Launched: Classified?
• Launch Price: ~6.5L onroad

Of the five bikes in the list, this would be the most secretive one - with just five bikes imported and sold at a high price of around 6.5L onroad. There was no official launch, all five bikes imported for showcase were disposed to owners and prospective owners were promised a launch in the early 2023, which never happened.

Honda probably realizing that it doesn't stand a chance even with the usual price cuts?

5. Honda CB300R

• Launched: January 2022 (BS6 + CKD version)
• Launch Price: 2.77L
• Relaunched: October 2023
• Price reduction: 37k (13% on ex showroom)

Latest in the list is the Honda CB300R with a price revision, possibly as a response to the latest launches from Triumph and TVS.

To make matters worse - I hear the dealer network is very unhappy. H'ness sales are keeping the showrooms running but its sales have not been a patch on the RE figures as once expected - and to make matters worse - Honda India has not received any stocks of imported bikes in 2023. I had visited the showrooms back in March for myself and recently for a friend and the sales guys admit they are fed up of answering stock and delay queries from customers. The stocks of the popular CBR650R and Africa Twin are expected only in Q2 2024!

With this history - the question is if it is worth buying any new products from Honda Bigwing? Those who are willing to pay the typical Honda premium with which the products are being launched are likely to repent their decision within a few months - either with massive price reductions or product discontinuation.

What is the way forward? Hoping to see some quick course correction from Honda - for what looked like one of the most promising moves for India's big bike market looks to have turned out to be one of the worst executed ones in recent times.

Read BHPian comments for more insights and information.

The styling of the Honda CB300R is based on the CB1000R litre-class roadster.

Honda Motorcycle & Scooter India has launched the 2023 CB300R. The Neo Sports Café Roadster is priced at Rs 2.40 lakh (ex-showroom).

The styling of the Honda CB300R is based on the CB1000R litre-class roadster. The bike has a circular LED headlamp, a muscular fuel tank with a short tail section and an upswept exhaust. It gets a digital instrument console, and now comes with an emergency stop signal and hazard light switch.

The CB300R is powered by a 286.01cc, single-cylinder engine that has been updated to comply with the BS6 OBD2A regulations. It produces 30.7 BHP and 27.5 Nm and is paired with a 6-speed gearbox via an assist slipper clutch. 

The CB300R rides on a 41 mm upside-down front fork and an adjustable monoshock at the rear. Braking is handled by a 296 mm front disc and a 220 mm disc at the rear supported by dual-channel ABS. The bike weighs 146 kg. 

The 2023 CB300R is available in two colour options: Pearl Spartan Red and Matte Massive Grey Metallic.

2024 Honda CB300R is powered by the same 286cc, single-cylinder engine as before.

Honda has taken the wraps off the 2024 CB300R for the global markets. It is likely to be launched in India later this year.

The CB300R is a street bike featuring a circular LED headlamp with raised handlebars and a stepped seat offering an upright riding position. Honda hasn't made any changes to the design of the bike for the 2024 model year. The bike is now available in two new colour options: Matte Black Metallic and Pearl Dusk Yellow.

2024 Honda CB300R is powered by the same 286cc, single-cylinder engine as before. This unit produces 30.70 BHP @ 9,000 rpm and 27.5 Nm @ 7,500 rpm and is paired with a 6-speed gearbox via a slipper clutch.

The CB300R is equipped with an upside-down front fork and a mono-shock at the rear. The brake setup consists of petal-type discs at both ends, assisted by dual-channel ABS. The bike rides on 17-inch alloy wheels shod with Dunlop 110/70R-17 section front and 150/60R-17 section rear tyres.