Honda CBR650R 2026 — Specifications

The Honda CBR 650 has been the benchmark for sporty mid-size motorcycles for a decade. But not the sport style of the CBR 600 RR (whose return we celebrate since 2024); more a dynamic sport-GT, or simply a roadster that wants a close-fitting, sexy feel. But this CBR heralds the dawn of a new age. The age where the left hand and the clutch have agreed to divorce while living together. This compromise where everyone benefits is called E-Clutch.

A very promising technology, the benefits of which we will discover. But let's not rush things, the new six-and-a-half CBR deserves to be admired for a while. A little more honed, tense as it should be, almost sharply convincing in its desire to please, Honda has not missed its facelift. Each generation becomes more nervous in style, to the point that one would swear to have a Supersport under their eyes.

Almost a shame that the engine doesn't benefit from a horsepower boost. For such a refined machine, we would appreciate more than the 95 horsepower. A 750 Hornet has almost the same power. The CBR has a different power distribution, with a suppleness, a howl, and a desire to rev that is different for showing its strength. But with the return of the 600 RR, the 650’s muscle is perfectly positioned in the range: twice the horsepower of the CBR 500 R and 20% less than the 600 RR. Enough to progress in its quest for performance with homogeneity.

The HSTC traction control is there to limit unexpected wheelies, while, conversely, the anti-dribble clutch avoids jerky responses during violent downshifts. In short, safety is at several levels. But let's finally get to this E-Clutch, which is announced as a new path in driving comfort. With it, the rider can forget the clutch lever, all day if they want.

Take a small box, fit it with two servo-motors and a whole cascade of gears, let it be grafted onto the crankcase and take over the clutch control. 2 kilos later, here is the CBR with a semi-automatic clutch management. Once the engine is running, the system is active. By detecting the movements of the selector, the electronics sends orders for the engine management to adapt to the transition and then activates the servos. These then act on the control instead of the cable tension. Thanks to this, the E-Clutch has control of the clutch but the rider can take it back whenever they want because all the classic commands to clutch / release are still there. It is also possible to deactivate it permanently from the on-board interface. This area also allows you to parameterize the operating settings. For a little more technique and more detailed information, the news about the E-Clutch will teach you more here ->

Long before tinkering with this system, your attention will be drawn to the brand new dashboard. New... for the CBR 650 R and quite a few Honda models this year. But in fact, it is the 5-inch color TFT screen that the 750 Hornet and Transalp recently democratized at Honda. So much the better: the display is pleasant, clear, precise, and announces several services: three display themes, speed, fuel, engine speed, gear engaged, smartphone pairing and RoadSync multi-map app. With this, you have access to a simplified turn-by-turn navigator, music management, calls, messages, weather - and even a voice system if you have the equipment for it. Strangely, we don't find several Riding Modes on this motorcycle, whereas this type of technology is installed on almost all new models of any manufacturer for several years. For the next generation?

For this 650 CBR, Honda has mainly focused on its plasticwork, the E-Clutch and the control interface. We have seen that the engine remains unchanged; the same is true for the chassis. There is nothing to complain about. Around its "Diamond" type steel frame, the most "road-oriented" CBR benefits from a 41mm Showa SFF-BP inverted fork, radial 4-piston Nissin brake calipers, 310mm brake discs, a Showa shock absorber and 17-inch rims. Road-oriented, road-oriented... the clip-ons are still implanted under the fork headstock. It wants curves more than straightaways.

Automating gear change phases is nothing new. Between the DCT robotic gearbox, Rekluse clutches (adopted by MV-Agusta), the quickshifter, the YCC-S electronic system from Yamaha, to the CVT of the old CB 400 A of 1978, this idea crosses the years and generations of motorcycles. With the E-Clutch, light and easily adaptable to many models, Honda may hold the universal solution for all those who want to simplify the management of gears. The CB 650 R and CBR 650 R are there to show it convincingly. Honda is so confident that the roadster and the sportbike will be compulsory sold with this system in France.

M.B - Photos manufacturer