2019, 2021 & 2024 Honda CB650R review | Retro look with modern tech

Additional words by Michael Neeves and Jon Urry

Meet the 2019 Honda CB650R. There was nothing that wrong with the outgoing Honda CB650F it replaced, but with less than inspired styling, it failed to stand out in a packed middleweight class.

Effectively a naked version of its racier, fully faired CBR650R sister the CB650R’s ‘Neo Café’ design touches give it an edgier look. It also has more power, less weight and racy touches like upside down forks and radial brakes. 92bhp isn’t to be sniffed at and it’s all there if you’re willing to rev it, but for normal riding its four-pot engine is smooth, friendly and flexible.

• Related: Best naked motorbikes
• Related: Honda CB650R news
• Related: Honda CBR650R long-term test

It doesn’t have the grunt or playfulness of the cheaper, class-leading Yamaha MT-07, but it has a more grown-up feel, handles sweetly, is comfortable, engaging, dependable and safe, thanks to standard-issue ABS and torque control. Its LCD dash is tricky to read in sunlight, but that’s the only real blot on its copybook. In fact, given this bike's affordable price, generous spec and easy performance it’s perfect for new riders and the experienced on a budget. It also finds its way into our Best First Big Bikes feature, too.

2021 Honda CB650R updated for Euro5

First published on 26 March, 2021 by Jon Urry

From 2021, the CB650R has been updated to meet Euro5 and also gets Showa Big Piston Forks to improve the handling.

In isolation, it's a cool-looking modern retro bike that has a decent level of spec and a tempting price tag, especially when broken down to monthly amounts on a PCP plan. However when you put it up against cheaper rivals such as the Yamaha MT-07 and now especially the Triumph Trident 660 it does falter.

The inline four feels a bit lacklustre, the handling is secure but not as sporty as the Triumph’s and the dash remains a let-down, which starts to make you question its higher price tag of £7299.

The CB is still a great-looking and sweet-handling naked with an engaging inline four motor if you prefer this configuration over a twin or triple, however it is a bit of a struggle to recommend it when the Trident offers a fair chunk more performance, handling and spirit for your money.

2024 Honda CB650R E-Clutch Review

First published April, 2024 by Carl Stevens

Much like its faired sibling in the CBR650R, there isn’t a huge amount of change where the 2024 CB650R is concerned. For starters, it’s been given a facelift which covers a host of changes including the headlight, radiator shrouds and tail unit, and although it isn’t too dissimilar from the outgoing model, the CB looks incredibly smart and well-finished in the metal. Under that minimal bodywork, it comes equipped with an almost identical 649cc inline-four motor, the same steel diamond chassis and only a slightly tweaked set-up in terms of a softer spring rate and a little more compression to those non-adjustable Showa SFF-BP forks. The result is a machine that feels incredibly similar to the ‘23 CB650R in terms of its engine characteristics and its handling abilities, and indeed its riding position which is unchanged.

One welcome change for the ’24 model comes in the form of a new five-inch, full colour TFT dash, which is a big improvement on the outdated LCD dash. It also comes equipped with the ability to connect your phone, via Honda’s ‘RoadSync’ app. The switchgears have been updated too and are effective in their application, although the indicator light could be slightly better placed for smaller hands.

However, the real news comes in the form of Honda’s new E-Clutch which is an optional extra for the first time. The system, working in unison with the ECU completely eradicates the use of the clutch, allowing for a worry-free ride when coming to a halt, pulling away or changing gear. It is a slick system in its design, and it doesn’t take away any job of riding either thanks to the ability to use the clutch as you would on a conventional machine. However, the throttle is aggressive on the initial pick-up which makes slow speed manoeuvres in first gear a snappy affair. Aside from that, it’s a cracking system up and down the ‘box, especially as it adds just 2kg and £100 compared to the standard machine.

Kerb weight 203kg (E-Clutch 205.8kg)

Its CB650F predecessor handled well enough, but the CB650R gets upside-down forks to replace the old conventional units. They retain the same level of easy plushness and while not adjustable, they’re set perfectly for sporty road riding.

