Honda CB300R Reviewed: Love, Regrets, & Why I’d Buy It Again

I never planned to buy the Honda CB300R. I walked into the showroom for the CB300F but was left smitten by this lightweight neo-sports cafe racer. But six months and 4,500 km later, I’m that guy revving past Marine Drive, grinning like a kid.

Was it worth ₹2.8 lakh? Let’s talk.

First Impressions: Love at First Sight

The CB300R’s design is what hooked me. That sharp LED headlight, the retro-modern tank, and the upswept exhaust made it stand out in a sea of cookie-cutter bikes. I opted for the Matte Black Metallic variant—it looks stealthy yet premium.

The 147 kg kerb weight was a selling point. Lifting it off the stand felt effortless, and the seat height (801 mm) suited my 5’8” frame perfectly. My friend, however, joked that the pillion seat felt like a “postage stamp” during our first ride.

CB300R Digital Cluster after 2500 kms

City Riding: Ultimate Traffic Ninja

Mumbai traffic is chaos, but the CB300R thrives in it. The upright riding posture and wide handlebars let me filter through cars and dodge potholes like a pro. The clutch is feather-light—no wrist cramps during hour-long rides.

The real star is the 286cc engine. It’s not explosively fast, but the torque kicks in early (27.5 Nm @ 7,500 rpm), making stoplight sprints satisfying. I’ve had moments where auto-rickshaws actually moved aside, assuming I was on a bigger bike!

Fuel Efficiency: Honda claims ~30 kmpl, but I average 23-25 kmpl in the city—decent for a 300cc. On highways, cruising at 90-100 kph nets me 30-32 kmpl. Pro tip: Use XP95 petrol—smoother throttle response.

Highway Handling

The CB300R isn’t a tourer but performs well on weekend highway rides. The engine stays smooth at 100 kph, and the suspension (41mm USD forks + monoshock) handles broken roads better than my friend’s Duke 390.

But the 9.7L fuel tank is a buzzkill. On a ride to Pune, I had to refuel twice—once because I forgot to check the fuel gauge (yes, there’s no low-fuel warning light!). The digital console shows gear position and real-time mileage, though, which helps plan pit stops.

Suspension

Showa suspension + MRF Revz tyres = bliss on Indian roads. I’ve tackled Pune’s cratered backroads and Gurgaon’s “under construction” highways. The CB300R stays planted with its 7-step adjustable mono-shock, which lets you tweak stiffness for solo vs. pillion rides.

Maintenance

Reliability is where the CB300R shines. The first three services were free, costing me only ₹1,200 for engine oil and filter. After that, routine checks cost ₹2,000-3,000 every six months.

Spares? Initially, I waited a week for a replacement clutch cable, but local dealers now stock most parts. No major issues so far—just chain adjustments and oil changes.

The Annoying Bits

1. The Seat: The seat is too hard for my liking. My 120 km ride to Lonavala left my backside numb for an hour. Later, I had to get a ₹3k gel seat cover. The pillion seat is also not quite accommodating compared to its competitors.

2. Fuel Tank: The 9.7L tank means refuelling every 250–280 km. My buddy’s RE Hunter 350? 400 km on a full tank. For weekend riders, this is a buzzkill. Pro tip: Always check fuel before hitting the Expressway.

3. Tech: No TFT screen. No Bluetooth. The LCD dash looks straight out of 2018. Meanwhile, the KTM 390 Duke flaunts cornering ABS and ride modes. At this price, I expected at least a USB port.

CB300R vs The Gang

Verdict: The CB300R isn’t the fastest or cheapest. But for city slickers who want style + sanity, it’s Goldilocks.

Would I Buy It Again?

Yes—but with a caveat. The CB300R isn’t perfect. The seat’s harsh, the tech’s basic, and I’ve memorised every petrol pump on NH48. But…

Every time I blip the throttle and hear that 286cc engine roar or filter through traffic while SUVs stew in jealousy, I’m reminded why I love this bike. It’s fun. It’s different. And in a sea of Royal Enfields, that matters.