Motorcycle specifications HondaCB 650 R E-Clutch 2026 A Pandora's box?

The new CB 650 R is evolving far more than it looks. Particularly with the inauguration of its new E-Clutch clutch assistant, which could well become a matter of course for all Honda models in the years to come. A bit like power steering in a car or TV in a house - it's not essential, we did just fine without it before... and we don't see how we could do without it today.
But before we look at the contribution / interest of this E-Clutch, let's see what's new in the mid-range Neo-Sport-Café.

A new face, a reworked design, and a more assertive desire to be different. The original "Mechanical Art" concept suddenly seems very timid on the old CB 650 R, while the new one expresses it more proudly with a new headlight unit (stolen from the CB 1000 R), prominent air intake scoops, a sharpened rear end and a redesigned tail light. It retains its more precious look, with bronze treatment for the wheels, head cover and side covers, and a gold finish for the forks. There's no denying that the new 6 and a half has style, and that's something to be proud of.

This strengthened identity is based on exactly the same chassis as before. There was no need to redesign it. The "Diamond"-type steel frame features a preload-adjustable monoshock, 17" wheels and a 41 mm Showa upside-down fork. A safe and efficient suspension element with its SFF-BP system, combining large pistons and separate functions: a large internal piston diameter to better absorb shocks and give more feel, hydraulic damping in one sleeve and springs in the other. For braking, Nissin 4-piston radial calipers bite into 310 mm tracks. Here again, the tried and tested.

In this age of connected technology, it was high time the CB 650 R shed its LCD instrumentation for something more modern and attractive. Hence the arrival of a 5-inch TFT screen, with a sober and colorful interface, multiple and thematic, communicating and abundant. Between control of the phone, the E-Clutch and the RoadSync app, the dashboard has enough to accompany its rider through many moments of the day. First choose a display type (Simple / Bar graph / Circular), then set the clutch activation settings and finally (via voice recognition or action of the new backlit button on the left-hand commodo) enjoy music management, simplified GPS navigation or even be em....dered by calls or message notifications.

The CB is powered by the same 4-cylinder as yesterday, with 16 valves, double ACT and super-square dimensions; a very classic, tried-and-tested engine that is, by definition, worry-free. A choice that may seem old-fashioned, given that most of the competition only designs 2 or 3-cylinder engines. But this type of architecture makes for a pleasantly supple, linear performance that's easy to appreciate, with a boost in power at higher revs to 95 hp. As a counterpart to this type of engine, you need to keep it revving at higher revs to get power under the handle. In the event of overrun, the HSTC torque / traction control system takes care of business - or not, as it can be deactivated.
Its limited-slip clutch makes the control lever very supple and digests the risk of rear-wheel lock-up. Now we're getting to the clutch control and E-Clutch.

What's the best thing about this Honda innovation? Comfort, simplicity and semi-automatic gearshifting for everyday use. With this system, you can dispense with the clutch lever and make do with the sole use of your foot all day long. Even when stationary, there's no need to disengage the clutch.
How does it work? When the system detects the use of the selector, it intervenes on the ignition and fuel injection, and then activates two small electric motors to activate the clutch. In essence, this creates a semi-automatic system. Because the E-Clutch never shifts gears; it assists them. From the dashboard, the rider can select the "type of action" for clutch engagement/disengagement - Hard, Medium or Soft - for both upshifts and downshifts.
And as the system constantly assists the control, the motorcycle can no longer stall. A real plus for new riders or those whose hands are sore from long city rides.

But this tech isn't exclusive. The left-hand lever is still there, and can be used just like on a classic motorcycle, at any time. I encourage you to discover all the subtleties of this technology in the dedicated news ->.
This evolution of the CB 650 R has a consequence on weight. A few kilos more, plus two more for the E-Clutch. The bike now weighs 207 kgs.

Honda has decided that CB 650 R models sold in France will be equipped with E-Clutch as standard. This "obligation" isn't necessarily a problem, since the system can be deactivated for those who want to keep their lever-handling skills, and rumour has it that the cost of this technology will add very little to the price of the bike. The difference is 450 euros from the previous model, including e-clutch and 2024 evos - a very reasonable premium.
Democratizing a revolution, that would be the niche of this new CB. Remind you of anything?

M.B - Manufacturer's photos