Road test of HondaCB 1000 Hornet SP 2025

Future invasive species!

hornet

for the past 25 years, this name has been synonymous with a boisterous roadster that combines fun, ruggedness and affordable pricing.

since the mythical 600 Hornet of 1998, which shook up a market already won over by the Suzuki Bandit, the Hornet has come a long way - being renewed several times(2003, 2005, 2007, 2011) - being declined into a 900 Hornet from 2002 to 2006 - being crowned with a dedicated competition (the Hornet Cup). Before falling into decline in 2014.....

disappearing from the catalog for a decade, the Hornet dynasty was resurrected in 2023, with the presentation of the Hornet 750.
And while the bike's "Katochian" styling confused many, and the arrival of an unprecedented twin-cylinder engine also bewildered the public, its dynamic qualities and on-board technology were totally convincing, propelling the CB 750 Hornet to the top of the sales charts in its first year on the market (4,788 sales). A winning comeback for the Hornet!

with the hymenoptera out of its lethargy, Honda didn't wait, going straight to work on the CB 500 Hornet the following year.
Now it's time for a queen for this new hive.

already spotted at EICMA 2023, the CB 1000 Hornet will not arrive in dealerships until 2025. A year's delay will certainly have allowed Honda to prepare its move, to meticulously tie up its revelation, like an impatient scoundrel anxious not to miss its prank.
Yes, Honda is hitting hard with its big Hornet.
Where the manufacturer had intended to be rather traditional in the approach to its 750, it's with the softness of a 49.3 that it throws its big machine.
Without going into too much detail (which we'll save for later), Honda promises us a roadster with a 152 hp boiler, electronics (but not too much), a contemporary design, a hefty dose of dynamism and a 5-year warranty, all for ...... 10 599 €
- "Pardon?"
- "Ah sorry. You seem discomfited? To make it up to you, I can offer you an SP version with 5 more horses, an up and down shifter, Brembo and 0hlins? for €11,799! Does that suit you better?"
- "--------"

don't look any further. You won't find a better deal in generalist dealerships. No European brand, no Japanese brand, has a similar proposition. And when you take a closer look, the difference isn't measured in 100 or so euros, but in bundles of biftons.
Offering a powerful, fun-to-drive, large-displacement motorcycle for €1,000 to €7,000 (sic!) less than the competition is nothing short of provocative.
And it's food for thought:
- Have we been taken for suckers so far?
- Has Honda discovered the rosetta stone?
- Has the price of the €uro soared overnight?

like Alan Grant faced with the work of John Hammond, a single question springs to mind: " How did you do it?

the key will not be found in the DNA of a fossilized mosquito...nor in the philanthropy of the Japanese giant.
If Honda breaks prices, it's to sell! And to adapt to the emergence of Chinese manufacturers, who are pushing at the door with increasingly solid proposals.
We can therefore imagine a major effort to rationalize costs, and to give up.

so?
A successful gamble? Or an outdated machine out of step with contemporary standards?
That's what we're going to find out in this essay.

an old pot for an honest soup?

so here we are in Alicante, Spain, to test the new CB 1000 Hornet, in its SP version.

why this version? Quite simply because this is the up-graded version that Honda plans to sell en masse, with an expected ratio of 2/3 to 1/3, confirmed by the trend in pre-orders. It's true that for "only" €1,200 more, the SP offers a clear leap forward, with more power, Brembo Stylema calipers, an Ohlins TTX36 rear shock absorber and an up-and-down shifter. It's an interesting strategy to offer two versions of the Hornet with different performance levels!

let's start with a quick look at the specification sheet.
Let's be honest. This Hornet doesn't invent lightning. Neither in terms of technology nor design.
But is it a surprise?
Not really, no

like any self-respecting big roadster, this one has undergone a hypersport heart transplant
A CBR 1000 engine was therefore chosen. But not the current generation.
Honda preferred to use the "old" block from the 2017 Fireblade (an iteration of a much older engine). Honda explains that the overly violent character of the 2024 CBR-RR-R 's boiler was not conducive to being adapted, patati, patata..... In short, the 217 hp mill was not retained in favor of an older, and therefore less expensive, version, to save on development costs.

