What is the E-clutch good for? A thorough test ride on the CBR650R E-clutch on the street

Honda CBR650R E-Clutch…1,188,000 yen / Grand Prix Red

Honda CBR650R E-Clutch…1,155,000 yen / Matte Ballistic Black Metallic

European Best Seller

The base model is the CBR650R, a sports bike equipped with an in-line four-cylinder engine. It was the best-selling sports bike in Europe in 2021 and 2024.

It offers high power performance in an easy-to-handle size, and is highly sporty. In Europe, sports bikes in this displacement range have long been a highly competitive market, and not only performance but also ease of use, cost performance, and other comprehensive features are required. The fact that it has become a best-seller there shows just how attractive a bike the CBR650R is.

Honda first equipped the E-clutch on the CBR650R and the naked version CB650R in order to let many riders around the world know about the appeal of the E-clutch.

What is E-clutch?

The E-clutch is the world’s first automatic clutch control system. The clutch is electronically controlled when starting, stopping, and shifting gears. Recently, many manufacturers have released machines with automatic gear shifting, but the big difference with the E-clutch is that the rider shifts gears themselves. And it is equipped with a clutch lever.

With the E-clutch, there is no need to operate the clutch from the time the engine is started until the bike is stopped. However, the clutch can be operated manually only when the rider operates the clutch lever. The clutch is engaged when the lever is released completely, and the clutch returns to automatic control once the bike starts moving. There is no need to switch buttons or anything like that.

The key point is that even though it is automatic operation, there are no additional switches (there is an indicator that shows whether it is automatic or manual). Switching between automatic and manual control can be done instantly and intuitively.

Experienced riders often make frequent use of the half-clutch when making U-turns or riding at low speeds to stabilize the machine, but the E-clutch can also accommodate this type of riding style.

The E-clutch is often thought of as a quick shifter that eliminates the need for clutch operation when starting and stopping, but that is only one aspect of the E-clutch.

Quick shifters are designed to operate under certain conditions (although this differs depending on the machine), but the E-clutch allows for optimal shifting operations under all conditions, including street and touring.

What optimal clutch operation brings

In this test drive, I will mainly introduce my impressions of the E-clutch. Once the engine starts, you put the bike in low gear before starting off, but there is no need to operate the clutch. The clutch lever is right in front of you, so at first you might be tempted to grab it reflexively, but if you do operate the clutch lever, it goes into manual control and does not return to automatic control until you start driving.

Taking off is extremely smooth. This is a benefit of the E-clutch, which controls the clutch itself, rather than hydraulic pressure with a solenoid. In urban areas, there are many stop-and-go movements, so this smooth operation is extremely appreciated.

Some riders who have been riding motorcycles for a long time say, “I don’t see the point in having automatic control because I operate the clutch unconsciously.” Our tester was one of them. However, when riding in urban areas, you really appreciate the benefits. It doesn’t cause physical fatigue, but it does reduce mental stress dramatically.

The difference with a quick shifter is most noticeable when using a low gear at low speeds. If a quick shifter designed for sporty riding is used in this situation, you may feel a shock when shifting gears. Some quick shifters designed for low-speed riding cut the ignition for a longer period of time to reduce the shock, but the E-clutch allows for smooth, instantaneous gear changes even in such situations. This is because, in addition to cutting the ignition, precise clutch operation is used to relieve the shock.

When riding on the street, you may need to change gears in a way that the quickshifter is not designed for, but the E-clutch handles those situations reliably. For example, if you are accelerating in a high gear and you feel like you need more acceleration and want to drop to a lower gear, you can simply downshift without releasing the throttle. If you feel that the engine braking is too effective when decelerating, you can shift up without releasing the throttle, without any shock.

When performing this type of operation with a quick shifter, there is often a large shock, but with the E-clutch, even when I intentionally operated it roughly, I never experienced a large shock when changing gears. Shifts were always smooth.

Also suitable for sports riding

When driving in a sporty manner, it can be used like a good quickshifter. In addition, since both the ignition and clutch are activated even at low speeds, I was able to shift up with confidence, especially when exiting a slow corner where a large driving force is applied.

Since there is no blipper, you have to downshift only with the clutch half-operated when decelerating , but even here I felt no dissatisfaction. The gear changes were so smooth that downshifts were possible even when the bike was leaning.

Don’t spoil the rider’s fun

The CBR650R, equipped with a four-cylinder engine, delivers easy-to-handle torque even at low and mid-speeds, and delivers a thrilling revving performance at high speeds. I think the match between this engine and the E-clutch is particularly good. Because there’s no hassle of clutch operation when changing gears, you want to actively change gears and keep the RPM range where it’s fun. I was able to enjoy riding in an easy yet fun way on various stages.

Honda already has a DCT, and BMW and Yamaha have also released machines with automatic transmissions. I think the advantage of the E-clutch compared to those systems is that it doesn’t spoil the fun of operating the bike for the rider. To put it in extreme terms, if you operate the clutch on a bike with an E-clutch, you can ride it just like a conventional bike. It’s a system that always respects the rider’s wishes.

The only drawbacks are a slight increase in vehicle weight (2 kg in the case of the CBR650R) and a slight increase in the width of the clutch area. However, this is not noticeable while riding. The price is 50,000 yen higher, but as it is adopted by various other motorcycles, the price will likely come down. With that in mind, the E-clutch seems to have great potential.

At first, my tester wondered if this system was really necessary, but after test driving the E-clutch, when I drove a regular manual clutch car, it felt like a huge hassle. This may be its biggest drawback.

Position and foot reach (rider height 180cm)

The riding position is slightly forward leaning, which is designed for sports riding, but is also an all-purpose position that can be used for touring as well.

The seat height is 810mm, which is average for a machine in this class. The front of the seat is narrowed, so it’s easy to reach the ground with your feet. The E-clutch causes the clutch cover to protrude, so depending on how you place your feet, the cover may touch your knees, but it’s only a light contact and is hardly noticeable.

Detailed explanation

Detailed explanation

Main specifications CBR650R [ ] indicates CBR650R E-Clutch

• Values ​​in the application for type designation under the Road Transport Vehicle Act (★ indicates Honda’s published specifications)
• ■ Manufacturer: Honda Motor Co., Ltd.

• * These specifications are subject to change without notice.
• * CBR, Honda E-Clutch, Honda RoadSync, H.I.S.S, and PGM-FI are registered trademarks of Honda Motor Co., Ltd.
• * These main specifications are current as of April 2024.