Honda CB650R E-Clutch Test 2024

Even after 50 years as the world's leading motorcycle manufacturer, Honda is not resting on its laurels. After the DCT, they may have achieved another stroke of genius. But is the E-Clutch really as groundbreaking as it is claimed to be, or is it just a technical gimmick? And what changes have been made to the CB650R?

Response: Even after 50 years as the world's leading motorcycle manufacturer, Honda is not resting on its laurels. After the DCT, they may have achieved another stroke of genius. But is the E-Clutch really as groundbreaking as it is claimed to be, or is it just a technical gimmick? And what changes have been made to the CB650R?

What's new on the Honda CB650R? The core components remain unchanged, with only a few adjustments made. The 649 cc inline four-cylinder engine still produces 95 hp at 12,000 rpm and 63 Nm of torque at 9,500 rpm. However, the intake system and intake valve timing have been updated, resulting in a slight increase in torque at lower revs and 5% more power at the rear wheel at higher speeds. The chassis has also been subtly modified, with the Showa Big Piston USD fork now offering reduced spring rate but increased damping for a more comfortable ride over small bumps without compromising sporty performance. The most noticeable changes include the redesigned fairing, LED headlight, rear end, and seat. Additionally, a sleek TFT display and revamped handlebar controls and switches have been added. Lastly, the CB650R introduces the innovative E-Clutch system, a global first. But how does it function in practice?

In contrast to the DCT, the E-Clutch is not a completely new technology in the motorcycle sector, but rather a clever combination of already known technologies. The E-Clutch system combines the technology of modern shift assistants, a conventional multi-disc clutch in an oil bath, and the electronic clutch control of the DCT. The result is a control unit that weighs only around 2 kg and is located directly at the upper end of the clutch cover on the right-hand side of the engine. With the help of an actuator unit with two servomotors, the clutch is disengaged and re-engaged electronically at the right time. Various parameters such as speed, throttle position, engine speed, the input via the foot control lever, the gear position, and the position of the clutch plates are taken into account. In addition, the ignition and fuel injection are controlled accordingly when engaging and disengaging the clutch. This not only enables smooth and seamless gear changes but can even take over the clutch automatically when starting and stopping. Nevertheless, manual control of the clutch remains possible at all times. But how does driving with this new technology feel in practice?

The development of the Honda Naked Bike focused on comfort, ease of use, and sportiness. The CB650R is a mid-range naked bike designed for country road riding, with a strong emphasis on balancing comfort and sportiness, similar to the E-Clutch. The bustling city traffic in and around Marseille serves as the initial testing ground.

The riding position of the Honda Naked Bike CB650R is typically relaxed and upright, with narrower handlebars compared to similar motorcycles. What sets it apart from the competition is its classic in-line four-cylinder engine. The engine's smooth throttle response is a standout comfort feature of the CB650R. Power delivery is incredibly smooth and predictable, with a pleasing growl at low revs from the four-cylinder engine. Weighing in at 205 kg, the bike is easy to maneuver through traffic. On the open road, the elastic gears allow for relaxed cruising at low revs. These comfort features were already present in last year's model, but the E-Clutch takes comfort to a new level.

The Honda Naked Bike features the E-Clutch system, which automatically engages the gear when the motorcycle is started in neutral. With just a simple press on the gearshift, the gear is engaged smoothly, allowing for a relaxed riding experience. The CB650R is responsive to throttle input, offering both energetic and smooth acceleration options. Getting used to the precise throttle control and E-Clutch may take some time, but soon riders will find themselves confidently maneuvering through city streets without needing to use the clutch lever. Thanks to the E-Clutch, stopping and starting again is seamless, eliminating the risk of stalling. The system even provides a visual warning if a gear is selected that is not suitable for the current speed, ensuring a safe and efficient ride. This innovative technology enhances the overall operation of the Honda Naked Bike, providing riders with a user-friendly and enjoyable riding experience.

Finally, Honda introduces a motorcycle with an intuitive operating concept. The new TFT display is not only visually appealing and offers smartphone connectivity, but navigating through the menus via the new backlit gauges and the 4-way switch is also much easier and more accessible compared to other Honda models such as the Fireblade, Africa Twin, and Transalp. While the CB650R may not offer many customization options without riding modes and with basic traction control and ABS, the E-Clutch system benefits from this straightforward handling.

