For whom
Here are the main features of the motorcycle:
- the same engine as the Honda HX 650 Dominator;
- steel frame;
- average weight - 176 kg, including fuel.
The motorcycle is well suited for those who have already tried models with fewer cubes and want something more serious. This is a good bike for city riding and light off-roading, but it is completely unsuitable for serious off-road use, if only because its suspensions are not designed for this.
Engine
The FMX 650 is equipped with a four-stroke single-cylinder engine. The latter has four valves. The fuel supply system is carburetor. The unit is cooled by air, and the working volume of the model is 644 cm³.
The limit values are as follows: at 4500 rpm, torque is 52 Nm, and power at 5750 rpm is 38 hp. The motorcycle accelerates to 100 km/h in 5-6 seconds, and its top speed is 155 km/h. In principle, this is not bad for an average model that does not pretend to be anything, which the FMX 650 was definitely not planned for.
Review of the Honda FMX 650 motorcycle
The season on FMX is almost over. 4000 km covered. Not much, but I also have more than one motorcycle. In general, I liked the motorcycle, despite the modest power of 37.5 hp. The engine is certainly old, but very reliable. This is used on Dominator, XRL, SLR. But FMX was also strangled due to environmental standards. The Honda confidently accelerates to 150 km/h, if you bend down and be patient it will go all the way to 160. I think that the motard is no longer needed. Acceleration to hundreds is 5.8 seconds, not great, but none of the cars have ever made me run from a traffic light. Although it is clear that the 55AMG Ferrari Modena and other charged four-wheeled vehicles will tear me apart from the start like a hot water bottle. The weight of 163 kg is prohibitive for such equipment (although the Yamaha XT 660 went even further, 172 kg) But the landing is quite low, so the weight is not felt much. The clearance is quite enough to overcome curbs, but when driving on stairs you have to be careful, I used the lower shock absorber mount twice myself. What else. It takes turns amazingly, I think no worse than a good road driver. I rode it on a karting track, the impressions were super, I even grabbed it with the footpegs, costs like a glove. The fork is an excellent upside-down one, quite rigid, and the rear shock absorber is also rigid, although it is possible to adjust. The device is quite suitable for road hooliganism. You can ride on the rear wheel as much as you like, the balance is quite easy to find, and a dry sump and oil in the frame guarantee that oil starvation will not occur. with a brush. The steering wheel is quite narrow by cross-country standards, so it’s convenient to dart between cars. The passenger is transported quite normally, there is no discomfort, the seat is comfortable and it has almost no effect on the dynamics. There are not many vibrations at all, up to maximum speed, visibility in the mirrors is excellent. The tank is of course small, 11 liters, after 130 km of mileage I turn on the reserve, the equipment is still rather meager from the XL of the late eighties. There is practically no space under the saddle, only a standard set of keys fits. In general, the motorcycle is not for long-distance driving, and because of the stiffness of the suspension, you get tired on it quickly. A typical city vehicle. The plans include installing forward flow, otherwise the standard silencers clearly choke the motorcycle. But in principle, I’m happy.
I bought a Honda FMX 650. I rode it for two days... I really liked everything. The locomotive traction. And the chassis is generally super. RAIL. NO stairs or holes. Probably the roads have been improved. But no, I got on the VFR. everything is fine. pits, holes, stairs…. Happy as an ELEPHANT. Handling—I couldn’t even think how convenient the device would be around the city. Together with my son. Over curbs and through traffic jams. Super on sports, don’t even try it.
There is one minus for now. Of course, the engine is a little underpowered for the road. Although up to 100-120 you feel comfortable. Then there is little dynamics. But on the other hand, in traffic jams and on poor surfaces, the traction from the snow is POORIOUS.....Turn around the comfort - due to this - SUPER. It doesn’t bother you around the city, and you even get into some kind of COURAGE. The engine is very flexible and friendly. no grabs. clear operation of the box. Chassis without any discussion at all. The sound is quiet BASS. I really like it. A sort of small TRACTOR.
Dimensions and weight
The bike is quite tall – 1157 mm. Its width reaches 823 and length – 2151 mm. Wheelbase dimensions – 1490 mm. The seat height of the FMX 650 is 875 mm. The weight of the bike without fuel is 165 kg. The volume of the tank is insignificant - 11 liters. Of this volume, 3.8 liters are reserve. The average consumption per 100 km is quite high here: 5.5 liters.
Motorcycle Honda FMX 650 Supermoto 2005 review
The motard (supermoto) model Honda FMX 650 was produced from 2005 to 2007. By creating this motorcycle, Honda decided to enter the large-capacity motard market and compete with Yamaha with its Yamaha XT660X model. Until this moment, Honda managed to adequately respond to the release of new classes of motorcycles - let’s remember the Honda XR400R Motard model, which, although it did not become so popular, still competed with the Suzuki DR-Z400. However, this did not happen in the case of the Honda FMX 650 - the model turned out to be, if not a failure, then certainly uncompetitive. In any case, the model never became popular.
The Honda FMX 650 was based on an old 1-cylinder engine with a volume of 644 cc. air cooling, which was installed on the Honda NX650 Dominator motorcycle. This engine, for its volume, showed very mediocre technical characteristics, producing only 38 hp. power and 52 Nm of torque. For example, the engine of the Yamaha XT660X produced 48 hp. and 60 Nm.
Other features of the Honda FMX 650 include a steel frame, inverted forks at the front and a progressive monoshock at the rear, a 5-speed gearbox and a 176 kg curb weight. Average fuel consumption on the Honda FMX 650 is approximately 5.5 liters per 100 km. The minimum value is 4 l/100 km, the maximum is 8 l/100 km. The exact value depends on your riding style. The price for a Honda FMX 650 in good technical condition, without mileage in the Russian Federation, is approximately $5,500. The price for models with mileage in the Russian Federation starts from 220,000 rubles.