but rest assured. Although dated, this 999 cc in-line 4-cylinder engine with 180° timing is far (very far) from anemic, especially as it underwent several updates before landing in this Hornet. Deflated and reworked for better mid-range acceleration, it develops 157 hp at 11,000 rpm on this SP (152 hp standard) and 107 Nm at 9,000 rpm (105 standard). The curve is more linear and the torque more present at mid-range. Newly-molded (and lighter) pistons, revised valve timing and modified intake and fuel injection give the engine a less exclusive character. Gearbox ratios have been shortened, while the gear ratio has been changed to 6 for greater pleasure at high speed. An electronic throttle and 3 driving modes STANDARD / SPORT / RAIN (+2 'USER' modes), together with HSTC traction control, engine braking and watts arrival, allow the mill to be shaped as little as possible.

as mentioned above, this SP offers +5 bhp and +3 Nm in max values and at identical engine speeds. The difference in power between the two versions is due solely to the addition of an exhaust valve that opens after 5,700 rpm. This is an effective and novel process for Honda, but it has one hell of a downside! Replacing the exhaust means fitting a new part that incorporates this famous valve! And given the look of the original exhaust, which is not only pretty ugly but also huge (euro5+ obliges), we're immediately tempted to get rid of the boil. For the time being, only SC Project offers the whole package for the modest sum of €1,310 euros. It stings! The same exhaust without the valve (for the standard version) is available for €995. In any case, the gain on the scales is 2.2 kg, plus a small gain in power estimated at +1.5 hp at 6,500 rpm and 1.2 Nm at 8,000 rpm.

in running order, the SP weighs in at 212kg (-1kg on the standard), putting it well within its class. This is despite a tubular steel frame with a non-bolted rear loop that closely resembles that of the 750.
Here too, Honda has cut costs in comparison with the aluminum monobackbone frame of the bike it replaces: the CB 1000 R. And yet! The manufacturer explains that this steel frame is 70% more torsionally rigid... In any case, it contributes to the machine's slender lines.
If we continue the parallel, we also miss the magnificent aluminum swingarm (far too beautiful...but far too expensive) of this CB 1000 R. But let's stop the comparison here, as the machines have nothing to do with each other in terms of positioning.

kazari-Ke nai

before embarking on a dynamic test, let's make a visual stop on the bike.
The styling of this machine is expected. Abandoning the subtle, manly class of the Neo-sport café for a more streetwise, urban design. The video clip used to present the bike to the public was revealing: it drifted, it burned, it did anything like a rap video where the riders would have had the delicacy to wear a helmet.
The design certainly contributed to the savings, as Honda takes no risks. The line is unmistakable, and the fork head with its double lenticular headlights gives it a false Z 1000 look. Despite this, the pointed, dart-like rear shell makes up for it by giving the Hornet a nice buttock, barely hanging up the lineage. It's worth noting that this sting serves as a small trunk that can hold a disc unit or smartphone.

visually, the bike isn't ugly; in fact, it's rather stylish with its matte black and gold color scheme (rims and forks receive this tanned coating) dedicated to MS. But we've seen it 1,000 times. Its only exuberance lies in its 'always on' front lighting, which turns the turn signals into permanent nightlights.

at the presentation evening, Honda explained that the bike had been designed under the banner of "Kazari-Ke Nai". Simplicity - without exuberance - without exaggeration.
A way of giving meaning to this new way of designing low-cost machines (without the negative side of the term) while retaining first-rate dynamic qualities.
A critique (or a renunciation?) of a race for performance that has lost all sense of reality as it grabs a decigram or a milli-horse at any cost, even if it means offering crazy prices for machines that are unworkable for the majority of motorcyclists.

