Honda has developed the world's first E-clutch, which allows the rider to freely choose whether or not to use the clutch lever on the motorcycle. This is a dream system that allows the rider to enjoy sports driving as well as manual driving if the rider is so inclined while eliminating the need to operate the clutch lever. Moreover, it has been achieved at a low cost. This is the best choice for an introduction to manual bikes!
Text: Hiroaki Numao, Photos: Hiroaki Numao, Honda
※ This article was originally published in "Best Car Web" on December 26, 2023.
Clutch lever can be used or not.
Manual motorcycles are still the norm, with the clutch lever being operated to shift gears. While this is certainly a fun way to enjoy motorcycles, there are times when operating the clutch becomes a chore when simply moving around or in traffic jams.
Honda has developed the world's first "E-Clutch" system that solves this dilemma. In terms of a motorcycle, can be described as a mechanism that can shift gears with or without the clutch pedal.
The main point is that the driver can choose to use or not use the clutch lever at all times. Under normal conditions, starting, half-clutching, and stopping are electronically controlled without using the lever, and the car will not stall. It is similar to an automatic transmission, but gear changes must be made with a foot pedal.
The rider can concentrate on driving, and the left arm does not get tired because there is no need to operate the lever in situations where the rider frequently has to stop and go, such as in traffic jams. The E-clutch also has the advantage of increased safety because it does not stall, as is often the case when the engine stalls under full braking or at very low speeds.
However, there are situations where a motorcycle may want to use the half clutch at very low speeds or when making a U-turn, or when the rpms are increased for sport driving and shifting gears at any given time.
Even in such a situation, the E-clutch switches to normal manual operation simply by squeezing the clutch lever. The clutch automatically returns to clutchless mode in 1 to 5 seconds, the same operation as a manual clutch. Of course, the automatic clutch can also be turned off completely in the settings.
In other words, the E-Clutch is a system that reduces fatigue without losing any of the advantages of a manual transmission. Mr. Ono, who is responsible for the development of the E-Clutch, says, "The E-Clutch is a new proposal for the enjoyment of driving. It is an evolution of the manual transmission.
The first version will be mounted on the CBR650R and CB650R for overseas specifications, with a domestic version to follow later. Pricing and release date have not yet been announced, but rumor has it that the manual clutch version will be available in Japan in the spring, and the e-clutch version in June.
The new CB650R with E-clutch. The Japanese version was unveiled at a press conference held in Tokyo. The body color is exclusive to Japan and not available on the overseas version. Rumor has it that a manual clutch version will be released in Japan in the spring, followed by the E-clutch version a few months later.
Left handlebar of a CB650R equipped with the E-Clutch. In the actuated state, the clutch is in play until about halfway up when the lever is gripped, and then it shifts to manual mode when the lever is gripped further. The manual mode felt the same as the normal manual mode.
In addition to the E-clutch on/off, the sensor sensitivity when pressing the shift pedal can be selected from three levels. Shift up and down can be selected independently. A shift indicator that lights up at any RPM is also provided.
The new CB650R features a new 5-inch color LCD meter. A green "A" indicator on the right side shows the E-clutch operation status.
The new CB650R's headlight has a new slanted shape. The design is similar to that of the high-end CB1000R, with an improved design and smaller face.
Weighing about 2 kg, it combines the advantages of DCT and shifter.
Honda is a manufacturer that is enthusiastic about automatization of motorcycles. In addition to the automatic centrifugal clutch that eliminated the need for clutch operation starting with the Super Cub in 1958, Honda introduced the Juno, an automatic scooter, in 1962, and the CB750 Aira, an automatic sports bike, in 1977.
In recent years, the company has been actively introducing semi-automatic DCT (dual-clutch transmission) equipped motorcycles. The DCT is not equipped with a clutch lever, and in addition to automatic transmission operation, the rider can shift gears at will using either a button on the hand or a pedal on the footpeg.
Quick shifters (also called auto shifters) have also become popular on recent motorcycles. This is a system installed on regular manual vehicles equipped with a clutch lever, allowing the rider to shift gears without using the lever, but only with a foot pedal.
