2024 Honda CB650R E-Clutch Review
We try out Honda’s 2024 CB650R naked bike, with its automated-manual E-Clutch in this review.
Honda strikes a balance between heritage, performance, and fun with its inline-four-powered CB650R Neo Sports Café naked bike ($9,399). It offers more versatility than its CB300R ($5,149) single-cylinder sibling yet is more nimble and easier to ride than the premium CB1000R ($12,999). With plenty of pep to engage experienced street bike riders without being overwhelming for beginners, the CB650R caters to a broad range of riders. For 2024, it includes innovative powertrain technology that makes it easier to operate.
Editor’s note: We reported on the initial release of the ‘24 CB650R during the 2024 Honda CB650R Preview and 2024 Honda CB650R and CBR650R Arrive With an E-Clutch articles. Also check out the Say What? Honda Shows Off Its E-Clutch for Motorcycles for added insight on this powertrain technology.
At the heart of the CB650R is a 649cc inline-four engine that delivers a pleasing balance of power and refinement. It drinks from a 4.1-gallon fuel tank and delivers 38 mpg. This liquid-cooled engine is fun to ride, offering smooth and linear power delivery throughout the rev range. The midrange is strong, making it ideal for street riding, plus it has the euphoric four-cylinder wail, a stark contrast to the ho-hum power pulses of modern parallel twins.
The big news for 2024 is the introduction of Honda’s E-Clutch which fully automates manual clutch operation.
The engine is complemented by Honda’s fresh E-Clutch technology paired with a six-speed, electronic quickshifter-enabled gearbox that offers smooth, fast, clutch-enabled upshifts and downshifts. The E-Clutch automates clutch operation; however, shifts must still be made manually with the left-hand foot-operated gear shift lever. The E-Clutch is not the same as Honda’s dual-clutch transmission (DCT), which fully automates both clutch and gear changes.
“You can see this actuator system on the side of the clutch cover,” American Honda’s Public Relations Assistant Manager Colin Miller says. “This gives you a real perspective of the difference in size.”
American Honda says that the E-Clutch technology was engineered with help from Honda Motor Japan’s robotics division and its ASIMO machine.
“When they [Honda Motor Japan] developed it, that was a real goal—to reduce the size, keep it small and compact, but still provide all the benefits that we were looking for during the development process,” he continues.
The system functions by automatically disengaging the clutch when the rider slows down or stops and reengaging it during acceleration. This eliminates the need for manual clutch operation, simplifying the riding process and reducing fatigue, especially in stop-and-go traffic.
Other notable upgrades include an easier-on-the-eyes 5-inch color TFT and a fresh backlit multi-control button.
“It’s operated by two control motors,” Miller says. “The system takes in a ton of information from all over the motorcycle, including shift lever load, gear position, throttle position, engine rpm, and wheel speeds. It also gathers rotation angles from the actual E-Clutch system itself, as well as the engine countershaft.”
Starting the motorcycle is like starting a normal gasoline-powered vehicle. Flip the ignition key to on, put the gear shift lever in neutral (between gears one and two), and thumb the combined engine run and starter button. Notch the bike into first (or second) gear, twist the throttle, and away you go. It’s that simple.
If you are in too high of a gear for the vehicle speed, an indicator on the color 5-inch TFT display reminds you to downshift into a more appropriate gear.
If the rider wants to operate the clutch manually, they can: Squeeze the clutch lever as normal, and the mechanism functions like a traditional clutch. The only difference is a slight reduction in lever pull tension during initial operation.
“The E-Clutch system splits the [clutch lever] shaft, but when you actuate it with the lever, it functions normally as it would with a cable. So it kind of provides the best of both worlds,” Miller says.
At higher rpm, after releasing the clutch lever, the E-Clutch returns to automatic operation after one second. At lower revs, it reverts within five seconds, so it’s still possible to stall the engine.
The E-Clutch system integrates seamlessly with the bike’s transmission, providing smooth and responsive control while maintaining the connection between the engine and rear wheel, making it a valuable addition, especially for novices. Both upshifts and downshifts are fast but not quite as quick as other electronic quickshifter-equipped vehicles recently tested (i.e., Suzuki’s GSX-1300R Hayabusa).
In terms of maneuverability, the CB650R feels light and nimble—more so than its 456-pound curb weight implies. (For reference, that is 11 pounds more than the non-ABS and conventional clutch model last test ridden during the 2019 Honda CB650R First Ride Review.) It flicks through corners and maintains stability at higher speeds. The suspension absorbs bumps well yet affords adequate road holding for spirited cornering maneuvers.
Despite its sporty demeanor, the CB650R is comfortable for a naked bike. The riding position is forward-leaning but not overly aggressive, making it suitable for both short commutes and longer rides. The handlebar is positioned at a comfortable height, and the footpeg placement strikes a good balance between comfort and control. While the bike’s stance encourages a more engaged riding position, it avoids excessive strain on your wrists and back. The seat is well padded and provides adequate support.
Honda has equipped the CB650R with a range of modern features that enhance both performance and convenience, including Honda Selectable Torque Control (traction control), ABS, an electronic quickshifter (integrated into the E-Clutch), and a USB power port underneath the rider’s seat. The color display is clear and easy to read, providing all the necessary information at a glance, including a gear position indicator, fuel gauge, and a handy trip computer.
The CB650R’s design is a testament to Honda’s Neo Sports Café philosophy, merging classic naked bike aesthetics, including its awesome-looking exhaust that pays tribute to the 1970s CB400F (also check out the Great Bikes of the 70′s: Honda CB400F article), with sharp, angular lines and minimalist bodywork exuding a timeless appeal.
Although engineered for new riders, with limited manual clutch experience, the CB650R is also a great option for seasoned riders looking for a new thrill or someone seeking a stylish and capable all-rounder.
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