I'm curious about lower speeds. I often P&G between ~70-100km/h, and go even slower in the winter, simply because I'm cold with my arms, shoulders and partly legs out in the wind. It's true, though, that faster, more aggressive pulses (like 110-120km/h) can help with this particular bike to get a little bit higher efficiency, because of the larger delta, I guess. It helps me not to be
that much slower than the traffic which tends to speed anyway
I really don't know what to expect from the CBR then (though I still have some hope I could be better with it) - if I wouldn't get better FE with it, then the NC700 would be a more practical choice (the F650CS will surely be extinct by that time, it's been discontinued since 2006). It might be OK to tuck down for a 20-30-minute commute trip, but it's a big no for whole days.
As a short range bike even its smaller sister, the 125cc CBR could do, but it doesn't sound like a proper 'freight bike' to me
The Duke 125 is a very interesting little beast too, and that's not for tucking at all
Otherwise (in strength) it's similar to the CBR. The little CBF has unfortunately short service intervals (like oil cange once in 3k km). With the CBR I could take the liberty to make the interval 8k km, even though some parts have a 12k km check period too - what is not oil and is fine for 12k it's fine for 16k too.
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but it is not necessarily overtly noticeable or obtrusive on the road. It can be largely just a matter of anticipating stop signs and down hill sections and approaching curves and pulling in the clutch. Rather than engine braking every gear, I coast with the clutch in and click down through the gears the same way but just don't let out the clutch each time. It also helps to have a bike that makes usable power down low. Once you try it, PnG quickly becomes a habit that is hard to stop. The super easy clutch pull of the CBR250R also helps make it easy to get great numbers.