The electronic clutch control on the Honda Naked Bike can be deactivated by pulling the hand lever. At low speeds, the E-Clutch re-engages automatically after 5 seconds, while at higher speeds it activates after just one second. This allows for manual control of the clutch during maneuvers like fine-tuning or wheelies. If you prefer classic clutch control and don't want to constantly switch the E-Clutch on and off, you can permanently turn off the system. In manual mode, the CB650R operates like a traditional motorcycle with a standard clutch. Additionally, the E-Clutch offers adjustable settings for gear changes, allowing you to customize the feel on the shift lever between "Hard", "Medium", and "Soft" modes for upshifting and downshifting independently. Personally, I prefer a firm and distinct feedback from the transmission, so I opt for the hard setting.

Finally, we leave the hustle and bustle of Marseille and tackle winding mountain roads. Here it becomes clear once again that the four-cylinder engine is the star of the CB650R. Without a direct comparison to the previous model, the subtle increases in power are not immediately noticeable, but even so, the CB650R impresses with its characteristic "old-school" in-line four-cylinder. This means a moderate power delivery from low revs, a silky throttle response, a willing revving up, an increasingly loud four-cylinder and finally the power peak in the upper third of the rev range. In direct comparison with other mid-range Nakeds with two-cylinder in-line engines, the CB650R may be at a disadvantage when accelerating, but few bikes in this class offer as much fun and a sporty feeling as the CB650R when the gears are turned out. Even when leaning, the engine scores with its fine modulation and precision. The very well dimensioned Nissin brakes with their 310 mm double discs and radial four-piston brake callipers at the front offer a soft pressure point on the one hand, which enables relaxed riding, and on the other hand they can apply a powerful grip with a manageable amount of force without losing modulation. The fork also provides stable feedback from the road and conveys confidence when leaning as long as the road surface remains relatively flat. However, the suspension, especially the suspension strut, cannot completely prevent slight unsteadiness in the vehicle when cornering and on uneven asphalt.

Even at extreme lean angles, the gear changes with the E-Clutch system do not disrupt the CB650R. The inline four-cylinder engine and E-Clutch work seamlessly together on twisty roads, enhancing each other's smoothness. Even when cruising leisurely, you can tackle corners in a higher gear, with the E-Clutch adjusting almost imperceptibly. When you want to accelerate again, whether overtaking or leaving a town, you'll want to return to higher revs and downshift a few gears. Here, the E-Clutch's next highlight shines: upshifting without load and downshifting under full load are both possible. While other brands like Yamaha and KTM offer similar quickshifter functions, they are not as refined and seamless as the E-Clutch quickshifter. Downshifting with the throttle open is particularly satisfying. After following a slow-moving truck, the opportunity to overtake arises. Twist the throttle, tap the gear lever a couple of times, the engine growling louder with each shift, and you're already surging ahead in the optimal rev range accompanied by the symphony of the four-cylinder engine. A true delight! The combination of the CB650R and E-Clutch provides an incredibly intuitive and harmonious riding experience, even on spirited rides through the countryside.

Honda's new technology has received nothing but praise so far. The benefits are clear: increased comfort in city traffic with clutch-free operation, eliminating the risk of stalling the engine and allowing for seamless gear changes. Additionally, there is a more dynamic performance with quicker, smoother gear shifts and the ability to change gears at any throttle position. As for drawbacks, getting used to operating the E-Clutch may take some time, but this is to be expected with a new system and is not a significant issue. The added weight of 2 kg would only be noticeable on high-performance bikes, and on the CB650R and CBR650R, the E-Clutch system does not hinder maneuverability. Since the system can be deactivated at any time and does not interfere with traditional clutch control, there are no disadvantages in my opinion. The E-Clutch provides great flexibility without imposing any restrictions on the rider.

At the moment, there is only one version of the Honda Naked Bike with E-Clutch, but this is likely to change soon. When considering the DCT technology, the E-Clutch shows great potential. In fact, the DCT is a popular choice on similar models, with 90% of Goldwings, 70% of Africa Twin Adventure Sports models, and 50% of NC750 motorcycles being equipped with it. However, the E-Clutch is more affordable than the DCT and easier to install on existing models, as it can be combined with traditional clutches. When I inquired with Japanese technicians and developers about the future of the E-Clutch, they remained tight-lipped. They mentioned that they will assess the sales performance of the E-Clutch versions of the Honda Naked Bike over the next 6 months before making any decisions. As for long-term use, it was discovered during testing that the E-Clutch puts similar stress on the clutch plates as a skilled rider would. This means there are benefits in terms of wear for less experienced riders.

How much does the E-Clutch system cost for the Honda Naked Bike? Currently, it is priced between €400 and €500 more than the standard models. In Austria, the Honda CB650R is priced at €9,690, while the CB650R E-Clutch is priced at €10,190. The Honda CBR650R is available for €10,690, with the E-Clutch version costing €11,190. For Swiss prices of the E-Clutch models, please refer to this link, and for German prices, check here.