another philosophy that can be found here and there on the motorcycle.
Although seriously assembled, the bike cannot conceal a cost-conscious development.
Some low-grade plastics are present, cables are poorly integrated on the left-hand side of the engine, and the regulator hangs under the rear hull as if fixed at the last minute because it had been forgotten. A few crude welds drag on... In short. The bike doesn't ooze premium, and that's not what it promised anyway.
But cheer up! All this contributes to the bike's optimized pricing. On the other hand, not including a 12V socket as standard equipment on a bike of this calibre is just too much!

in the saddle!

from the outset, life on board is easy. The 5" TFT display (already tried and tested in our X-ADV 750 test ride) is clear and easy to read, and its combination with the left-hand joystick makes it very functional. By the way, this joystick is backlit. Now that's quality!

despite the large 17-liter fuel tank, it's easy to find a seat behind it. The relatively low seat height (809 mm) makes maneuvering the bike easy (even for taller riders), especially as the turning radius is so tight. It takes just 3 quick trips from the parking lot to get off the curb and start the machine.

at idle, the engine's breathing gives away nothing about its displacement. The hornet's buzz is cavernous, with a mechanical sound typical of 'old' 4-cylinders. Grabbing the handlebars is effortless compared to other XXL streetfighters on the market. Fairly short in comparison, it's slightly oriented towards the rider, who will have his or her torso slightly bent. The position of the footrests, set back but with restraint, is in the same "sport-but-not-too" spirit. It's an approach that refuses to be radical, and one that we love. From the outset, the rider is in good spirits. Honda's easy-to-ride spirit is not dead!
The right-hand lever is adjustable. The left isn't. No problem! It won't be much use on this SP, which comes with a pro shifter as standard.

on the saddle, an initial feeling of firmness, with protruding edges seemingly misplaced, led us to expect relative comfort. In the end, however, this was not the case throughout the day.

first turns of the wheel and, unsurprisingly, the bike proved easy to handle. Equipped with a 120-70-17 at the front and a 'small' 180-55-17 at the rear, the machine is more agile than the usual 190. A choice that pays off, as well as being more economical. Honda has scratched the surface.
But is the heel of your left foot touching the exhaust normal? A priori, yes, because Honda has planned for this by fitting a protective alu.... plate. A little annoying, although it depends on how you hold on to the slip road.

as we make our way through the city at a tolerable pace, we take a look at the dashboard menus. Although bright, the TFT panel (which sits above the handlebars without any other form of integration!) doesn't get much of the grazing sun that pierces the retina. The screen is available in black or white, with a few customizations to target the information you need. It incorporates Honda Road Sync technology, which allows you to connect a smartphone and benefit from info transfer: call, music, navigation....or even weather, which can prove useful since, as is often the case, Honda didn't deign to include an outside temperature display.... No small savings, gentlemen!

the 4-cylinder is extremely flexible and not afraid of city centers. On the contrary, it fully supports acceleration to 30 km/h in 5th gear with a notable smoothness. It's easy to ride up lanes and yo-yo through red lights without a care in the world for the gear selector, and the bike accepts very low revs without a hitch. But without vigor either.

1 engine, 2 faces

with the city center out of the way, the buzzing epic can get into full swing.

after 5000 rpm, the engine wakes up with a gratifying sound that resonates under the tank.
Taking advantage of its double-beam frame and forward-positioned engine block to improve weight distribution (50.9% front, 49.1% rear), Honda has been able to place the airbox above the cylinder head rather than behind it. In fact, between 5,000 and 6,000 rpm, it resonates in the casserole and the bike makes a surprisingly cool, rocky growl! Perhaps this is also due to the concomitant opening of the exhaust valve? We don't know, but we love the vocalization!

in this range, the bike doesn't just grumble. It gains in vigor and offers more consistent relaunches, but these remain timid where the direct competition, the Suzuki GSX-S1000 or BMW S 1000 R, show themselves to be fuller. Where's the 1000???

there it is! Just above it!
Above 6,000 rpm, the Hornet's face changes dramatically! Full throttle in 3rd gear, the rev counter revs up, the front end unburdens itself, and traction control does its utmost to keep the front wheel in contact. What a change of face! Once in its preferred zone, the engine demonstrates its character with an impressive and exhilarating extension. It pulls hard on the arms and you're soon on the first curves of the arid pass you're about to climb.

