Honda CB300R

Everyone was excited when Honda announced the arrival of the neo-retro CB300R in India back in 2019. Unfortunately, the bike flew under the radar when it was officially launched, mainly because of the steep pricing and it being a CKD import. I loved the way the bike looked, but the price meant very few people actually went ahead and bought one. 

That said, the bike’s back in its BS6 form, and more importantly, it’s now locally manufactured with a few extra goodies, all for ₹ 37,000 less. Meaning, Honda didn’t just slap a new paint job and call it a day. The updates are small on paper, but they add up.

Design

In terms of design, the CB300R looks like a million bucks. It’s got a clean, muscular design with crisp lines and premium touches. The latest update added two new colors, and the bike also gets a gold-colored USD fork up front and a revised exhaust can. Subtle but effective. The LCD dash is familiar but now includes a gear position indicator, which I found super helpful given how short the gearing is. More than once, I found myself in fourth gear while just cruising around at city speeds.

That said, the horn and indicator switchgear still feel like they were designed by someone having a bad day. Why Honda insists on placing the horn above the indicator is beyond me, and it’s endlessly annoying. But at least they added a side-stand engine cut-off this time around.

Colours

You can buy the CB300R offered in two color options: Matte Massive Grey Metallic and Matte Red Metallic. Though both shades look amazing, I personally prefer the former livery since it highlights the bike’s muscular lines better and gives it a stealthy, premium vibe. Also, the gold USD forks pop beautifully against this backdrop.

Wheels

The bike runs on 17-inch alloy wheels shod with MRF Revz radial tyres. While the previous model had Michelin Pilot Streets, which were average at best, the MRFs on this updated version offer impressive grip and feel. They offer a good balance between everyday usability and a cornering grip. Whether you’re weaving through traffic or pushing the bike over weekend twisties, the tyres inspire confidence to some extent. However, they aren’t nearly as good as the TVS Eurogrip Protorq Extremes, Apollo Alpha H1s, or the Ceat SportRad tyres. Swap the MRFs for any of these and you’d be in for a treat. It will drastically improve the grip, feel, and confidence on the bike. 

Build quality

You can’t expect to go wrong here. The build quality is typical Honda. It’s solid and feels premium. The panel fit, paint finish, and overall detailing are excellent, and the bike feels like it’s built to last. Nothing feels flimsy, not even the switchgear. It’s solid and satisfying to operate.

Safety Features

The CB300R features dual-channel ABS as standard, paired to an IMU (Inertial Measurement Unit). What this essentially means is, the bike ABS reacts or responds more precisely depending on how the bike moves and behaves. Thankfully, it doesn’t intervene too early, and it works smoothly without being intrusive. The braking hardware is by Nissin, and while stopping power is decent, I did wish for a bit more initial bite.

Convenience Features

The updated CB gets a slip-and-assist unit, making downshifts smoother and clutch lever effort feel a lot lighter. It doesn’t come loaded with tech like a TFT or Bluetooth, which is a bummer. In my opinion, Honda should’ve at least included a proper TFT screen with smartphone connectivity and navigation, and could’ve even thrown in a rudimentary traction control system, considering even the more affordable Honda H’Ness CB350 gets one.

Rider Comfort

Like I mentioned earlier, I’m on the taller side with a 5’10” frame. And I still found the CB300R to be surprisingly roomy for a small, tightly packed bike. It didn’t feel cramped at any given point. The rider’s triangle strikes a lovely balance between sporty and upright, and the low seat height makes it more accessible for shorter riders. 

Pillion Comfort

The pillion seat is quite small, but you can’t expect much from such a small bike. It’s no cruiser after all, so don’t expect a wide, roomy seat. That said, it’s decent for short rides. The footpeg position and grab rails are also comfortable enough for everyday use.

The bike’s 286cc, liquid-cooled, single-cylinder engine is largely the same, but it has been updated to comply with stricter BS6 norms. Interestingly, the Japanese brand has managed to increase the bike’s power to 31.1PS while also shedding a kilo off its kerb weight. Peak torque remains unchanged at 27.5Nm. You get the same 6-speed transmission but with a slip and assist clutch, which makes the lever action a lot lighter and prevents the rear wheel from hopping under hard downshifts. 

