Honda thinks there is a problem with motorcycles. To be fair, it has a valid point when we consider the amount of practice and coordination it takes to operate one. At any given time, a rider might be slipping the clutch, modulating the throttle, applying the brakes, selecting gears, and actively steering to control a motorcycle confidently—it’s a lot for a budding newbie to overcome. So, what if there is a simpler way? Well, the Japanese firm is again streamlining the process with its semi-automatic E-Clutch system, which takes control of the clutch for us.
Riding aids such as the E-Clutch ease riders’ lives anywhere on the skill spectrum. However, it’d behoove us to acknowledge motorcyclists starting their careers will be the biggest benefactors. Pundits calling for motorcycling purity will deride anything that relinquishes control to the machine as two-wheeled heresy. Before we take up our pitchforks, maybe we should pump the brakes and look at the big picture of America’s transportation landscape.
Automatic transmissions began appearing in automobiles in 1939 and firmly dominated the market by the mid-1970s due to their ease of use and other factors. For better or worse, lowering the skill barrier and making cars easier to drive sold more vehicles. According to sales data from J.D. Power, a mere 1.7 percent of new cars sold in 2022 within the United States have manual gearboxes. Zeroing in on things further, it makes sense why Honda has ditched stick shifts in all its automotive models, save for the Civic range, which includes the Civic SI and Civic Type R enthusiast models.
How that translates to motorcycles is pretty direct. Common sense says that manufacturers are in the business of making what sells or what they think will sell. As luck would have it, Big Red’s motorcycle division is a long-time supporter of auto-clutch and automatic transmission technologies in many forms. That strategy has put plenty of backsides in Honda-shaped seats, starting with the best-selling motorcycle of all time, the iconic 1958 Honda Super Cub and its automatic centrifugal clutch.
Since then, we have seen the Hondamatic transmission, V-Matic belt-drive system, and the awkwardly named Human Friendly Transmission (HFT), representing a broad range of technologies. Of course, the brand’s automatic Dual Clutch Transmission (DCT) that debuted in the 2010 Honda VFR1200F and is now available on the Africa Twin, Gold Wing, Rebel 1100, and NC750X, is arguably its finest achievement in this sector.
The DCT system functions like a conventional automatic transmission in every conceivable way, with the caveat that riders can shift manually via a button on the left switchgear or an optional left-foot gearshift lever. Tangentially, Honda’s work has arguably paved the way for the recently unveiled automatic transmissions from BMW, KTM, and Yamaha.
DCT has its place, showing its strengths in touring, sport-touring, and commuting roles, which leaves other motorcycle categories looking for an alternative. There are a few other things to consider, too, such as being an incredibly complex system that requires alternative powertrain designs and subsequently raises MSRPs—not every bike can absorb the costs. Appealing to the spec-sheet-minded among us, there is the DCT’s 25-pound weight penalty compared to a conventional gearbox.
While all this might harp on the philosophical, some motorcyclists want to be in total control and underscore why DCT isn’t remarkably attenuated for sportier situations. Suffice it to say, it isn’t a cure-all, nor did Honda intend it to be. Enter the Honda E-Clutch.
How It Works: The Honda E-Clutch
First, we need to understand where the Honda E-Clutch stands compared to some of the primary motorcycling shifting experiences on the market. At one of the spectrum is a system like the automatic DCT transmission, which handles shifting, gear choice, starting, stopping, and everything in between for the rider. There is no clutch lever to fiddle with; put it in gear, twist the throttle, and off you go.
At the other end of the spectrum is a bi-directional quickshifter, which accommodates clutch-less shifting when selecting gears. More precisely, it enables upshifts while still holding the throttle open, and it also rev-matches by electronically blipping the throttle during downshifts. Bear in mind a rider will still have to manually use the clutch when starting or stopping and slip it, as is typically required in any number of scenarios. A quickshifter merely eases shifting without infringing on any other related duties.
Positioning itself as a bridge between these two technologies is the Honda E-Clutch. It’s a new electronic system that manages clutch operations while leaving shifting tasks to the rider with a simple tap of the gearshift lever. The ECU handles the gamut of riding from starting out, coming to a stop, and low-speed maneuvers, which cites numerous data points to determine how to engage, disengage, or finesse the clutch to make those things happen smoothly. The result is functionality similar to a centrifugal clutch. However, the rpm- and shifter-controlled centrifugal clutch, which has been around since the 19th Century, takes a purely mechanical path and has a degree of clunkiness that Honda manages to avoid with the E-Clutch.