1,2,3,... one bend follows another as the Hornet gluttonously picks up the pace. The desert-like scenery blew dusty wisps onto the asphalt, defying the honest Bridgestone S22s fitted to the machine. The CB1000 Hornet was also homologated for original equipment with Dunlop Roadsport 2s. Only fate will determine the rubber delivered to dealerships.

up front, the lights are flashing in all directions. The emergency brake warning system flashes the indicators at the rear (as it does at the front), and every bend turns the procession into a Christmas garland. It has to be said that the Hornet's voracious ardor propels the rider at a very optimistic pace towards the next virolo. To keep it from taking flight, the insect can count on the powerful, biting braking of Brembo Stylema 4-piston calipers. Even though the master cylinder is not radial and Honda dared to use vulgar rubber hoses (there are limits to economy, after all!!), the braking is very effective and more than sufficient. Up front, the fully adjustable 41 mm Showa inverted fork (same as the standard) supports a neutral, precise front end.

fun and easy!

as for the steel frame, it proves to be particularly efficient, despite this less-than-stylish technical choice. Very homogeneous, the machine feels lighter than it is (212 kg) and responds to every input with welcome ease. Curve response is instantaneous, making it easy to catch an over-ambitious trajectory or to dive a little deeper.
Admittedly less exclusive and rigid than an aluminum perimeter, it smoothes out parasitic movements, for a sporty yet accessible ride. The machine's relatively short wheelbase (1,456 mm) contributes to its liveliness.

the machine plunges and lifts without difficulty, thanks to the fully adjustable Ohlins shock absorber that provides a high-flying ride. Well-calibrated, firm but not slap-happy, the shock absorbs 157 grunts and bumps without settling. The whole chassis makes for a formidable machine that's fun, easy and never tricky (except when you've got a driving licence...), which will reassure first-timers and please more experienced riders.

with engine braking set to minimum (in SPORT mode), you'll be able to maintain sufficient speed in tight corners. Just stall for a second and let fly, then open wide. Enjoy!

it's worth noting, however, that SPORT mode throttle response lacks a little finesse when opening and closing the throttle, with a surprising kick in the ass. Switching to STANDARD eliminates this effect. (Easy to do with the dedicated button on the control unit: select with the thumb, then validate by cutting the throttle). In our opinion, the best compromise is the USER setting, which combines the SPORT values for traction control and engine braking, with those of the standard mode for power management. All the horsepower is there, but it's more docile, which makes for smoother cornering.

traction control with anti-wheeling can be deactivated (when stationary) for those who want to defy the laws of gravity. Activated at level 1, this traction control works optimally insofar as it proved invisible in all situations, even though our route took us through a number of dusty areas. The only reminder that the machine is under control is a big bang of the throttle, which calms the onset of wheeling or the staining of underpants.
Driveability is under control, as are the jerks on heavy downshifts: the assisted slipper clutch takes care of that.

as we gain height, we are overwhelmed by the exceptional panorama of the Benidorm marina and the Piton d'Ifach. But there's no time to take out the camera, the machine is in too much of a hurry to make its point, cadenced by the up/down shifter which works well (adjustable to 3 sensitivity levels). Smooth and lively on the way up, it's equally efficient on the way down, and gives a little kick of throttle with each downshift. Over the course of the day, there were only two false dead-ends between the 1st and 2nd, which is probably due to the calibration of the steering and the freshness of the mechanics (barely 700km on the odometer). The clutch lever, which we'd forgotten about, is now ready to take over. Non-adjustable but easily accessible, it offers smoothness and pleasure if you want to regain full control.