The Honda FMX 650 motard was designed to help the company enter the market of “cubic” motorcycles in this class, as Yamaha did at one time with their XT660X model. True, the competitor from Honda never gained much popularity, and, as a result, was soon discontinued. This motorcycle was produced for two years, from 2005 to 2007, and, despite the lack of commercial success, this model clearly deserves attention, at least due to the fact that there are simply few such motorcycles.
It was decided not to develop a new engine for this model, and as a result, the “heart” of the Honda FMX 650 became a single-cylinder engine, and quite an old one, similar to what was once installed on the Dominator model. The 38-horsepower air-cooled engine is not impressively powerful; it can accelerate the motorcycle to only 155 kilometers per hour, but it is very torquey, producing 52 nm of torque. In addition, you don’t need to “turn” the FMX650 engine too much; it perfectly pulls the motorcycle forward right from the start, allowing you to accelerate to 100 km/h in five and a half seconds.
True, after approximately this mark on the speedometer, the engine quickly runs out of steam, and at high speeds noticeable and rather unpleasant vibrations appear. This, however, is a feature of all single-cylinder engines of a substantial cubic capacity - the BMW F650, for example, vibrates at the “top” no worse, so it would be unfair to blame the vibrations specifically on the Honda FMX 650. But the acceleration dynamics of the motard are really quite good, and the dry weight of just over 160 kilograms makes it relatively easy to handle.
A motard is a city motorcycle (if you forget about its original sporting purpose). The Honda FMX 650 fully justifies this, despite its considerable weight for a motorcycle of this class and a modest 11-liter gas tank. By class standards, the steering wheel is quite narrow, which makes it easy to squeeze between cars, and the seating position is very comfortable. True, rigid suspensions, a complete lack of wind protection and a small power reserve really limit the scope of use of the FMX 650 to the city and its environs.
It is difficult to say what caused the lack of commercial success of the model. It’s possible that motards are generally a rather specific technique, not for everyone, and at the time of sale the new FMX650 was not so little. The considerable mass could also make its own adjustments, however, thanks to proper weight distribution, the mass of the motorcycle is almost not felt; it is really not difficult to control it, especially if the motorcyclist confidently reaches the ground with both feet.
As a purely urban vehicle, the Honda FMX 650 is quite good, but, let’s say, it’s not ideal. There are many models for the role of “cork stitcher”, and some of them will have an advantage. Perhaps the only thing that most of his rivals cannot do is ride on stairs and curbs, and not every pilot can do this. Otherwise, there are plenty of bikes that are just as suitable for riding around the city, if not better.
Go to the entire range of Honda motorcycles, on this page you can find Honda FMX 650 Supermoto motorcycles from other years of production and information about them
Chassis and brakes
The frame is made of steel. The design is quite good. The color scheme of the bike looks attractive with a combination of bright red and black colors and, combined with the intense, growling noise of the engine, makes a strong impression.
The wheels are spoked, with a somewhat atypical arrangement of spokes. The handlebars are quite wide, which is convenient since the motorcycle has an almost upright riding position. Whether the seating itself is comfortable is perhaps a question, but for a motorcycle of this class this is an acceptable solution.
The rear suspension is progressive and pendulum type. It is equipped with a monoshock absorber. Its stroke reaches 186 mm. The front suspension is provided by an inverted telescopic fork. Its dimensions are 45 mm and its stroke is 218 mm.
The FMX 650 has a single 220mm disc for the rear brakes. It is assisted by a single-piston caliper. At the front, there is also one disc in this capacity, but it reaches 296 mm, and it is supported by a two-piston caliper.
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True, after such a mark appears on the speedometer, the engine begins to run out of steam quickly, and at high speeds quite unpleasant and clearly noticeable vibrations arise. However, this is a feature of all single-cylinder engines with a significant cubic capacity - for example, the BMW F650 model begins to vibrate at the top no worse, so it is unfair to talk about a disadvantage as a result of the sensation of vibration of this particular model. At the same time, the acceleration dynamics of the engine are indeed very good, and the dry weight of just over 160 kilograms makes it relatively easy to handle.
The Motard is a motorcycle intended for the city (if you do not remember its original sporting purpose). This fully justifies the Honda FMX 650, despite the considerable weight typical of motorcycles of this class and a modest tank designed for 11 liters. By the standards of the class, this motorcycle also has a fairly narrow handlebar, thanks to which you can easily squeeze between numerous cars in the city, and the seating position turned out to be quite comfortable. True, the complete lack of wind protection, narrow suspension and small power reserve can, however, limit the range of use of the FMX 650 model in the city and its surroundings.
It is difficult to give a definite answer as to what actually is the reason for the lack of commercial success of this model. It is likely that motards are generally a rather specific type of equipment, as they say for an amateur, and at the time of sale the new FMX650 cost quite a lot. The fairly large mass was also able to make some adjustments, although due to the proper weight distribution, the weight of this vehicle is practically not felt; it is really easy to control, especially if the motorcyclist is able to confidently reach the ground with his feet.
As an exclusively urban vehicle, the Honda FMX 650 is quite good, but it still cannot be called ideal. If you want to choose a motorcycle that can bypass all traffic jams in the city, you can choose other models with higher performance. The only thing that most competitors probably won’t be able to do is drive along curbs and stairs. True, not every driver will be able to do such a trick. Otherwise, there are enough bikes that are no worse for getting around the city, and to some extent maybe even better.
