Honda CB650R (2024 - ) review

There’s a lot to like about the updated CB650R – on paper at least. Originally launched as the CB650F in 2014, itself with roots in the even older 600 Hornet, it’s always been a good-looking, reassuringly effective and affordable alternative to the likes of the Yamaha MT-07 or Triumph Trident 660, the four-cylinder engine a stand-out feature at this level. It’s also successfully endured through various well-considered updates. A restyle, spec and power bump came in 2017, in 2019 it was renamed the CB650R with the then-new Neo Sports Café styling and 2021 brought Euro5-compliance and new dash and forks. But 2024 saw the biggest changes of all, including updated styling with a new LED headlight, revised radiator shrouds, seat, and tail unit, five-inch, full-colour connected TFT dash with supporting RoadSync app and a new switch pod with backlit toggle switchgear. This also saw the addition of the E-Clutch option. While automated shifting in various forms is gaining popularity Honda, as is often the case, already led the way through its Dual Clutch Transmission (DCT) system. E-Clutch is a much simpler alternative and aimed more at novice riders, and is less a true automatic than a fancier twist on the quickshifters many riders are already familiar with. The main difference being you don’t need to use the clutch lever when pulling away or coming to a standstill. The rest of the upgrades – dash, switchgear, styling – are all welcome, too.

Honda usually delivers excellent ergonomics, and the CB is no different. As the only four-cylinder offering in the middleweight class, it appears stockier, wider and heavier than rivals like the twin-cylinder MT-07 and Trident 660 triple … and it is! But it’s not at all intimidating, has a natural and relaxed semi-sporty riding position while the 810mm seat height should allow secure, flat-footed manoeuvring for most riders. That said, it is chunkier than the Yamaha and, at 207kg, notably heavier, too. Strangely, the reach from bars to seat to footpegs is actually more compact and borderline cramped as well, though not enough to be a real concern.

Four-cylinder engine aside, the CB650R is a fairly typical budget-orientated middleweight roadster with all the implications for all-round practicality that brings. It’s fairly affordable to buy and run, it has enough power to take all types of road in its stride while also being great around town. Thanks to the engine it’s possibly a slightly better pillion bike than smaller rivals such as Yamaha’s MT-07 twin but without a fairing or any standard luggage it’s not much of a tourer, though both can be added as accessories. Overall, it’s a good first big bike and decent all-rounder, but not much more.

Despite the styling and spec updates and now standard-fit E-Clutch the CB650R is fundamentally as before. That means the 649cc four produces the same 95 horsepower with max torque of 63Nm, which is significantly more than the MT-07. But as the only four-cylinder in its class it’s also very noticeable how hard you have to rev it, the good stuff only coming beyond 9,000-10,000rpm meaning it’s nowhere near as flexible or lively feeling as the Yamaha. It’s not bad, it’s just different and takes some getting used to but if you want instant, easy urge you may be underwhelmed. The E-Clutch system takes a little time to get your head around but just works, only really showing any clunkiness at low speeds. But you can then just override it with the clutch lever or, if you prefer, just turn it off entirely. Braking holds no particular concerns, meanwhile. Twin front discs are grasped by decent Nissin four-piston, radially-mounted calipers and do a more than sufficient job although, again, compared to lighter rivals you do feel the CB’s extra weight and need to adjust accordingly.

Again, the CB650R’s chassis is unchanged from the 2021 iteration and its introduction of Showa Separate Function Big Piston (SSF-BP) inverted forks and preload adjustable monoshock out back. These, along with its semi-sporty tyre sizes and middle-of-the-road steering geometry give an assured, neutral ride speaking to its steady evolution while retaining enough sports chutzpah to have fun. Like the componentry it’s middling rather than exceptional and, again, the character of its extra weight and need to work the engine can leave it feeling a little on the bland side compared with livelier rivals.

On the one hand, the CB650R’s a middleweight, entry-level machine built with a budget in mind and on the other it’s also a 95 horsepower four-cylinder with all the cost implications that brings. A starting price just shy of eight grand (at time of writing) looks reasonable value for a proven, nicely-equipped and well finished 650, putting it between the MT-07 and Triumph Trident 660. The extra weight and nature of its high-revving engine mean everything from fuel to consumable parts like chains, brake pads and similar might cost a bit more than rivals, too.

E-Clutch is still relatively new to the market but has been around long enough that if there were any serious issues we’d have heard about them by now. Second, the CB is about as proven mechanically as modern motorcycles get – the 2014 original was based on the earlier Hornet 600, has been successively updated and refined ever since. And, third, at the end of the day the CB is a fairly under-stressed machine compared to more highly-strung supersports like the CBR600RR.

The latest CB650R, like all current Honda motorcycles, comes with a standard two-year warranty. However, Honda's new warranty extension allows up to six years’ of total cover, provided the scheduled maintenance and service plan is carried out at an authorised dealer or service centre. On that score the CB650R requires an initial ‘break-in’ service at 600 miles, followed by regular services every 8,000 miles or annually, whichever comes first.

For a budget naked built down to a price – and one based on aging mechanicals – you might not expect much of the CB650R, so the recent updates deliver some pleasant surprises. The E-Clutch system is a bonus and now standard, the left-hand switchgear is illuminated, lighting is by LEDs all round and the dash finally got updated from the old, dim LCD unit to Honda’s standard, mid-range colour TFT in 2024. This also supplies Bluetooth connectivity, and more. For a budget bike the CB also delivers are air of quality and class not common on a bike of this level. So, not lavish. But pleasingly good.

The middleweight roadster category remains one of the most competitive of all, and packed with tempting, charismatic and fun options. If not the cheapest the CB650R appeals for that Honda quality, while the unique-in-class motor arguably provides a better stepping stone into 1,000cc fours when the time comes. It’s a double-edged sword, though, the power delivery slightly underwhelming unless you rev it out while the now-standard E-Clutch doesn’t add as much to the riding experience as you might have hoped. But if you like the look, the Honda badge, the equipment and the fact it’s a four, you won’t be disappointed. And, love it or loathe it, E-Clutch isn’t going anywhere soon, given it’s also standard now on the CB500 Hornet, CBR500R, NX500, CB750 Hornet, and XL750 Transalp, too!