A sensor detects the input from the pedal cuts engine ignition and controls rpm, allowing the rider to change gears with only the pedal on the footpeg.
The DCT has no clutch lever and no manual clutch operation, and the shifter has a lever that can be used to change gears without it. The shifter has a lever that can be used to change gears without it, but the lever is necessary for starting and stopping.
The best of both worlds can be said to be the E-clutch. The DCT has no clutch lever and cannot be operated manually. The shifter has a lever that can be used to change gears without it, but it is necessary to use the lever when starting and stopping.
The E-clutch system is compact and fits inside the engine's right crankcase cover. Compared to the manual version, the overhang of the system is minimal and does not seem to affect the leg space much. The upper part of the cover is made of rubber so that it does not hurt when the driver puts his/her foot down.
Table summarizing conventional manual, shifter, and E-clutch operation. With the E-clutch, the car does not stall even if the driver does not hold the clutch lever when starting and stopping.
DCT and automatic centrifugal clutch are not equipped with a clutch lever, while E-clutch can be operated with a lever
Lightweight and simple in construction, requires a manual transmission license to ride.
The mechanism is surprisingly simple. The clutch is optimally and delicately controlled by sending electric current to two motors on the right side of the engine.
The MCU (Motor Control Unit) is the brain that decides to connect and disconnect the clutch based on a variety of information such as vehicle speed and throttle position.
At the same time, engine ignition timing and fuel injection are controlled, and the half-clutch control reduces the jerkiness caused by gearshift shock. Shifting gears like a pro is now possible.
The clutch and transmission are the same as the conventional mechanism, but the key is the three-part structure of the release section that operates the clutch. By switching cams in gear, manual operation by the clutch lever on the steering wheel side and clutch control by the motor operate independently. Forced intervention by manual operation is also realized.
This simple structure also makes it easy to add to existing engines. In the early stages of development, the system was about twice as large and heavy and was so large that it had to be placed on the rear seat. The development team was asked by upper management to cut the size, weight, and cost in half, and the team members were unanimous in their assessment that the project was extremely difficult, especially in terms of cost.
The E-clutch version requires a clutch lever, so a manual transmission license is required instead of a limited AT license. This is another difference between DCT and E-clutch, as DCT can be driven with an AT license. Incidentally, to drive with an AT license, the clutch lever must be removed from the clutch.
The e-clutch system was disassembled. The clutch is electronically controlled by the motor based on information from sensors in various parts of the vehicle.
The key point is the three-part structure of the engine-side clutch lever (release section). This allows both electronic control and manual operation.
Comparison of thickness between manual and e-clutch versions. Overhang is minimized.
Price is between shifter and DCT, expect more in the future!
The reason for the E-clutch's appearance at this time is due to the growing popularity of DCT. Of the models available with manual and DCT, the percentage of users choosing DCT has reached 50-60%, and the number of users choosing the easy clutch is increasing. The development team says that they would like to develop a target of 60-70% for each model with the E-clutch.
It took 10 years for DCT to become popular, but will E-clutches become popular in less than 10 years? E-clutches are expected to become popular in less than 10 years. The CB650R & CBR650R equipped with the E-clutch are intended for users in their 30s or older, who are stepping up to a large-sized motorcycle for the first time.
However, it is easy to add to existing engines, and the company considered models in the 250 to 1000 cc class when selecting the models to be equipped with the system.
If the system is gradually applied to FUN bikes, the hurdle to becoming a rider will be lowered, and we look forward to the future.
As for the price, which is a concern, the shifter is about 30,000 yen and the DCT is about 100,000 yen. He said that the price would be somewhere in between. That would mean that the price would be about 60,000 yen more than the manual model. The price is well worth it.
From left: Junichi Sakamoto, general manager of the large motorcycle category; Junya Ono, E-clutch development manager; Tatsuya Ryuzaki, E-clutch control project leader; Asuka Ito, E-clutch drive train research project leader
Honda E-Clutch Development Concept. Pursuing a new way to enjoy manual transmission.
