As a post script, I must mention that the R15’s riding position is too track-centric, so much so that the foetal crouch can get tiring, especially on extended highway rides. The compact ergonomics make it hard for a rider of my height and width to comfortably fit in. My knees didn’t tuck into recesses in the flanks of the tank on the older R15 and they still don’t on Version 2. After a few hours aboard the R15, my wrists began to tire and my neck grew sore. Oh, and let’s not forget the fact that the pillion has to perch himself (or herself) on the fourth floor...
The CBR, on the other hand, features a riding position that is far less extreme, yet manages to impress as being sporty. Despite the clip on bars being too much at an acute angle for my liking, the rider’s knees aren’t bent as much as they are on the R15 and the ergonomics are more one-size-fits-all than not. Long rides on this one won’t tire you out as much as the Yamaha. Highway mongers, rejoice!
The Yamaha does well in this department, with its 270 mm disc up front and the 220 mm rotor at the rear. Brake feel is sharp at the front, though the rear one does feel a tad numb. With no ABS nanny to watch over you, you have to be prudent in pulling in the stoppers. The position of the brake pedal on the test bike was too high for my comfort, making me place my foot in a rather awkward, and hence uncomfortable, angle on the foot peg.
Stopping power on the CBR is ample and equals that of the Yamaha, with the combination of the 276 mm disc at the front and the 220 mm unit at the rear. In comparison, the CBR’s brakes do feel wooden but that aside, they are quite up to the task at hand. Unlike its larger sibling, the CBR is not available with ABS, even as an optional extra, so you’d better watch out.
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