Honda CB650R 2026 — Specifications

The CB 650 R has evolved far more than it appears. Particularly with the introduction of its unprecedented E-Clutch assist clutch, which could well become a standard feature for all Honda models in the coming years. Much like power steering in a car or a TV in a house – it’s not essential, we managed perfectly well without it before... and we can’t imagine doing without it today. But before examining the benefits of this E-Clutch, let’s see what the new Neo-Sport-Café in the mid-range segment brings.

A revised face, a retouched design, and a more assertive desire for differentiation. The original “Mechanical Art” concept seems rather timid on the previous CB 650 R, while the new model expresses it more proudly with a new headlight assembly (borrowed from the CB 1000 R), prominent air intake ducts, a sharpened rear end, and a redesigned rear light. It retains its more premium appearance with its bronze treatment for the wheels, valve cover, and side casings, as well as the gold finish for the forks. Undeniably, the new 650 has presence and is not shy about it.

This strengthened identity sits on exactly the same chassis as before. No changes were felt necessary. Around the “Diamond” steel frame are a preload-adjustable mono-shock, 17-inch rims, and a 41 mm Showa inverted fork. A reliable and effective suspension system with its SFF-BP system, combining a large piston diameter to better absorb shocks and provide more feel, hydraulic damping in one sleeve, and springs in the other. For braking, four-piston radial Nissin calipers are there to bite down on 310 mm discs. Again, robust and proven elements.

In the age of everything being connected, it was more than time for the CB 650 R to ditch its LCD instrumentation for something more modern and appealing. Hence the arrival of a 5-inch TFT screen, with a sober and colorful, multifaceted and thematic interface, communicating and abundant information. Between phone control, E-Clutch, and RoadSync app functionality, the dashboard has enough to accompany its rider through many moments of the day. First, choose a display type (Simple / Bar graph / Circular), then configure the clutch activation settings, and finally (via voice recognition or action of the new backlit button on the left-hand handlebar cluster) enjoy music management, simplified GPS navigation, or even let yourself be bothered by calls or message notifications.

The CB is powered by the same 16-valve, double ACT, square-cornered four-cylinder engine as before; a very classic, proven engine, and by definition, trouble-free. A choice that may seem outdated, as most competitors conceive of 2 or 3-cylinder engines. But its architecture provides a very pleasant suppleness and a linear behavior that is appreciated, with a reinforcement of power in the higher revs to reach 95 horsepower. The trade-off for this type of engine is that it needs to be kept in the higher revs to have power under the throttle. In case of overboost, the HSTC traction control/torque control system intervenes; or not, as it can be deactivated. Its slipper clutch makes its lever control very supple and digests the risk of rear wheel lockup. Here we come to the clutch command and the E-Clutch.

What beauty can this Honda innovation bring? Comfort, simplicity, and a semi-automatic function for everyday gear changes. With this system, you can do without the clutch lever and simply use the foot all day long. Even when stopped, you don’t need to slip the clutch. How does it work? When the system detects the use of the gear selector, it intervenes on the ignition and injection and activates two small electric motors that will take care of actuating the clutch. This creates, in essence, a semi-automatic system. Because the E-Clutch will never take care of changing gears; it assists them. From the dashboard, the rider can choose the “action type” for the clutch/de-clutching, in Hard, Medium, or Soft, for both upshifts and downshifts. And because this system always assists the control, the motorcycle can no longer stall. A real plus for new riders or those with sore hands from long rides in the city.

But this tech isn’t exclusive. The left-hand lever is still there and usable like on a classic motorcycle, anytime. I encourage you to discover all the subtleties of this technology in the dedicated news article ->. This evolution of the CB 650 R has a consequence on the weight. A few extra kilos, to which two more must be added for the E-Clutch. The motorcycle now weighs 207 kg.

Honda has determined that CB 650 R models sold in France will be equipped with the E-Clutch as standard. An “obligation” that is not necessarily bothersome, because firstly, the system can be deactivated for those who want to retain the feel of the lever; and secondly, it is rumored that the cost of this technology will increase the motorcycle’s price only slightly. The difference is 450 euros from the previous model, including the e-clutch and the 2024 evolutions - a very reasonable additional cost. Democratizing a revolution, that would be the mission of this new CB. Doesn’t that remind you of anything?!.

M.B - Photo constructeur