Road test of HondaCB 650 R E-Clutch 2024 A motorcycle that's even easier to ride

Our tester's opinion on the CB 650 R E-Clutch from 2024

Honda has long been working on various technologies to improve, simplify and/or enrich the motorcycle riding experience - see the history of gearbox and clutch innovations. The E-Clutch is Honda's latest solution. Once they had finished developing this new clutch assistance system, they had to define which model they were going to adapt it to - so they chose to implement it on one of the best-selling roadsters over 125 cc in Europe, and one of the top 3 models in Honda's range over the last 5 years. No fewer than 10,000 CB 650 R have been sold in France since 2019, the year of its release. And since the aim of the e-clutch was to have an inexpensive, easy-to-use and adaptable system, there's nothing better than a model in the same vein.

An ironclad engine

Before getting on the bike, let's have a quick look at this model. It's worth noting that it's the only medium-displacement 4-cylinder on the market. A highly unusual choice on Honda's part, given that other manufacturers swear by twin-cylinders or three-cylinders. But Honda has hit the nail on the head, as the engine has been recognized for its flexibility, efficiency and robustness over the last five years. On the 2024 version, Honda has made a few changes to bring a little more fun to this six-and-a-half. They've revised the low-end torque with new intake valve timing. This makes the roadster much more enjoyable at low revs, although it's in the higher revs that it'll sing and feel most at home. Power is always linear, to reassure bikers and avoid aggressive ass-kicking.

The exhaust system, with its classic 4-in-1 inspired by the CB 400 F of the '70s, is a nice reminder of its roots. The line configuration has been designed to be discreet, but also to direct the sound towards the rider and give him as much information as possible about his engine speed.

Enough talk, can you turn it on?

Once the ignition is switched on, the 5" TFT screen lights up, automatically activating the CB 650 R 's e-clutch system, even if you had deactivated it the previous time. Thescreen is clear and uncluttered. The default bar graph display is easy to read and very pleasant. But for those who want it, the circle version is nice to drive.
Before setting off, I decided to take a quick look at the parameters, switch to French mode, check the settings... I have to say that I was rather confused at first by the commodo. Validation is not by pressing the center button, but by sliding it to the right. Confusing at first, but in the end quite intuitive once you understand how it works. The settings are easy to navigate, and there's no need to get out the manual to go through them all.

On the right-hand side of the display, a special green LED lights up! It indicates that the e-clutch system is active. Not insignificant when you consider that the system deactivates as soon as you manually pull the clutch lever. Supposedly unable to stall, this light may prove useful for those with an easy reflex.

The sound of the in-line 4-cylinder remains discreet and pleasant. It immediately inspires confidence and wisdom.

Once you're on the bike, depending on where you put your right foot, you'll feel the e-clutch's electronic box on your calf. Nothing unpleasant or uncomfortable. Above all, nothing dangerous. The box doesn't heat up, and you won't even have to stick your calf to the hot housing.

Time to go. You raise your left hand and say: "I swear I won't touch the clutch lever". You slam on the first one, it doesn't stall, you twist the throttle slightly, and the bike launches off without batting an eyelid, as if your fingers were sliding slightly to release the lever. A truly amusing sensation at first, it's hard to contain the smile and be amazed by the work of Japanese engineers to reproduce this sensation of suppleness and lightness on start-up.

It's time to get out of town. No worries, everything flows easily. All you have to do is play with the pedal, and you're off without any jerks or hard knocks. You'll quickly get the hang of it, but there's even a tendency to forget to downshift and find yourself under-revving. Fortunately, a speedometer on the TFT display indicates when it's time to shift down. At red lights, too, you find yourself never returning to neutral. You stay in first gear, ready to go. Rest assured, there's no risk to the bike or the clutch, as the e-clutch system really does the job for you. On just 2-3 occasions, the gear remained in a false neutral, between 4 and 5. But after setting the e-clutch in hard mode, I no longer felt this phenomenon. My bad habits must have meant that I slipped my foot in without really activating the gear pedal.

Tuttt, rah damn, I pressed the horn again instead of the indicators! For me, this is the biggest flaw in the placement of the buttons on the handlebars. The horn is located on the center of the handlebar, and you have to move your thumb underneath it to activate the indicators. This is a fault that has been pointed out to the brand for many years, but they don't seem to have reacted.

The front fork has been softened by reducing spring stiffness, but compression has been increased. Road imperfections are very well absorbed, and despite the many bumps in the road, there's no kickback from the rear shock. The bike is super agile with a 1450 mm wheelbase, and remains stable once the speed is more sustained in a curve.
The feeling is good, although the choice of tires could be questioned. The Dunlop Roadsport 2 is a hard compound that requires a long warm-up period. It's hard to say whether the little slips at the rear were due to the tires still not having reached the right temperature, or to road grime. At sustained speeds, the tires are no more reassuring. I didn't have any problems with them, but neither did I have the comforting feeling that said "go ahead, I'm here, you've got nothing to worry about". I had more feedback on the Showa upside-down fork, or on the 310 mm dual-disc brakes with their two Nissin calipers. Even when you're coming around a bend a little fast, the braking is biting and reassuring. It's a real pleasure. And if you're out and about with your mates, the turn signals are automatically activated if braking is (too) intense; a valuable piece of information in tight formation.

As for wheel, stoppie and burn, it's not my thing, but it's perfectly possible: when using the classic clutch, the bike is in its normal state. However, when you use the clutch for the first time, you'll get the feeling that it's all mushy. This is quite normal, as the e-clutch defaults to half-priming the clutch for greater efficiency.

I won't be able to confirm this, but range is estimated at just over 300 km, which is about average for this model range.

The bike really looks the part. Like it or not, it's a real eye-catcher, with its prominent air intake scoops on either side. When all the models are side by side, the red color or the matte metallic green version stand out from the crowd. The new CB 1000 R headlight, with its rounded styling, is a real eye-catcher. This bike is both classic and youthful in style, without necessarily falling into the manga style of Yamaha. An all-round style that reminds me of my '97 green CB 500.
Riding-wise, it's a bit of a classic. It's a bit average everywhere, but every good point will make you appreciate the moment in its company, and make you want to prolong the adventure. We like to get out of urban traffic jams with its maneuverability and its e-Clutch assistant. But it's just as much fun to wind up mountain passes with its mid-range torque.
It was one of the most courted motorcycles in this range, and a little bird tells me that it should remain so for a while yet. But before I contradict myself, I invite you to go and try it out in April, when it will be available in dealerships.

Yffic N. - Manufacturer's photos