Honda’s E-Clutch is a deceptively simple design that adapts a stock transmission and conventional cable-actuated clutch by mounting a pair of actuator motors on the engine case, which then operates the clutch for you. In turn, those motors then actuate a pull rod—dubbed the Split Shift Shaft—that accommodates both standard manual and automatic operation.
Brand representatives point out that its robotics division, which is the same one responsible for ASIMO (Advanced Step in Innovative Mobility), lent their help when developing its system. If you prefer to imagine the cold, calculating hand of ASIMO working the clutch lever for you, then go ahead and do so.
Should you choose to, a rider can pull in the clutch lever, and the E-Clutch system will be temporarily disabled for five seconds. There is a fully manual shifting mode, too.
The E-Clutch debuts globally on the 2024 Honda CB650R and CBR650R, the brand’s longstanding inline-four-powered middleweight machines. Their broad appeal and sporty versatility make the 650s prime candidates for such tech, and it only comes with a 4.5-pound weight increase.
Upgrading an existing platform saves consumers cash since both motorcycles have maintained their sticker prices from the 2023 models. Besides the E-Clutch, each bike boasts a new five-inch full-color TFT display, updated backlit bar control pods, and all-around LED lighting.
There are also minor tweaks to each chassis to increase stiffness in the headtube areas, providing better feedback and handling. However, these machines remain darn fun, with their high-revving engines creating that unmistakable howl, agreeable ergonomics, and well-rounded versatility.
Learning To Ride with The E-Clutch
We motorcyclists are creatures of habit, so to get us acclimated to this new technology and riding approach, Honda brought us to Atlanta Motorsports Park in Dawsonville, Georgia, to get familiar in a controlled environment.
Before hitting the track, Honda reps let us trawl the paddock to get a decent understanding of how things worked. It was a testament to the system that lasted about 10 minutes before we set our sights on the racetrack.
Getting going on the E-Clutch-equipped 650 machines requires putting the transmission in neutral, starting the bike, and ensuring the system is engaged by noting the indicator on the dash.
Usually, we’d all begin to set off by pulling in the clutch lever, selecting first gear, and setting off on our merry way. Remember, the E-Clutch takes that out of the equation, so we all need to tap the bike into first gear, which tells the ECU to operate the actuator motors to pull in the clutch to prevent stalling or jumping forward.
Where things get interesting is when the throttle is applied. The system feeds the clutch out through the friction zone, slipping as the bike begins moving forward, before completely releasing it once underway. It feels completely normal, save for the fact that the rider isn’t performing those tasks. Well, what about hard launches? It works similarly, with the ECU adjusting to compensate for wide-open throttle application.
That raises the question of what it will do when starting in the wrong gear—say, sixth, for example. We’ve all made boneheaded moves and tried to pull away in a tall gear, but that doesn’t faze the ECU. It calculates the appropriate clutch slippage and pulls away as the throttle is applied. It isn’t great for clutch wear, but it can do it. It’s no different than doing the same thing yourself on a manual-clutch bike.
Slowing is equally uneventful, with the system manipulating the clutch to keep the engine humming without a hint of jerkiness, which you might experience with centrifugal clutches as they disengage.
When the system is activated, the engine can’t be stalled because the clutch will begin engaging or disengaging based on whatever you’re doing. That means if you happen to booger-up a stop and forget to pull in the clutch, you won’t lurch to an embarrassing tip-over at traffic lights. Also, the dash will suggest up or downshift if you’re in the wrong gear for the bike’s speed.
The only surefire way to stall the bike is to reach for the lever, thus temporarily turning off the system—instinct took over a few times, and it’s something that veteran riders will need to unlearn. An indicator on the dash signals when you’re in an inappropriate gear for the bike’s speed and rpm. Don’t touch the lever unless you want to go manual with it.
Once rolling, the system behaves like a highly well-sorted bi-directional quickshifter at almost any rpm or throttle position. A conventional quickshifter relies on cutting ignition and fuel to unload the gearbox, allowing nearly uninterrupted gear changes.
The E-Clutch expands on that by adding a “half-clutch” feature, which has a name that can be taken at face value. It slightly engages the clutch to add further smoothing and reduce shift shock through the driveline every time the rider taps the gearshift lever. The E-Clutch even manages to cure the all-too-common jarring jump from first to second gear. Suffice it to say, it’s almost immaculate. That’s a massive help in the fast-paced environment of a racetrack, where gear changes happen with far more exuberance.
