The updated 2024 Honda CBR650R middle-weight sport bike blends classic high-revving inline-4 character with cutting-edge E-Clutch technology for a thrilling yet practical ride. Find out if it’s the right sportbike for you in our in-depth review.
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A New Era for Middleweight Sportbikes
The landscape of middleweight sport motorcycles has shifted dramatically in recent years. As 600cc supersports faded away, a new breed of high-performance bikes based on 650-700cc twins and triples have emerged to fill the void. Offerings like the Yamaha R7, Aprilia RS 660, Suzuki GSX-8R, and Triumph Daytona 660 are vying for the hearts of sport riders who want accessible performance.
In the midst of this sea change, Honda has updated its trusty CBR650R for 2024 with some key changes to keep it competitive, including:
- Sharper styling with new LED lights and bodywork
- Revised suspension damping and spring rates
- Full-color TFT dash
- Innovative new E-Clutch semi-automatic transmission
On paper, the CBR650R’s classic 649cc DOHC 16-valve inline-four producing 94 horsepower seems almost old-fashioned compared to the grunty, torquey motors of its twin and triple-cylinder rivals. But spec sheets don’t tell the whole story. We saddled up to see how this refreshed CBR stacks up on real roads.
E-Clutch: The Future of Motorcycling?
The headlining feature of the 2024 CBR650R is undoubtedly the optional E-Clutch system. This $100 option does away with the need for a manual clutch, using a pair of servo motors to engage and disengage the clutch plates automatically.
How E-Clutch Works
According to Honda, E-Clutch combines elements of a traditional manual gearbox, a quickshifter, and DCT technology. Sensors monitoring throttle position, shift lever pressure, and wheel speeds tell the system when to open or close the clutch.
The rider still changes gears using their left foot, but there’s no need to use the clutch lever when pulling away, coming to a stop, or shifting. Compared to a standard quickshifter, Honda claims E-Clutch offers:
- 20% faster shifts
- Greatly reduced shift shock
- Smoother launches from a stop
E-Clutch Advantages
E-Clutch has a number of potential benefits:
- Reduced fatigue in stop-and-go traffic
- Simplicity for new or re-entry riders
- Easier control for those with wrist/hand issues
- Faster, smoother shifts vs a manual clutch
At just $100 more than the base model (£100 in the UK), E-Clutch is an affordable option that undercuts the typical cost of adding an aftermarket quickshifter. For many riders, it will be a no-brainer.
On the Road: Better Than Ever
Settling into the CBR650R’s subtly revised cockpit, the riding position hits a sweet spot between sporty and comfortable. The clip-ons are low enough for an aggressive stance when you’re on the pipe, but not so extreme that it’s torture on the street.
Prod the starter and the liquid-cooled 649cc inline-four barks to life with an intoxicating growl from the airbox and a howl from the exhaust. This is clearly not your typical anodyne UJM motor.
E-Clutch: Smooth Operator
Snicking the transmission into 1st gear and rolling on the throttle, the E-Clutch system lives up to the hype. Launches are smooth and drama-free, with none of the jerky clutch engagement common to DCT bikes.
In slow-speed maneuvers and heavy traffic, E-Clutch is a revelation. Modulating power is effortless, as is coming to a stop without touching the clutch lever. Shifts are lightning quick yet buttery smooth.
Critically, E-Clutch retains the satisfying mechanical feel of swapping cogs yourself, unlike the somewhat disconnected sensation of DCT. For experienced riders, this may be its biggest asset.
Chassis: Agility and Stability
With the motor spinning up, the CBR650R’s refined chassis shines. Turn-in is light yet precise, no doubt aided by the aggressive riding position shifting weight over the front end.
Mid-corner stability is excellent, allowing you to carve an accurate line. And despite budget suspension, the Showa fork and monoshock strike a fine balance between compliant ride and taut body control. Braking power is ample with good feel at the lever.
That Glorious motor
As speeds climb, the CBR650R’s calling card is its ripping inline-four. With a stratospheric 12,500 rpm redline, this is an engine that lives to rev.
Yes, you have to spin it up to extract maximum thrust. But the 649cc mill is surprisingly flexible, pulling cleanly from 4,000 rpm. Cracking open the throttle rewards you with a top-end rush that the twins and triples can’t quite match.
Compared to peakier 600cc race replicas of yore, the CBR650R delivers a wider powerband that’s more usable in the real world without sacrificing the drama of a screaming four-cylinder sport bike.
The Verdict
So where does the 2024 Honda CBR650R fit in the new middleweight landscape? With its high-revving motor and slightly more relaxed riding position, it remains a bit of an outsider compared to the 270-degree crank brigade.
But that’s exactly its appeal. The CBR650R offers classic Honda build quality and engineering sophistication wrapped in a package that’s both exhilarating and practical. For the rider who wants racetrack soul tempered with everyday versatility, it’s a compelling choice.
Factor in the technological leap forward of the E-Clutch option, and the CBR makes an even stronger case for itself. At just $100 over the base price, E-Clutch is a bargain that utterly transforms the riding experience, particularly for urban/suburban riders.
While some purists may scoff at ceding control to an automated clutch, E-Clutch points the way forward. We suspect it won’t be long before this technology is commonplace on all sorts of street bikes.
With sharper style, that glorious motor, and a genuinely revolutionary transmission, the 2024 CBR650R proves Honda’s middleweight contender is still very much in the game. For the right rider, it might just be the perfect sportbike.
Fast Facts
- Engine: 649cc DOHC inline 4-cylinder
- Bore and Stroke: 67mm x 46mm
- Compression Ratio: 11.6:1
- Transmission: 6-speed manual with optional E-Clutch
- Horsepower: 94 @ 12,000 rpm
- Torque: 47 lb-ft @ 8,500 rpm
- Front Suspension: 41mm Showa SFF fork, 4.7 in travel
- Rear Suspension: Monoshock with preload adjustability, 5.0 in travel
- Front Brakes: Dual 4-piston calipers, 310mm discs, ABS
- Rear Brakes: 1-piston caliper, 240mm disc, ABS
- Dry Weight: 445 lbs (202 kg)
- Seat Height: 31.9 in (810mm)
- Fuel Capacity: 4.1 gallons (15.4 liters)
- Available Colors: Grand Prix Red, Matte Black Metallic
- MSRP: $9,799 (E-Clutch: $9,899)
