Bike Review | Honda CB650R LAMS E-Clutch Test

The Honda CB650R has always stood apart from the middleweight nakedbike crowd thanks to its inline-four engine, and that remains its biggest drawcard. The 649cc four-cylinder is exceptionally smooth and refined, with that familiar Honda quality evident everywhere…

Australian riders only get the LAMS version, producing 35kW compared with the 70kW available in unrestricted overseas markets.

Australian riders only get the LAMS version, producing 35kW compared with the 70kW available in unrestricted overseas markets. Fuelling is excellent and the engine has a beautifully polished feel, but the restricted output does mean the CB650R sometimes falls away just as things start getting interesting. It lacks the bottom-end and midrange punch of some competing LAMS 650s using fewer cylinders, although the reward is that distinctive inline-four character and addictive upper-rev howl.

It’s a silky smooth, revvy and refined engine in the lower and mid-ranges, with some buzzing heading towards the top-end. It flattens right out up there, so revving it is pointless. The upper mid-range area of 6000 to 8000rpm is the main place you want to play, which does restrict things a bit and mean it is not the most flexible engine in the 650 LAMS market. There are some vibrations through the ‘bars, ‘pegs and seat in the mid-range, but they never became intrusive, but an upside is the bike sounds fantastic for a standard machine with a stock exhaust. Honda have managed to give it a nice note…

I loved the updated 2024 styling, which gives the CB650R a sharper and more contemporary appearance while retaining its Neo Sports Café identity. Quality and finish are top-spec Honda, despite being made in Thailand, with everything feeling up to standard. The riding position is typically Honda naked: comfortable, narrow at the ‘bars, with good mirrors and a mildly sporty stance that remains perfectly suitable for commuting. After using the CB650R as a daily ride for two weeks, the comfort was one of its strengths, although I did find the seat a bit hard on the longer trips of 1.5hrs or more.

The 5.0-inch TFT is a big improvement over the old dash. It is clear and modern without becoming overloaded with information, and I liked the way it works equally well in day or night mode. My only real ergonomic complaint is the left-hand switchblock and its toggle-switch arrangement, which I found fiddly. The right-hand controls are much more intuitive, and the dash menu too a while to understand.

The chassis is generally excellent, with good geometry and balance. Steering is stable but the CB650R remains flickable, changes direction nicely and offers good cornering clearance. On smooth, fast twisty roads it is capable and rewarding, even for an experienced rider, with the SHOWA 41mm SFF-BP forks providing plenty of support on the brakes while remaining plush and compliant the rest of the time.

The suspension is less convincing on typical Australian roads though, once the bumps kick in. The forks still work well, but the basic shock is easily overwhelmed by bumps and rough surfaces. It feels well matched to smooth bitumen, yet the rear can struggle when the road gets broken, it seems to get to point then collapse through the stroke abruptly, giving a really harsh and sometimes unpredictable ride that has an impact on steering, stability and of course rider comfort.

On a more positive not, the braking performance is excellent, offering a good balance between power and feel. With ABS included, it also remains very approachable for learner riders and high spec enough for experienced riders as well. There is decent feel at the lever, plenty of power – particularly when both front and rear are engaged, while the rear brake offers good pedal feel, bite and is great to use.

“I became a huge E-Clutch fan and found myself wishing more motorcycles offered the same technology”…

Honda’s E-Clutch is one of those systems that sounds clever on paper but becomes genuinely impressive once you spend time using it. After two weeks with the CB650R, I became a huge E-Clutch fan and found myself wishing more motorcycles offered the same technology.

The key is that E-Clutch doesn’t take too much control away from the rider, you remain the master of the gearbox, selecting every gear yourself, but the electronics manage the clutch operation when you choose not to. Pull the clutch lever and the CB650R behaves like a conventional manual motorcycle. Simply start using the lever and the system effectively gets out of your way.

Leave the clutch alone, however, and the magic happens. You can pull up at traffic lights, come to a complete stop and remain in gear without touching the clutch. When it is time to leave, simply roll on the throttle and the clutch engages with incredible smoothness. You can even select first gear from neutral without touching the clutch (with the engine running).

Gearshifts are particularly impressive. E-Clutch combines the normal electronic management of the engine – fuel and ignition cut – along with clutch disengagement, resulting in some of the smoothest shifts I have experienced. It makes everyday riding easy without turning the CB650R into an automatic motorcycle, which would be boring.

My only wish is that it offered more assistance on downshifts with a decent blip. Being old-school, I found myself occasionally grabbing the clutch and manually blipping the throttle before entering corners, particularly when I was thinking about engine braking and what could go wrong…

For commuting and everyday riding, though, E-Clutch is brilliant. It retains the involvement of a manual gearbox while removing much of the effort associated with clutch operation. On a LAMS naked designed to be used every day, I simply can’t fault it.

Ultimately, the CB650R is a refined, high-quality and characterful LAMS naked…

Ultimately, the CB650R is a refined, high-quality and characterful LAMS naked. Its limitation is the restricted engine output, but for riders who specifically want the smoothness, sound and character of an inline-four, it offers something genuinely different from the usual twin-cylinder alternatives.

