Honda E-Clutch CBR650R & CB650R – First Ride Review

Honda announced its revolutionary E-Clutch technology would make its real-world debut on the brand’s middleweight machines, the 2024 CBR650R and CB650R. The press introduction for both bikes and the E-Clutch took place not too far from Honda’s U.S. headquarters in Georgia. At the press briefing, the mastermind behind the E-Clutch, Mr. Junya Ono of Honda Japan, shared his inspiration and insight on the technology, its application, and what it means for the future of motorcycles.

Honda E-Clutch Technology 

The E-Clutch component is located on the bike’s right side, mounted to the top of the clutch cover assembly, and wired into the bike’s ECU. While not deep diving into all the technology and science, E-Clutch reads the input when you apply up or down foot pressure at the shift lever. That data is processed, and shift happens. No pun intended. The required pressure can be adjusted in the bike’s settings, from soft to medium to hard, via the new minimally designed left-hand switch cluster on the CB650R (MSRP $9,899) and CBR650R (MSRP $9,899). 

In application, start the bike in neutral. With the engine running and never touching the clutch lever, using only your shift lever, you step down into first gear and proceed to roll on the throttle. And you’re off. Continue to shift up with your foot as needed to travel through the gearbox. Likewise, you click down with your foot on the lever to downshift, never touching the hand clutch lever. Those familiar with quickshifting will recognize and understand the mechanics of E-Clutch. However, the system is intuitive, making it accessible to those who find the idea foreign. There’s no blipping the throttle to match revs. Up and downshifts are achieved at open throttle without rolling off. Coming to a stop? Brake normally and do not touch the lever while waiting in first gear. Start in a gear too high? The system will alert you on the new 5-inch TFT dash, suggesting you upshift. The only difficulty is retraining yourself not to touch the clutch.

Having the foresight Honda does, they staged phase one of the press ride at the entertaining and quick-paced Atlanta Motorsports Park where I familiarized myself with the E-Clutch system applied to the 2024 CBR650R and CB650R models.

The 2024 Honda CBR650R

It is apparent why Honda elected this model as one of the bikes to share the introduction of the E-Clutch. This middleweight standard in Grand Prix Red, powered by an inline four 649cc liquid-cooled motor, is sporty and agile without being presumptuous. An ideal platform to welcome new riders into the sportbike world, the CBR650R doesn’t leave the experienced rider lacking overall experience. It’s important to note that this track time was more of a meet and greet, first date type of thing, so I was wearing street riding gear. No lap records were being broken.

The weight-reducing twin-spar frame, in harmony with the 41mm Showa Separate Function Big Piston forks at the front,  affords impressive handling. The unit has a wet weight of 466 pounds. The front four-piston radial-mounted Nissin brake calipers mated to 310 mm rotors and rear single caliper and 240 mm rotor provide ample stopping power. ABS is standard. These components make slowing the CBR650R on corner entry and getting the bike aimed for the exit very manageable and predictable.

Cornering is where I found using the E-Clutch to be joyful. Setting up for corners on the street or the track requires vision, timing, and mechanics. You have to work several operations at the same time. Eliminating one task allows you to dedicate more time, energy, and effort to others. To this point, I found myself where I wanted to be on the track, in the correct gear at the right speed upon corner entry and on the right line for the drive out of the corners. I didn’t initially think that it would factor in as much as it would. But it did. Impressive. 

The 2024 Honda CB650R

Honda’s naked 2024 CB650R in Pearl Smoky Gray brings a relaxed upright riding position. Like the CBR650R, the CB650R employs an inline-four cylinder, 649cc power plant, weight-reducing twin-spar frame (wet weight of 556 pounds), Showa SFF BP front 41mm forks, Showa single shock at the rear, front and rear braking setup with standard ABS.  And, of course, the E-Clutch is mounted in the same location as the 2024 Honda CBR650R. Beyond that, the CB650R is a beaming example of the Neo Sports Cafe ideology. Stripping the fairing away reveals an elegant collection of components: an attractive four-into-one exhaust system, distinguished lines of the 4.1-gallon fuel tank, a proper dual duct air intake system at the tank shoulders, and all-new LED lighting that enhances the design of the head and tail lights.

Phase two of the press ride consisted of a spirited ride through the mountain roads of North Georgia en route to Two Wheels of Suches for lunch on the CB650R with comfortable aggression. The inline-four in the CB650R platform eats twisties for breakfast, lunch, and dinner. Being a larger rider, I would only consider a wider handlebar to dial in my ride experience. As on the track, the E-Clutch allowed me to focus more on my vision and line choice, which is essential on all rides but drastically vital on twisty, technical mountain roads. 

After lunch, I swapped out to the CBR650R, which offers a slight shift in riding position but with the same level of confidence riding through the mountains. Both bikes have a seat height of 31.9 inches. The width and height of the clip-ons of the CBR650R lower your upper body just enough to modify the ergonomics. I appreciated what I found to be extra room.

As the ride reached its end, we were held in a bit of traffic. Stop-and-go traffic is where the E-Clutch shines, especially for a daily commuter. Stuck behind what was most likely regular afternoon Dahlonega, GA traffic, where the pattern of travel was to roll a little bit and then wait a little bit, it hit me that I would typically have some discomfort in my hands at this point of a long day of riding.

How often have you gotten a cramp or experienced fatigue in your clutch hand from modulating the clutch lever in stop-and-go situations? One too many times, for me. Eliminating at least one fatigue-causing factor means riding more and farther. Thanks, E-Clutch!

So what does E-Clutch mean for the future of motorcycles? There is no definitive answer. But for starters, the E-Clutch system opens the door wider for new riders intimidated by traditional clutch theory and its application. It’s not a replacement but a learning tool. The goal is to get more riders on more motorcycles. Secondly, the E-Clutch system increases the functionality of the bike. Transversing traffic can be dreadful, but the E-Clutch system eliminates the stop-and-go woes of commuting. Do you need to bang some gears the way your Daddy did it? You can turn the E-Clutch system off in the bike’s settings.

Time will tell what else the technology will bring to the moto-table. For now, the E-Clutch system increases the number of ways you can enjoy your ride for veteran riders while inviting and welcoming new riders to begin their journey as motorcyclists with the 2024 Honda CBR650R and CB650R. 

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