Review - Honda CBR 650 E Clutch (2024)

Review - Honda CB650R E-Clutch (2024)

The motorcycle itself or the patented technology introduced on this roadster and its sporty sibling, the CBR/R? This is the kind of question the test rider must answer when among the first to experience a robotic innovation proposed by the Japanese, masters of the craft. The choice becomes even more challenging as the CB650R evolves marginally and will no longer be available except in the E-Clutch version priced at €9,149.

As we tackle this existential issue, let's begin by introducing the 2024 CB650R! For those who already own one, the terrain is familiar. 

But for others - the hesitant, the ones seeking their first motorcycle - this 95-horsepower neo-retro and futuristic roadster, A2-bridal (€130), holds notable originality, ensuring it a prime position in the market. Powered by a inline-four engine, it stands out amidst a galaxy of mid-size roadsters typically dominated by three-cylinders and parallel-twin engines set at 270°!

By embracing the iconic elements of the legendary 600 Hornet - including engine architecture, high power output, inverted forks, and a sporty spirit - while infusing a blend of retro and futuristic aesthetics known as "Neo Sport Café."

The CB650R saw its first technical evolution in 2021 with the transition to Euro5 standards, though it's more about tweaks than a complete transformation. In fact, it's not easy to spot differences between model years, aside from the engine, which also includes changes to ergonomics and the fork. Evidently, the concept resonates well, as 41,000 units have been sold in Europe, with 10,000 in France alone. This model has consistently ranked in the top 3 of the manufacturer's sales since its launch.

As you can see from this view of the 2024 model without the E-Clutch (a version not imported here), the 2024 version has been slightly redesigned.

The headlight design mirrors that of the CB1000R, and the air intake scoops swell noticeably. The rear section is slightly redesigned with a lighter frame.

The settings of the Showa suspension are redefined: the non-adjustable Big Piston inverted fork receives softer springs, balanced by a firmer compression damping.

The engine is simply tweaked in terms of the intake camshaft timing for a slight increase in low-end torque. The machine lacks ride-by-wire, so no engine response modes or riding modes are offered.

This motorcycle also features a new 4'' color TFT dashboard. It is controlled via the new backlit switchgear, also found on the NX500 and a few other new Honda models.

The real innovation introduced by this machine is undoubtedly the E-Clutch. A robotized clutch technology developed by Honda Moto's automatic transmission team in parallel with the DCT system featured on many of their models. Simpler, lighter, more compact, and less expensive than the aforementioned dual-clutch transmission system, this E-Clutch is presented to us as equally effective in combining ease of use with driving pleasure. Honda innovates by automating the clutch operation using a very compact mechatronic device that manipulates the clutch for you: the assisted anti-dribble clutch is entirely conventional, and not even reinforced.

The E-Clutch can be deactivated, allowing the motorcycle to be ridden "normally." The system's weight is reduced (2 kg), consisting of a specific ECU, a modified control shaft, two electric motors, and a gear train. All of this fits within a protrusion on the clutch cover that does not exceed 7 cm.