TECH TALK – HONDA CB650R

The Honda CB650R occupies an interesting position in the middleweight naked-bike market, combining the character of a traditional inline-four with modern electronics and Honda’s innovative E-Clutch system. At its heart is a 649cc liquid-cooled, DOHC, 16-valve inline-four, using a 67 x 46mm bore and stroke and an 11.6:1 compression ratio. In unrestricted form the engine produces 70kW at 12,000rpm and 63Nm at 9500rpm, but the Australian version is LAMS-compliant, with output restricted to 35kW and 49Nm.

Rather than chasing massive low-rpm torque, the engine is designed around smoothness, refinement and a willingness to build revs. Even in restricted form, the 649cc capacity provides a broad and predictable spread of performance. The six-speed transmission is paired with Honda’s E-Clutch system, while an assist/slipper clutch remains part of the mechanical package. The E-Clutch can be used for take-offs, stops and gear changes without the rider operating the clutch lever, while the conventional lever remains available whenever the rider wants manual control.

Chassis specification is suitably serious for a middleweight naked. Up front is a 41mm SHOWA Separate Function Fork-Big Piston (SFF-BP) inverted fork, while the rear uses a Pro-Link monoshock with preload adjustment. The combination is built around a steel diamond frame, 17-inch cast wheels and a relatively compact 1450mm wheelbase.

Braking is handled by twin 310mm front discs with radial-mounted four-piston calipers and a 240mm rear disc, with ABS fitted as standard. Honda also equips the CB650R with Honda Selectable Torque Control (HSTC), allowing the rider to manage rear-wheel traction and switch the system off when required. Emergency Stop Signal technology activates the rear indicators during hard braking to warn following traffic. The riding position is deliberately neutral, sitting between sporty and upright. With an 810mm seat height and 207kg wet weight. The 15.4-litre fuel tank also gives it useful range for everyday riding.

Electronics extend beyond the E-Clutch and traction control. A 5.0-inch full-colour TFT display provides the main instrumentation and integrates with Honda RoadSync for smartphone connectivity, including navigation, calls and music functions. LED lighting completes the package, while the Neo Sports Café styling gives the CB650R a distinctive blend of contemporary and retro-inspired design.

ABOUT THE E-CLUTCH

Honda’s E-Clutch uses electronic control to operate the clutch during key stages of riding, including starting from rest, stopping and changing gear. This means the rider can leave the clutch lever completely alone and control the motorcycle using the throttle and gear lever. Honda specifically designed the system to make low-speed riding and repeated stop-start situations easier, while retaining the feel and control of a conventional manual motorcycle. Importantly, the rider isn’t locked into the system. The conventional clutch lever remains functional, allowing manual clutch operation whenever required. Honda therefore effectively gives the rider two ways of interacting with the same transmission: conventional manual operation or E-Clutch assistance.

That distinction is significant. Unlike Honda’s DCT system, the E-Clutch doesn’t take over gear selection. The rider still decides when to shift and operates the gear lever normally. The electronics simply manage clutch engagement and disengagement at the appropriate moments. The result is particularly relevant to urban riding. Take-offs from traffic lights can be made without worrying about clutch engagement or stalling, while low-speed manoeuvring and stop-start traffic require less physical input from the rider. At the same time, the system retains the involvement of a manual gearbox, making it fundamentally different from a scooter-style automatic transmission.

2025 Honda CB650R E-Clutch Specifications

motorcycles.honda.com.au

Price: $13,899 R/A
Colours: Matte Gunpowder Black Metallic, Candy Chromosphere Red (tested)
Claimed power: 35kW @ 11,000rpm
Claimed torque: 49Nm @ 8000rpm
Wet weight: 207kg
Fuel capacity: 15.4L
Fuel economy (measured): 5.0L/100km
Fuel range: +300km (approx)

Engine: Liquid-cooled, DOHC, inline four-cylinder, 16-valve four-stroke, 67 x 46mm bore x stroke, 649cc, 11.6:1 compression, PGM-FI electronic fuel injection, six speed, constant mesh gearbox with quick-shifter, wet multi-disc, Honda E-Clutch, four-into-one exhaust.

Chassis: Steel diamond frame
Rake: 25.5° Trail: 101mm
Suspension: 41mm SHOWA SFF-BP USD forks, 120mm travel, Pro-Link monoshock, 10-stage preload adjustable, 43.5mm stroke Brakes: ABS, twin 310mm front discs, four-piston radial-mount calipers, single 240mm rear disc, single-piston caliper, Wheels & Tyres: Hollow-section five-spoke cast aluminium, 120/70ZR17 (f), 180/55ZR17 (r)

Dimensions:
Wheelbase: 1450mm
Ground clearance: 150mm
Seat height: 810mm
Overall height: 1075mm
Overall length: 2120mm
Overall width: 780mm

Instruments & Electronics: 5-inch full-colour TFT display, Honda RoadSync, Honda Selectable Torque Control (HSTC), ABS, Emergency Stop Signal (ESS), LED lighting, E-Clutch.