The rear shock has 10 preload steps but there’s little need to deviate from the factory settings, even for quick road riding and chunky ABS-assisted four-piston radial Nissin calipers replace the F’s twin-piston set-up, giving the R a racier look and reassuring stopping power.

Even weighing in 6kg less than the F, it isn’t the most agile naked in the world for changing direction at speed or in traffic, but it rolls into bends with little effort, is sure-footed, stable and has a pleasing solidity to it. The riding position is spacious, comfortable and the Honda is physically bigger than an MT-07, so better suited to larger riders.

How does the Honda CB650R compare to the CBR650R? MCN finds out:

How does the 2021 Honda CB650R handle?

First published on 26 March, 2021 by Jon Urry

The 2021 CB is a sweet-handling machine that rolls into bends with little encouragement and lots of fun. Although the forks have been upgraded to Showa’s Separate Function Big Piston (SFF-BP) units, the difference in feel is fairly minimal on the road and the shock has actually lost 3 steps of preload adjustment, which again isn’t a big deal.

As a fun road bike the CB hits the mark and delivers lots of confidence through an assured feel and plush ride quality. If you want a naked bike that will boost your cornering confidence levels, the CB will certainly achieve this goal.

The seat, however, is a little firm and the bars not as high as on some rivals, meaning it is a touch uncomfortable after a while in the saddle. The brakes, despite being radial, are noticeably lacking in initial bite as well as feel and could certainly do with a set of higher friction pads to inject a bit more stopping power.

2024 Honda CB650R E-Clutch | How does it ride?

First published April, 2024 by Carl Stevens

There is very little change for the ’24 model, besides a slightly softer set-up on those non-adjustable Showa SFF-BP forks – albeit thanks to that addition of some compression damping, it isn’t aggressively felt at normal speeds, and still lends itself to being a reasonably, soft, spacious and stable machine.

Although it’s comfortable for the most part, it still suffers from an incredibly hard seat which doesn’t take long to become a pain in the backside, literally.

Honda have given the 649cc inline four a bit of extra poke, but you’d struggle to notice its two extra horses – up to 92bhp. It lacks the instant grunt that makes the more playful, class-leading 74bhp parallel-twin Yamaha MT-07 such a riot.

Instead, the inline four’s power is smooth, linear and still has a decent amount midrange for normal riding, but it demands to be revved for best results where it sounds great on the 'pipe'. Powering from a closed throttle it is a little abrupt, but once on the gas it’s very controlled.

Engine performance might be similar to before, but the CB650R’s reworked assist/slipper clutch has a beautifully light action, as does the revised gearbox, which changes ratio with the faintest of touches – even better if you go for Honda’s accessory quickshifter.

We averaged 49mpg when we took the CB650R around our MCN250 test route in May 2019, which gives a theoretical 166 miles from its 15.4 litre tank. During the same test a Yamaha MT-07 returned a more frugal 58.2mpg and a 179-mile range, despite having a smaller 14-litre tank.

2021 Honda CB650R engine explored

First published on 26 March, 2021 by Jon Urry

For 2021 Honda have made the CB650R Euro5-complaint through altered cam lobes, a crank pulsar, a new ECU, revised intake timing and a new exhaust system. Peak power remains the same at 92bhp however peak torque has been reduced very slightly to 46.5ftlb from 47.2ftlb and there is no change to the rpm that either figure is delivered at.

The beautifully light assist/slipper clutch’s action and slick gearbox are unaltered (a quickshifter is an accessory) and there is no discernible change in how the inline four delivers its power.

Still smooth and with a decent midrange, the issue the CB now encounters is that the Triumph Trident’s triple is more engaging and gustier in its low and mid-rev range, making the CB feel a bit lacklustre. There is still a very pleasing top-end rush if you rev it but it does feel a bit breathless when it comes to roll-on overtakes compared to the Yamaha MT-07 and Trident and you need to work its gearbox harder as a result.

