When you get on the bike - with a suggested price of R$19,800 for the ABS version and R$18,900 for the CBS version - you can already notice a very cool difference in relation to the Twister 250: the keyhole near the fuel filler neck makes the bike more “classy” and modern. When you turn the key, the blackout-style dashboard lights up and shows a series of functions, including the gear indicator. The position of the controls and footpegs follow Honda’s old recipe, making you feel like you’ve owned the bike for a long time. It’s comfortable, and suggests several hours of riding without getting tired, but we can’t say for sure yet. In a matter of seconds, the injection pump pressurizes the fuel and I press the starter button. The engine, which has the same base as the Twister 250, gained greater volumetric capacity with the increase in piston diameter, which went from 71 to 77 mm – the stroke remains at 63 mm – and now has 293.5 cc, gaining greater performance. The single-cylinder engine with air/oil cooling starts up easily... Its maximum power is reached at 7,500 rpm. On gasoline, it reaches 24.5 hp (petrol) and its torque of 2.61 kgf.m arrives at 5,500 rpm. Slipper clutch I slowly release the clutch lever, the discs are pressed by the spring and the CB comes to life, I mean, it starts moving... First, second, third are engaged and the bike gains speed very quickly... To make better use of the new engine's performance, the gearbox has been changed. It continues with six gears, but has inherited the assisted and slipper clutch. In practice, the clutch lever is lighter when changing gears or starting off. However, when downshifting sharply, the rear wheel does not lock up. Thanks to our system, the clutch has more discs and is thicker... On the curves at Capuava farm, I force downshifts to feel the new slipper clutch system working – previously available on “big” bikes like the CB 500, for example. The system is very efficient and ensures greater safety when downshifting sharply... Radical braking The frame continues with the Diamond shape – with the engine forming part of the structure – however, it has been changed to house the new propeller (which has become wider). The frame also anchors the new suspension set. At the front, the telescopic fork tubes are wider (46 mm). Inside, it has received new springs and oil passage valves. The stroke remains the same as the CB 250F: 130 mm. At the rear, the Mono Shock system has been recalibrated and the travel has increased, going from 108 mm to 120 mm. During more radical braking, I was able to count on the brake system, which has not changed, and continues with a 276 mm and 220 mm disc, at the front and rear. There is the option of ABS (anti-lock) and CBS (combined brake). The wheels are still 17 inches, but at the rear, the tire is wider – 150/60 versus the 140/70 of the CB 250F. At the front, the measurement is still 110/70. Regarding tires, it is worth mentioning that the CB's new "shoes" make sports riding even more fun and safe. Even without much experience on circuits, I was able to keep up with other riders on larger bikes and felt very confident. Points to the Pirelli Diablo Rosso III tires, which performed well in the test. The CB 300 is now longer, wider and taller. With the new design, it gives the impression of being a larger motorcycle. The tank has lost two and a half liters and now has a capacity of 14.1 liters, remembering that it can be filled with ethanol/gasoline. The seat (now on two levels) is higher, going from 784 to 789 mm, at the same time, the weight has increased by 2 kilos – from 137 kg to 139 kg (dry). Fully fueled, the new CB 300F has a total weight of 153 kg. Despite the new dimensions, just like the 250 version, it remains easy to ride and very docile like an old friend... Read the full article in issue 569 of DUAS RODAS