For all its high points, the track did highlight a few oddities that arguably fall a little outside regular operation. For example, when the revs are spiked aggressively, as one might do when barreling into AMP’s turn 1, a turn that sees riders backing down from sixth gear to second, the overrev protection will prevent from grabbing that final downshift. So, it will help if you wait for things to settle, then carry on.
Also, the old-school mechanical throttle cannot electronically blip the throttle bodies to rev-match during downshifts, so those ultra-high rpm downshifts can unsettle the bike. The workaround is that you can manually blip the throttle because, once you depress the shifter, it’s slipping the clutch for you. All you have to do is work on your timing.
You will also have issues if the throttle is out of adjustment. It can introduce some unnecessary throttle chop that the E-Clutch cannot contend with, so make sure you remove the slack.
Performing well at a racetrack is impressive, albeit limited. The street is where the E-Clutch truly shines, and it did just that during my 95-mile ride through pristine Georgian mountains.
Pulling out onto the street provided an opportunity to test the various pedal pressure settings on tap—Hard, Medium, and Soft. While not radically different from each other, there is an appreciable difference. Soft is my preferred setting, and the seamless nature of the system shines through at more reasonable engine speeds.
Riding in the real world, with all the traffic, traffic lights, stop signs, and other obstacles out on the road, underscores why this tech can hold its ground. Managing the throttle, applying the brake, and ensuring you’re in the right gear significantly simplify the riding process. Nothing is lost, yet what’s gained is an arguably improved riding experience. Riders can switch to a full manual mode and shift the old-fashioned way if being a Luddite is your thing. Admittedly, that portion of my test lasted about three minutes before returning to the joys of modernity.
Anything that reduces effort is valuable when doing the donkey work of lane-splitting or simply navigating to the office. My street ride also gave me time to consider that these situations might cause newer riders to become quickly overwhelmed. Even more, the E-Clutch could lend a helping hand to those with physical impairments where repeated movements working a clutch is a challenge.
That leaves us in an exciting place. Honda’s E-Clutch system has numerous merits, chiefly because it makes motorcycles easier to ride regardless of skill level. Honda emphasizes new rider participation, though the scope of something like this has far broader implications and use cases beyond that all-important new rider segment. Conventional clutches and transmissions won’t go away anytime soon, yet the Honda E-Clutch only adds to the riding experience while solving a few problems many riders face.
Location photography by Simon Cudby
RIDING STYLE
- Helmet: Arai Corsair-X
- Jacket: Alpinestars GP Plus V4
- Gloves: Alpinestars GP Tech V2
- Jeans: Alpinestars Copper V3
- Shoes: Alpinestars Superfaster
2024 Honda CBR650R (and CB650R) Specs
ENGINE
- Type: Inline-4 canted forward 30 degrees
- Displacement: 649cc
- Bore x stroke: 67.0 x 46.0mm
- Compression ratio: 11.6:1
- Valvetrain: DOHC; 4 vpc
- Fueling: EFI w/ 32mm throttle bodies
- Transmission: 6-speed
- Clutch: Wet multiplate w/ automatic E-Clutch and assist-and-slipper functions
- Final drive: 525 chain
CHASSIS
- Frame: Twin-spar steel
- Front suspension; travel: Fully adjustable Showa SFF-BP 41mm inverted fork; 4.7 inches
- Rear suspension; travel: Spring-preload adjustable Showa shock; 5.1 inches
- Front tire: 120/70 x 17
- Rear tire: 180/55 x 17
- Front brakes: 310mm floating discs w/ radially mounted 4-piston Nissin calipers
- Rear brake: 240mm disc w/ single-piston Nissin caliper
- ABS: 2-channel standard
DIMENSIONS and CAPACITIES
- Wheelbase: 57.0 inches
- Rake: 25.5 degrees
- Trail: 4.0 inches
- Seat height: 31.9 inches
- Fuel capacity: 4.1 gallons
- Curb weight: 466 pounds (CB650R: 456 pounds)
- Color: Grand Prix Red (CB650R: Pearl Smokey Gray)
2024 Honda CBR650R Price: $9899 MSRP
2024 Honda CB650R Price: $9399
Honda E-Clutch Review Photo Gallery
