Honda CB650R E-Clutch specifications, dimensions and price
Honda · Standard
The Honda CB650R E-Clutch is a naked middleweight built around a 649cc inline-four with an automated clutch, a six-speed gearbox and a 31.9 in seat. It weighs 456 lb and starts at $8,699, which is $700 less than the 2025 price of $9,399, before destination.
It is the unfaired sibling of the CBR650R and is 10 lb lighter.
Honda CB650R E-Clutch
| Specification | Value |
|---|---|
| Model year | 2026 |
| Class | Standard |
| Engine | 649cc liquid-cooled inline four-cylinder four-stroke |
| Displacement | 649cc |
| Bore x stroke | 67.0x46.0 mm |
| Compression ratio | 11.6:1 |
| Fuel system | Programmed Fuel-Injection system (PGM-FI); 32mm throttle body |
| Transmission | Six-speed manual with Honda E-Clutch |
| Final drive | #525 chain, 15T/42T |
| Front suspension | 41mm inverted Showa SFF-BP fork |
| Front suspension travel | 4.7 in |
| Rear suspension | Single shock |
| Rear suspension travel | 5.1 in |
| Front brake | Dual 310mm discs with radial-mounted four-piston calipers, ABS |
| Rear brake | Single 240mm disc, ABS |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Seat height | 31.9 in |
| Wet weight | 456 lb |
| Wheelbase | 57.0 in |
| Rake (caster angle) | 25.5° |
| Trail | 4.0 in |
| Fuel capacity | 4.1 gal |
| Starting MSRP | $8,699 |
| Destination charge | $600 |
What the E-Clutch does on the CB650R
The E-Clutch lets the CB650R move off and shift without a lever, and it keeps one for override. Car and Driver notes that the system keeps a working clutch lever and cable for the rider who wants the old way, adds only a claimed 4.5 lb and about two inches of width to the six-speed transmission, and works from quick-engaging dog gears. SlashGear noted a few quirks: when it downshifted to engine brake while holding a bit of maintenance throttle, the clutch bogged, and full-throttle pulls above 10,000 rpm sometimes caused some flaring.
It quotes 80 hp for the CB650R at the top of the rev range.
Owner notes on the CB650R
Owners praise the engine and want more from it. 1000PS summarizes owner experience as an engine known for being revvy and reliable, with some riders wishing for more low-end power, and riders over 1.90 m (about 6 ft 3 in) reporting that the seating position can feel cramped.
Honda’s E-Clutch uses electronic control and actuators to operate the clutch while retaining the manual gear selector. For a fault, follow Honda’s diagnostic procedure; an owner report does not establish which sensor or actuator has failed. (Honda 650 owners club forum)
CB650R against the Trident 660, GSX-8S and CB750 Hornet
The CB650R is the only inline-four here. Triumph's Trident 660 is a triple at $8,745 and about 40 lb lighter (416.7 lb), and Suzuki's GSX-8S is a 776cc twin at $9,249. Honda's own CB750 Hornet E-Clutch is the twin alternative at $7,999 and 432 lb, and it is the CB650R's main competitor within Honda's lineup.
Honda CB650R E-Clutch — specification reference2026 Honda CB650R E-Clutch compared to the CBR650R
Honda builds the CB650R and CBR650R on the same 649cc engine and core chassis, so the choice between them is a choice of riding position and bodywork, not performance. The CB650R's tubular handlebar sits higher and closer to the rider than the CBR650R's clip-ons, which keeps less weight on the wrists and gives a more upright view in traffic: a position suited to stop-and-go commuting.
The CBR650R trades that for a full fairing the CB650R does not have, which adds wind protection that matters most at sustained highway speed and not around town, at the cost of a more forward-leaning stance.
The 2026 Honda CB650R E-Clutch is a naked middleweight built around a 649cc inline-four with an automated clutch, a six-speed gearbox and a 31.9 in seat. It weighs 456 lb and starts at $8,699, which is $700 less than the 2025 price of $9,399, before destination. It is the unfaired sibling of the CBR650R and is 10 lb lighter.
It suits a rider who wants a smooth, revvy four-cylinder for the street, and who likes the idea of a clutchless shift that still has a lever if needed.
Owners praise the engine and want more from it. 1000PS summarizes owner experience as an engine known for being revvy and reliable, with some riders wishing for more low-end power, and riders over 1.90 m (about 6 ft 3 in) reporting that the seating position can feel cramped.
On the Honda 650 owners club forum , one owner reports a clutch that did not engage properly, and another explained that the E-Clutch analyses wheel speed, engine speed, throttle opening, shift pedal load and countershaft speed to drive two electric motors, so a fault in any of those inputs shows up as a clutch issue.
- Model-year range
- 2025–2026
- Compared editions
- 2
- Specification entries
- 23
- Entries that differ
- 2
Both use the same 649cc inline-four and E-Clutch. The CB650R is the naked version at 456 lb and $8,699. The CBR650R is the fully faired one, 10 lb heavier.
Yes. Car and Driver notes the system keeps a working clutch lever and cable so a rider can override the automation the traditional way.
Choosing the exposed inline four
The CB650R is the unfaired choice around Honda's 649cc inline four. The related CBR650R's bodywork and riding position remain a separate decision even when many engine specifications match. Try the reach to the bars and the seating position rather than using cylinder count as a proxy for daily comfort.
Its listed wet mass is 456 lb and the saddle 31.9 inches. For a stationary fitting, check how easily the rider can bring the bike upright and reach the controls in normal riding equipment. A bike with an accessory seat or altered suspension may not feel like the catalog description.
The $8,699 base figure needs the same equipment and charge assumptions as the CBR offer. If a seller advertises optional clutch equipment or other packages, identify the exact configuration in writing. The shared engine does not establish identical installed equipment, insurance cost or repair cost after a drop.
Other models in this reference: Honda CB500 Hornet, Honda CBR1000RR.