2024 Honda CB650R E-Clutch | Subtle engine tweaks paired with the new E-clutch technology.

First published April, 2024 by Carl Stevens

As with the previous iteration, thanks to some very subtle tweaks the ‘24 CB650R feels identical to before, with a slightly frustrating tendency to be revved and thrashed, on something that looks and feels like something that should be a little more grunty and laid back.

But, exactly like its faired sibling in the CBR650R, the big change comes in the form of Honda’s new E-Clutch, which is a truly impressive piece of technology that fits well on a ‘Neo Café Retro’ machine, especially when the £100 price tag is considered. Let’s start with the good stuff; overall, gear changes both up and down the ‘box are smooth and efficient which makes things a lot easier, much like utilising a solid up/down quickshifter unit. It’s also really impressive in its slickness of operation, as without even a hover on the clutch lever the engine is easily started in neutral, pushed into first and rolled away with ease.

The system is also quick enough to cope with 99% of riding conditions too, only really feeling a little bit docile in its application when shifting from sixth gear down to second gear, in the same manner that would be expected on a track – however, it still deals with the stress admirably. But one of the most impressive features is how Honda have dialled in the algorithms to pull from any gear too; although the revvy, four cylinder motor is happiest in the top of the rev range, the E-Clutch genuinely allows for a smooth pull away in 6th gear with no juddering whatsoever – although it’s no good for the health of the clutch, it truly is impressive how it adjusts to speeds, and is able to pull no matter where the engine’s RPM is sitting.

However, it doesn’t quite feel perfect. Like the CBR650R, the CB650R still utilises an old-school throttle cable, which means that it is a little bit too jerky at slow speeds, and in the initial throttle pick-up in first gear. This means that even with the E-Clutch engaged it’s more comfortable to keep the rear brake covered and the clutch lever feathered for slow speed manoeuvring and U-turns, while holding the CB in second gear was a far calmer approach to single digit riding. However, Honda are very aware and opted to forgo ride-by-wire in order to keep the expense down, so we do expect that to come in the near future.

Although there’s three different settings for the strength of force required through the gear lever there’s very little change between ‘Soft’, ‘Medium’ and ‘Hard’ too, which does make it fell a bit unnecessary to mess around with, and it’s also worth noting that for experienced riders, the E-Clutch system does take some getting used to as it’s unnatural not to use the clutch at slow speeds. However, it won’t take long to rely on the easy-going nature of the E-Clutch, and the impossibility of stalling. For those who also like using the clutch, the lever is very soft in its application but there is a lot of play in the lever (which is done purposefully), and it retards the system by five seconds at slow speeds, which makes the system confusing to reintroduce after a panic grab on the clutch lever too – at higher speeds it springs into action after two seconds, which makes it much more natural to rely on. It’s not a perfectly executed system, but it’s bloody good.

Our Honda CB650R owners' reviews are glowing, apart from the CB’s less than clear dash and some corrosion on exhaust and frame.

Built in Thailand, the finish is clean, uncluttered and looks like it should stand the test of time, making it an attractive second-hand buy. The engine is tried and tested from the uber-reliable CB650F, so won’t cause any long-term problems.

Watch a video review of the rival Kawasaki Z650 below:

2024 Honda CB650R E-Clutch | What does Honda say about its reliability?

First published April, 2024 by Carl Stevens

In terms of the E-Clutch, Honda tell us that there’s no need to doubt the longevity of the E-Clutch system, as there are no additional maintenance requirements for the E-Clutch system. However, only time will tell.

The middleweight class is fiercely competitive and in 2021 it has become even harder fought with the arrival of the Triumph Trident 660. Honda have tried to keep the CB’s costs down by building it in Thailand and not Japan but at £7299 it is still a pricey option and compared to the £7195 Trident, which is new for 2021, or the also updated (slightly) £6899 Yamaha MT-07 it seems expensive.

