Delivering an ideal mix of practicality and performance, Honda's middleweight sport bike boasts a finely tuned chassis delivering light, responsive handling, as well as a high-revving inline-four-cylinder engine that offers enjoyable power. For the 2024 model year, the CBR650R (alongside its standard CB650R sibling) has also been bestowed with the notable responsibility of introducing high-tech Honda E-Clutch technology to the motorcycle world. Ensuring its worthiness of such a distinction, the model gets a number of styling and convenience upgrades, making it even more of a pleasure to own for a wide spectrum of riders, and a gratifying intersection of values for the modern sport-bike enthusiast.

NEW FOR 2024

• World's-first E-Clutch technology allows the rider to start, stop and change gears using just the shift pedal (without using the clutch lever—although normal operation of the clutch lever is also possible).
• Sporty styling evolves aggressively, shaped for speed.
• New 5-inch full color TFT screen.
• New, simplified lefthand switch cluster is easy to use and is backlit for nighttime riding.
• All lighting is LED; new slanted headlight matched by new taillight design.

HISTORY
Honda's fully faired CBR650F, launched in 2014 alongside the naked CB650F, provided a healthy slice of four-cylinder middleweight performance, very much at the sporty end of the "sport touring" spectrum. Five years later, the CBR650F became the CBR650R, the upgrade from "F" to "R" indicating an even more potent shot of sporty ability designed to be explored, used and enjoyed on the street.

In the process of its transformation, the CBR650R became, deliberately, a rare breed: a four-cylinder sport bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality—and sensible running costs—to make it a viable option as day-to-day transport in addition to weekend fun.

The direction was well received. In 2021, the CBR650R continued its development curve, with user-driven detail improvements and a major upgrade to the front suspension.

The 2024 model year is important for the CBR650R, and while updated style and functionality will get attention, this bike—alongside its naked sibling, the CB650R—will go down in history as the first Honda to be available with Honda E-Clutch technology, designed to make motorcycling even more enjoyable—and exciting—for all riders, from beginners to experts.

Honda E-CLUTCH
Honda E-Clutch takes elements of the technology and performance of quick-shifters, manually operated clutches and Honda's Dual Clutch Transmission technology to create a unique blend of these well-proven approaches, opening up a whole new aspect of the motorcycling experience for riders of every type and experience level. The clutch and transmission hardware themselves are no different from a conventional motorcycle, with the ultra-compact system weighing less than four and a half pounds.

In operation, Honda E-clutch is simplicity itself, taking away the need to use the clutch lever to make a shift either up or down the gearbox. The rider simply operates the shift pedal for ultra-fast, consistent gear changes, bringing extra enjoyment to sporty riding. The clutch lever is also not needed when pulling away or coming to a stop. Becoming active as soon as the engine is switched on, the system manages both scenarios smoothly, while taking away the possibility of the engine stalling when in operation, providing extra convenience and peace of mind to urban riding involving frequent starts and stops.

In addition to enjoyment and convenience, Honda E-Clutch brings ultimate flexibility. Should the rider wish, he or she is able to operate the clutch lever as normal at any time. When the clutch lever is used, the Honda E-clutch system will re-activate after less than a second above a certain engine rpm, or after 5 seconds at lower engine speeds. Should the rider wish to turn off the system for a particular ride, this is also possible via the switchgear on the left handlebar. The change to manual operation is indicated by a letter "M" on the instrument panel.
 
The Honda E-Clutch also allows the rider to select an "operation feel" to set the strength of the force required on the shift pedal to make a gear change. Three settings are available: HARD, MEDIUM and SOFT, each of which can be chosen independently for upshifting and downshifting. The technology will also advise the rider to shift down—via a symbol on the instrument panel—if it detects the motorcycle is in a high gear at a certain speed.

The Honda E-Clutch manages clutch engagement and disengagement based on its reading of parameters, including vehicle speed, throttle opening angle, engine rpm, pressure on the shift pedal, clutch-motor reduction-gear angle, engine countershaft speed and gear position. The clutch is operated through an actuator unit with two motors situated inside the righthand engine cover. As the clutch is engaged or disengaged, the engine's ignition timing and fuel injection are also controlled, resulting in smooth, shock-free shifting in any situation.

"Our Honda E-Clutch is designed to offer motorcyclists a new kind of experience that can make their riding even more fun and exciting," says Junya Ono, Honda E-Clutch Large Project Leader. "It also adds peace of mind and comfort to town riding or the daily commute. We hope that many riders will try our new system to enjoy the unique mix of sportiness and flexibility it offers."

ENGINE / DRIVETRAIN
The 649cc, DOHC 16-valve engine is unchanged for the 2024 model year. It's tuned to create the purest, most enjoyable midsize four-cylinder performance possible, with the classically fast "pickup" through the rev range and hard-hitting, high-revving top end for which Honda's inline fours are renowned.
 
Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm, with compression ratio raised to 11.6:1. Iridium spark plugs are employed, and twin air ducts (one on either side of the fuel tank) feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimize bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer, and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channeling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout, with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lockup under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) manages rear wheel traction; it can be turned off should the rider choose.

Environmental efficiency has been updated with revisions to the ECU and catalyzer, as well as the addition of an OBD2-2 sensor.

DESIGN / STYLING
While its four-cylinder power unit is firmly on display, the CBR650R's new wrapping ramps up pure sporting appeal; redesigned dual LED headlights emit a penetrating, uncompromising stare, while the upper and lower fairings blend muscularity with sharp, slim lines and angles.

An aggressive riding position starts with clip-on handlebars that mount beneath the top triple clamp, matched to rear-set footpegs. The new seat unit is even more compact and neatly truncates the rear of the machine, adding to the hard-edged sense of purpose. Trim side panels accentuate the minimalism, as does the steel rear fender/license-plate mount.

Rider and passenger seat shaping has been revised to match the seat unit; seat height is 31.9 inches. There's a USB Type-C socket located under the seat.

Premium technology, in the form of a brand-new, 5-inch full-color TFT screen—uses optical bonding to improve visibility in bright sunlight. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced, and visibility is improved. The display itself is customizable between "Bar," "Circle" and "Simple" display patterns.

CHASSIS / SUSPENSION
The steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver excellent all-round handling characteristics with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 57.0 inches. Curb weight is 466 pounds.

Showa's 41mm Separate Function Big Piston (SFF-BP) inverted fork offers high-quality reaction. A pressure-separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. With the use of a larger piston, the combined result is increased feel, bump absorption and control. Adjustable for 10-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminum swingarm.

Four-piston radial-mount front brake calipers work 310mm floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system. Cast-aluminum wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tires.