City performance

This is where the CB300R feels the happiest. The short hearing means you can amble along in third or fourth gear at low speeds without any juddering. The engine felt smooth, the throttle response was linear, and the clutch effort was feather-light, making it a perfect city commuter. The bike also feels eager if you’re filtering through traffic or making quick overtakes. At no point did I feel that there was any lack of performance. 

Highway performance

Out on the highway, the CB300R comes into its own. It can cruise comfortably around 85-90kmph without any strain. Push it beyond that, though, and you can feel the motor working harder. I touched a speedo-indicated speed of 150kmph, but it takes some time to get there. Don’t mistake the CB for a highway cruiser, because that isn’t the case. While it can handle short highway bursts and weekend rights with ease, don’t expect KTM-like urgency at the top end.

Underpinnings

The bike weighs a meager 146kg thanks to a compact frame, lightweight components, and top-notch mechanicals. It’s a typical Honda in that sense. It feels light on its feet and was razor sharp to my inputs. This makes zipping through traffic or tackling the twisties over the weekend extremely enjoyable.  

Brakes

Its braking setup includes a 296mm front and 220mm rear disc mated to Nissin calipers and an IMU-supported ABS. During our performance test, braking felt predictable and stable, but I still wish the front had a sharper initial bite. This would not only help me modulate the braking better but also improve the overall experience. 

City Handling

The CB300R is a brilliant handler no matter where you put it. It feels effortless. The bike's low weight and slim profile helped me squeeze through tight spots with ease. It’s light to steer, unlike some front-heavy bikes, and the throttle response is smooth too. So it’s the perfect companion in bumper-to-bumper traffic.

Highway Handling

Now you wouldn’t expect something this light to feel planted at highway speeds, but you’d be surprised how stable the CB300R is. It handled quick direction changes effortlessly and always felt sure-footed. There was no second-guessing; I always knew exactly what the bike was doing. Yes, there’s no wind protection whatsoever, but it’s manageable. 

Cornering

I’ve ridden every generation of the Duke 390, and every model keeps getting sharper and sharper with the way it handles. The CB300R isn’t much different. It’ll keep you grinning from ear to ear. It leans in easily and stays predictable through corners. You can feel the bike communicating what exactly it’s doing. While the MRF radial tyres offer decent grip, I’d suggest switching to grippier TVS Eurogrip Protorq Extremes, Apollo Alpha H1s, or the Ceat SportRad tyres if you want to get the most out of the bike.

Ride Quality

Suspension-wise, the CB300R misses out on the international-spec Showa forks, but the locally sourced USDs from Endurance do the job just fine. It’s tuned to be slightly on the firmer side, so it feels sportier but doesn’t compromise on ride quality over bad roads. 

Even over rough patches and speed bumps, the bike feels composed. The rear monoshock also feels well-calibrated for Indian roads. It doesn’t punish your back over sharper bumps. The bike feels confident and settled in heavy traffic and country lane roads.

If you’re graduating from a 100-150cc bike, the CB300R is a viable option. It’s the most likable small-capacity motorcycle I’ve ridden. It’s light, fast, refined, and genuinely a lot of fun, and makes a lot of sense for those who value simplicity, performance, and build quality over gimmicks.

The price tag is still up for debate, though. Sure, it’s more affordable than before, and it undercuts the Apache RTR 310 and the G310R

But that price tag is a tough pill to swallow. At ₹2.40 lakh, it’s now more affordable than before and undercuts the G310R and KTM Duke 390. But it’s still closer to some of the bigger bikes in terms of pricing. I’ve said this a million times, and I’ll say it again: Honda really needs to rethink its pricing strategy if it wants this gem to reach more Indian riders.

The TVS Apache RTR 310 leads the pack on features and value. The KTM 390 Duke is unmatched for sheer performance. The Bajaj NS400Z delivers incredible value and surprising performance for the price. The CB300R, meanwhile, doesn’t shout the loudest but delivers a sublime, well-rounded riding experience. It’s not the flashiest, but it might just be the most satisfying.

That said, if you have the budget and your heart's set on it, you won't be disappointed. The CB300R is still the most fun you can have on a sub-150 kg motorcycle in India right now.