Kawasaki’s Z650 is £6849 (and has a TFT smartphone-connected dash) and the Suzuki GSX-S750 is £7999 (there are lots of discounts as it isn’t popular). With its inline four engine and neo retro styling the CB is in a bit of a class of one, however this doesn’t really justify its higher RRP.

That said, there are great deals to be had on second hand examples and for what is basically a simple 650cc four-cylinder naked, it isn’t going to cost the earth to run.

Watch MCN's video review of the rival Triumph Trident 660 below:

2020 Honda CB650R vs 2020 Yamaha MT-07 on the MCN250

The popularity of ‘first big bike’ middleweight roadster twins such as Yamaha’s class-leading MT-07 has inspired a flood of imitators. Rivals like Kawasaki’s Z650 and Suzuki’s SV650 deliver decent performance and handling that’s a step up to bigger machines for well under seven grand. But Honda does things differently.

With its A2-friendly CB500 twin brood on one side and full-on roadster fours such as the CB1000R and retro CB1100 on the other, ‘Big H’ plugs the middle ground with a newly-updated CB650R – a ‘proper’ four-cylinder bike that’s been significantly updated for 2019. But does it deliver like the MT-07? And what, if any, more does its extra two cylinders bring?

The MCN verdict: I’ve always had a soft spot for the slick, smooth, good-looking CB650 being the sole affordable middleweight four-cylinder roadster in a sea of twins. And the new R, with more power and class and less weight is the best yet – even if I’m not entirely sold on its ‘Neo Café’ looks and annoying dash.

But the lithe and irresistible MT, with better suspension from last year, wins here. Uniquely easy for novices yet also entertaining for experienced types, its intuitive dynamism is addictive and if the spec and finish is a little basic that’s quickly forgiven by its bargain price. Besides, if you want to pay for a little more, there’s always the XSR, Tracer, GT and new XTribute, and even Ténéré versions as well...

2024 Honda CB650R E-Clutch | How does it fair value wise against its new rivals?

First published April, 2024 by Carl Stevens

In 2024, the Honda CB650R is still a fairly pricey affair - especially when its sportier stablemate in the Hornet 750 undercuts it heavily by costing just £7,299, while Kawasaki’s Z650 is £7,139.

However, the CB650R E-Clutch is slightly cheaper than Triumph’s Trident 660 at £7,895, and Suzuki’s GSX-8S which will set you back £8,299.

As well as upside down forks, radial calipers, adjustable torque control and lots of natty detail touches you get a multi-function LCD dash (which is actually too dim and to see properly in daylight), full LEDs, an underslung exhaust and indicators that flash when the ABS is activated. Honda also offers a full range of accessories, including heated grips, luggage and crash protection.

Honda CB650R equipment updated for 2021

First published on 26 March, 2021 by Jon Urry

The CB650R comes with inverted Showa forks (non-adjustable) which for 2021 are now Separate Function Big Piston (SFF-BP) in their design, radial brakes with ABS, traction control (Honda’s Selectable Torque Control) and an updated for 2021 LCD dash.

Overall the CB has a feeling of quality with LED lights and a good level of finish but the new LCD remains disappointing. Based on the Honda CB1000R it uses a larger font size and LED angle when compared to the old dash (which was even worse) but is still a bit cluttered and remains tricky to read in daylight while the fuel gauge is still horribly small.

Brake hard and the CB’s brake light and indicators will automatically flash as a warning thanks to Honda’s emergency brake warning system, which is standard fitment, and it now comes with a USB socket under the seat. The CB can be customised through an extensive list of Honda accessories that includes heated grips, luggage and crash protection.

2024 Honda CB650R E-Clutch | Updated Equipment for 2024

First published April, 2024 by Carl Stevens

The 2024 CB650R comes with ABS, Honda Selectable Torque Control (HSTC) which is essentially traction control as before, but the full colour, 5” TFT dash is big upgrade from the previous LCD offering, especially with its Bluetooth connectivity.

The option to have the E-Clutch for such a low price (an extra £100) is impressive too, while there’s an extensive list of official accessories available, which includes heated grips, luggage and crash protection.