Motorcycle specifications HondaCBR 650 R E-Clutch 2024 Friendly sport... in every way

The Honda CBR 650 has been the definition of mid-range sport for the past decade. But not sporty like the CBR 600 RR (which we welcome back in 2024); more like a dynamic sport-GT, or simply a roadster in the mood for a tight, sexy outfit.
But this CBR heralds the dawn of a new age. One where the left hand and the clutch have agreed to divorce while living together. This win-win compromise is called E-Clutch.

It's a highly promising technology, the benefits of which we're about to discover. But let's not get ahead of ourselves: the new CBR six-and-a-half deserves to be tickled by the eyes for a while. A little sharper, tauter than ever, sharp almost to the point in its conviction to please, the Honda has not missed its facelift. Each generation becomes more and more nervous in style, to the point where you'd swear you were looking at a Supersport.

It's almost a pity that the engine doesn't benefit from an increase in watts. For such a racy machine, we'd appreciate more than just 95 hp. A 750 Hornet has almost the same output. The CBR has a very different power delivery, with a very different suppleness, fire and desire to take turns to show its strength.
But with the return of the 600 RR, the muscle of the 650 is perfectly positioned in the range: twice as much horsepower as the CBR 500 R and 20% less than the 600 RR. Enough to progress in its quest for consistent performance.

The HSTC torque control is there to limit impromptu shifts, while at the other end of the scale, the anti-dribble clutch prevents jerky responses during violent downshifts. In short, safety comes in many forms. Finally, let's turn to the E-Clutch, which promises to be a new dimension in driving pleasure. With it, the rider can forget about the clutch lever, all day long if he feels like it.

Take a small gearbox, stuff two servo motors and a whole cascade of gears into it, and let it graft itself onto the housing and take over the clutch control. 2 kilos later, here's the CBR with semi-automatic clutch management. Once the engine is running, the system is active. By detecting the shifter's movements, the electronics send commands for the engine management system to adapt to the transition, then activate the servos. These then act on the control instead of the cable tension. Thanks to this, the E-Clutch has control of the clutch, but the rider can resume it whenever he likes, as all the classic clutch/disconnect controls are still there.
Permanent deactivation is also possible via the on-board interface. This area is also used to set operating parameters. For more technical and detailed information, you can read more about the E-Clutch in the news section ->.

long before you delve into this system, your attention will have been drawn to the all-new instrument panel. New.... for the CBR 650 R and many Honda models this year. But in fact, it's the same 5-inch color TFT panel that the 750 Hornet and Transalp recently democratized at Honda. So much the better: the display is pleasant, clear and precise, and announces several services: three display themes, speed, fuel, engine rpm, gear engaged, smartphone pairing and multi-map RoadSync app. With this, you have access to a simplified turn-by-turn navigator, music management, calls, messages, weather - and even a voice system if you've got the hardware for it.
Strangely enough, there are no riding modes on this bike, even though this type of technology has been installed on virtually every new model from any manufacturer for several years now. For the next generation?

For this 650 CBR, Honda has focused on the plastic, the E-Clutch and the control interface. As we've seen, the engine remains unchanged, as does the chassis. And there's nothing to complain about. Around its "Diamond" steel frame, the most "road-going" of CBRs benefits from a 41 mm Showa SFF-BP inverted fork, Nissin 4-piston radial calipers, 310 mm discs, a Showa shock absorber and 17-inch wheels. Roadster, roadster... the half-handlebars are located under the fork crown. It's more interested in curves than ribbons.

automating gear changes is nothing new. From the DCT robotized gearbox, the Rekluse clutch (adopted by MV-Agusta), the shifter, Yamaha's YCC-S electronic system, to the torque converter on the old CB 400 A from 1978, the idea has been passed down through the years and generations of motorcycles. With the E-Clutch, lightweight and easily adaptable to a wide range of models, Honda has perhaps come up with the universal solution for all those who want to simplify gear management. The CB 650 R and CBR 650 R demonstrate this convincingly. In fact, Honda is so confident that the roadster and sports bike will be sold with this system in France.

M.B - Manufacturer's photos