CFMoto 500SR Gets E-Clutch: What Changes on the Chinese Four-Cylinder

• Ride-by-wire replaces the cable-operated throttle bodies
• Quickshifter now standard for both upshifts and downshifts
• Optional E-Clutch modeled on Honda’s system

The modern-looking CFMoto 500SR has so far only been sold in China. Outside its home market, only its retro sibling, the 500SR Voom, is available so far, for example in Australia. Now the Chinese manufacturer has shown two new versions of the 500SR. Both use an electronic throttle, and an automated clutch is available on request. For a 500 cc four-cylinder, that is a significant technical step, because until now the 500SR relied on a rather simple solution.

What changes on the CFMoto 500SR with ride-by-wire?

With ride-by-wire, there is no longer a throttle cable between the grip and the throttle bodies. A sensor on the throttle grip sends the command to the electronics, which then open the throttle bodies. Until now, the 500SR’s four throttle bodies were still connected directly to the grip by cable.

This technology is found on many modern motorcycles today. One reason is strict emissions regulations, which are easier to meet with electronically controlled throttle bodies. In addition, modern electronics such as current traction control systems and shift assistants are built on ride-by-wire.

This is exactly where the previous 500SR reached its limit. Its quickshifter only worked on upshifts. To do this, it briefly cut the ignition so that the next gear could engage without the clutch. On downshifts, however, it could not provide an automatic throttle blip. The cable solution was therefore seen as a compromise: it is cheaper and easier to maintain, but it places tight limits on the electronics. The new versions come with a two-way quickshifter as standard.

How does the CFMoto 500SR’s E-Clutch work?

An electric actuator on the clutch cover takes care of engaging and disengaging the clutch. The normal clutch lever on the left end of the handlebar remains in place and always takes priority. Anyone who wants to operate the clutch themselves simply pulls the lever as usual.

In everyday riding, this means pulling away and stopping can be done with just the throttle and brakes. Stalling the engine is no longer possible. On the move, the E-Clutch and quickshifter work together, so no clutch lever is needed for gear changes either. Ride-by-wire is what makes the electronic clutch possible on the 500SR in the first place. However, it is not standard but an option.

The principle is similar to Honda’s E-Clutch, which made the system well known in motorcycles. Honda offers it, for example, on the A2-compliant CBR500R with 48 PS (35 kW). There, the E-Clutch can be activated via the TFT display. From pulling away to shifting to stopping, the gear lever under the foot is all that is needed. On the Honda, too, the rider can reach for the clutch lever at any time.

Power, torque and weight of the new 500SR

The new technology changes little in terms of performance. According to CFMoto, the 499 cc inline four still produces 79 PS (58 kW) at 12,500 rpm, exactly like the base version. Peak torque is quoted at 49 Nm (36.1 lb-ft) at 10,000 rpm. That is 1 Nm more than the cable throttle version.

Weight, on the other hand, has gone up slightly. The ride-by-wire version tips the scales at 189 kg (417 lbs), making it 2 kg heavier than before. For a fully faired four-cylinder in this class, that is still a low weight. The engine is a high-revver, with a 63 mm bore paired with a stroke of just 40.1 mm. On the base version, a ram-air system also delivers a peak output of 83 PS (61 kW) at high speed.

Why are more and more Chinese manufacturers adopting an E-Clutch?

The system is relatively inexpensive and leaves the classic controls untouched. The actuator adds only a little to the cost of a motorcycle. Because the clutch lever stays, nobody has to give up the familiar control. That is why such solutions are currently spreading quickly among Chinese manufacturers. It is easy to imagine that in a few years they will be as commonplace as ABS or traction control.

CFMoto is not alone in this. In China, Benda has presented the Black Flag 600, a cruiser with an E-Clutch. It has a liquid-cooled 600 cc V4 engine with 71 PS (52 kW) and 55 Nm (40.6 lb-ft). The price is 32,800 yuan (around €4,310 / $4,890). Here too, the six-speed gearbox can be shifted either with or without the clutch lever.

According to Chinese homologation documents, the updated Benda Chinchilla 500 is also set to get an electronic clutch. The foot shift lever and clutch lever are retained there as well. The system is designed to take over clutch operation when pulling away, shifting and stopping. The lever remains usable, for example if the rider wants to slip the clutch on corner exit. The V-twin’s output is set to rise from 48 PS (35 kW) to 54 PS (40 kW).

Is the CFMoto 500SR coming to Europe?

A European launch has not been officially confirmed yet. However, there are several signs that CFMoto is preparing to export the bike.

The 500SR is now listed on the brand’s global website. The EICMA motorcycle show in Milan from November 5 to 8, 2026, is seen as the obvious stage for a European premiere. Manufacturers traditionally show their new models for the coming season there.

However, the Chinese price of 28,980 yuan (around €3,810 / $4,320) cannot simply be carried over. Homologation, shipping, taxes and distribution push up costs in Europe. CFMoto has not yet given any details on prices or market launch for the two new versions.

The fact that ride-by-wire is arriving right now is likely to improve the export prospects. The technology makes it easier to meet strict emissions standards, and the new equipment closes a gap to the competition.

In Europe, the Kawasaki Ninja ZX-4RR would be the obvious rival. It is also a four-cylinder, but with 399 cc. Within the CFMoto range, the 500SR sits between the twin-cylinder 450SR and the three-cylinder 675SR-R.

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