Honda CBR650R E-Clutch (2024 - ) review

While the engine and foundations are the same as the bike that launched in 2019 this updated CBR650R has decidedly sportier looks thanks to a more aggressive fairing, reprofiled seat and sculpted tail light design. In the red, white and blue seen here it looks every inch the baby ’blade and, to a casual eye, little different from the much more serious CBR600RR. Fit and finish are to the expected high standards you’d want of a Honda as well, with few obvious short cuts in the way it presents. Dig deeper and you’ll realise the steel frame, non-adjustable forks and more relaxed set-up are less hardcore than ‘true’ sports bikes. But it’s near enough, and a big enough step from the nakeds like the CB650 on which it is based to feel special for those making their first move into faired bikes.

Longer in the wheelbase than a CBR600RR and with a lower seat and less aggressive bar position, the CBR650R strikes a neat balance between sporty vibes and all-day comfort. Of the bikes in its class it’s perhaps less aggressive in its riding position than the Triumph Daytona 660 it most closely matches in its spec or the Suzuki GSX-8R or Yamaha R7. But we’re talking a few millimetres here and there, and combine convincing sports bikes looks with less wrist-heavy riding positions. True, the more upright stance of its CB650R naked cousin would probably be more comfortable in town and for commuting. But from sports touring to B-road scratching the CBR650R has a broad operating window.

The fairing and more tucked riding position make longer motorway sections more comfortable than they would be on a naked. But, beyond that, the CBR650R is more about sporty style than all-round practicality. Not to say you couldn’t attach some soft luggage to it if you can pack light. But a Tracer 9 would be a better sports tourer if that’s your bag.

In a sector dominated by parallel-twins the Honda’s 649cc in-line four really stands out, only the Triumph Daytona 660’s triple matching it for charisma or power. Even then the Honda feels the raciest of its class, and more encouraging of being revved out to five figures than the torquier Triumph. The 95 horsepower puts it towards the top of the class, this being the limit of what Honda can give if it’s to also offer a restricted A2 licence compatible version , which is a great option for younger riders wanting a sports bike but not yet with a full licence. Then there’s the E-Clutch, which unlike Yamaha’s Y-AMT equivalent keeps the clutch lever for manual shifting when you want it but can operate like a twist’n’go automatic when you don’t. We appreciate this flexibility, on the basis it’s still nice to blip your way through the gears yourself when you’re really committing to a nice bit of road, E-Clutch effectively working like a very slick quickshifter when you want it. Paired 310mm front discs with radially mounted four-pots are on the money for a bike of this type as well, so no complaints there.

Given it only weighs an additional 2kg there are few practical compromises to be made in opting for the E-Clutch, even if the mechanism does look a little unsightly sprouting from the side of the engine as it does. An all-up weight of 211kg as equipped does make it one of the burlier bikes in this new-school sports bike class – the R7 is just 188kg for comparison – and that does mean you need to wind it up to really make progress. But when you do there’s a confidence-inspiring balance of agility and stability, which will suit those taking their first steps into a sportier bike while leaving some headroom for the more hardcore CBR600RR to satisfy the real road racers or track fanatics. Suspension comprises the same non-adjustable Showa SFF Big Piston forks as seen on nearly all the Honda’s rivals, the rear shock lacking the fancier linkage driven arrangement of the Suzuki or Yamaha but the set-up again striking a nice balance between sportiness and comfort.

The relative affordability of these new-school sports bikes is a real selling point, and opens up this style of machine to a new audience perhaps not ready to commit to life with a full-on super sports. That should help with insurance as well, the modest power output also meaning less strain on consumable parts while fuel consumption will very much be down to how you ride it.

It’s a Honda! In all seriousness, while the bike has been updated the engine has been around for a while and the parts are all proven kit, so we have no reason to worry. The E-Clutch system may be new but is based on existing tech from Honda’s DCT gearboxes, and there’s still a physical cable operating it if it does for any reason fail. Which we don’t expect it would.

You should be able to buy a Honda with the confidence you won’t be troubling the warranty, the two years of cover you get as standard per the industry standard. You can add another year at point of purchase (or within a month/1,000 miles) for extra cost, beyond which you can extend again for up to five years if your bike has less than 60,000 miles on it, all packages including full European breakdown cover.

In an age of workmanlike parallel-twins the charismatic four-cylinder engine should rightly be celebrated as one of the CBR650R’s main selling points, this 2024 model year version also getting an improved 5.0-inch TFT display with variable display options and ability to integrate to your phone via a dedicated app. Rider aids are, perhaps, a generation back from the more sophisticated systems on newer models like the CB750 Hornet but we rather appreciated the simplicity of the on/off traction control. While you can still buy the CBR650R with a regular manual clutch (with or without a quickshifter) the fact E-Clutch only adds £130 to the price and doesn’t intrude on the riding experience if you turn it off makes it close to a no-brainer. If you need a bit more flexibility the sensibly priced Touring Pack adds soft bags for tank and tail and heated grips and you can snazz up the looks with various sticker packs for the wheels and suchlike but, beyond that, the gimmick-free focus on the job at hand is rather refreshing.

Talk of sports bikes dying a death seem to have been somewhat premature, this new wave of more accessible and usable models like the CBR650R and its equivalents something to celebrate. It’s a strong class packed with very capable bikes as well, the closely matched pricing making choosing between them harder still. In the end it’ll likely come down to whether you prefer the instant punch of twins like the Suzuki or relish working harder for your thrills by revving the Honda out as it demands. Or you could split the difference with the Triumph. Each to theirs, but for the looks, that E-Clutch option and the engine the Honda would be very high up the shortlist.