our loop comes to an end. Descending from our playground, we return to areas where we can finally get away from the second-third-second-third sequences that have punctuated Honda's particularly tortuous course.
As we weren't able to take to the long, rolling roads, we can't tell you anything about the pleasure of riding at high speed. All we know is that, with no protection and no cruise control, it's unlikely you'll enjoy going in that direction... Only its soft-sport riding position could make the ride less unbearable. And yet, the machine comes with an optional 'Comfort' pack providing soft luggage and heated grips, inviting you to ride further and longer (more info below).

on arrival, a glance at the console reveals an average fuel consumption of 6.9 L. 1 liter above the 5.9 announced by the manufacturer, but the 150 km loop and its itinerary, which strongly encourages you to play with the seconds and rpm, will have been gluttonous. In normal use, values should be close to those claimed by Honda, enabling the 17-liter fuel tank to cover just over 250 km.

various packages will be offered for sale:

*A Sport pack featuring an engine cover, a micro windscreen, a black seat cover and tank protection pads. For the SP, this pack costs €579. The price rises to €799 for the standard version, as this package adds the Shifter Pro

*A Style Pack adding machined footrests, a red oil cap, dedicated rim edgings, a chrome radiator grille, an alcantara saddle and an engraved handlebar clamp. All for €599, regardless of version.

*The Comfort Pack with heated grips, tank bag and saddle bag for €529

the SC Project exhaust system (not shown in this review) will cost €999 on the standard Hornet and €1,310 on the SP (more expensive, as it includes the valve)

as a reminder, the basic version of the Hornet costs €10,599 and is available in three colors (Matte Gray, White or Red). The Hornet SP will cost €11,799 in its unique black and gold color scheme.

a winning bet!

by offering a simple yet sensational motorcycle, Honda is taking a chance that could hit the bull's-eye! With its dynamic qualities and ease of use, this Frelon will soon be invading our roads. Especially with its low price, which is already thrilling the competition!

of course, this bike doesn't revolutionize anything.
Classic in its design, it offers no inertial unit, no pilot-controlled suspension, no complicated valve train, and no gimmicks.....

but it concentrates its qualities on the essentials: an expansive engine, a healthy, playful chassis, limited but effective technology. And noble parts in the SP version. And let's not forget the 5-year warranty, which we don't often talk about!

admittedly, the finish isn't premium. Admittedly, the design is unremarkable. Admittedly, the engine isn't as accomplished as some of our competitors' fuller, lower-revving machines, such as the GSX-S1000, the Hornet's main target.
Admittedly, it's not as techno-savvy as an MT-10.

but when you take out the calculator, you've got yourself a debate: Suzuki GSX-S1000: + €3,200, KTM 990 Duke: + €4,300, Yamaha MT-10: + €5,400, BMW S 1000 R: + €6,300! Everyone picks up!

it even has the luxury of overshadowing the lower category, such as the Triumph 765 Street Triple R (€100 cheaper than the Hornet) or the Yamaha MT-09 (+€300).
Whether the market reacts or not (we're sure it will!), the Kawasaki Z 900 2025 will be sold at a lower price than the 2024, falling just below €10,000 and tempting the asking price. Okay, but with 28 fewer horses!

the verdict is simple and unequivocal: when it comes to price/sensations ratio, the CB 1000 Hornet blows away the competition.
It doesn't play into the hands of the Z H2, Streetfighter V4 or the Brutale, which are in a different galaxy.

but it does set the record straight in a market that had become too comfortable, to the detriment of motorcycle enthusiasts. And justifying exuberant prices with technos that are often useless if you want to feel good riding a bike. We saw it again today.

the competition (including the Chinese) has been warned!

Sébastien Amalfitano