Motorcycle specifications HondaCB 750 Hornet 2025 A hornet in the yard

The only criticism that could (possibly) be levelled at the 750 Hornet ('23-'24) was its rather bland face. Not a flaw or a burden. Simply that the public would have appreciated something more distinctive, especially for the rebirth of an iconic motorcycle.
Honda listened, and proceeded with a relift just two years after the launch of the CB 750. The exercise is well executed, with a sharper, less prickly and more biting fork head. That's all, but it's enough to give it that touch of personality it was lacking.

At the same time, Honda has updated the twin-cylinder engine for Euro5+ without affecting its performance. The left-hand switchgear has been reworked, with a new backlit control button. The 5-inch display is improved with an anti-glare design. On the suspension side, Showa elements have been adjusted for a better road feel. The roadster gains 2 kilos in the process.

All it takes to keep it at the top of the market. A position it has easily conquered with its equipment, performance, affordable price and multi-purpose engine. An unprecedented in-line twin-cylinder for this Hornet and its Transalp cousin. Highly anticipated and frankly promising.

Let 's cut all ties with the family saga before embarking on any comparisons. Of course, it's a good idea, even an obligation, to gauge the generations of this machine, except that times have changed, expectations have changed and so has the public. So, for those of you who knew the angry beast from 98 to 2014, don't expect a rebirth - the Hornet 2023 takes up only the name, and the overall idea of a fun machine. Fun as we know it today.

The CB 750 soon beckons, and while a closer look reveals a construction faithful to Honda's image, an open electric thimble here, a few wires there, and a very banal swingarm, all detract from this uncovered model.
On the other hand, the presence of an inverted fork, small details like the Hornet logo inlaid in the radiator scoops, radial brake calipers, petal discs and a connected display point the Hornet in the direction of satisfaction.

Where the 750 Hornet will make the most friends (or posts) is certainly on the engine side. The direct target remains the MT-07, segment leader. The weapon of choice is the same type: a 755 cm3 parallel twin, slightly larger than that of the Yam. This is reflected in the torque, with 7.7 mkg at 7,250 rpm.
Power, power, power. The Grindstone has decided to give everyone in its class a cold. Its first-strike roadster squeezes 92 horsepower out of its guts! Wow! The fun's over. With a stable like this, it widens the gap between itself and the stars of the segment by around twenty horsepower. It even comes close to the sulphurous boiler of theAprilia Tuono 660.

The Z, MT and SV were already feeling the sting of darts in the back with the Triumph Trident and its 81 hp 3-cylinder. This time, it's an uppercut from the side.
Honda has put a lot of effort into this block, giving it the Unicam technology of the CRF to obtain a compact cylinder head, 270° timing to give it the character of a V-twin, Nickel-Silicon Carbide cylinder surface treatment, a limited-slip clutch, an exhaust system that's not too koff and electronics at every level.

Here too, the 750 Hornet is going to hurt. Since digital technology has taken a serious place in the motorcycling world, we might as well offer a dollop of it. The rider has 4 riding modes at his disposal, one of which is configurable. Silicon components enable the integration of ABS, 3 power levels, 3-position adjustable traction control with integrated wheeling control, and engine braking management, also on 3 levels.
The dashboard features a 5-inch TFT panel, with an inspired display that's both easy to read and intuitive. In addition to essential information, it offers a choice of 4 display themes.
If you can't do without some interaction with the phone, the on-board electronics allow this kind of cohabitation, with the "Honda Smartphone Voice Control" module, to control certain functions by voice.
No need to look any further - it's the best in its sector. Considering the price, it's even exceptional. It's a real Chinese car, with Honda quality. If you're not convinced, you can look for an Up&Down shifter in the options section.

Honda didn't go for the complicated, but for the efficient, in the Hornet's chassis. It's a classic Diamond steel frame that supports the bike. Tried and tested, yet new to suit the CB seven-and-a-half's engine and missions. Its 16.6 kilos are leaner than that of its CB 650 R cousin, and a bottle shy of that of the Z 650 (15 kilos). One slight regret, however, is not to find the "mono-backbone" frame of the 600 Hornet - this almost invisible structure made it possible to highlight the mechanics
The front axle is a serious affair, with its 41 mm Showa FF-BP upside-down forks with large pistons. An assurance of rigidity and a promise of efficiency. But there's no adjustment available; only the amorto has one, for preload. Not surprising in this category of machine. Advanced suspension systems are expensive - but the Hornet is affordable. And easy. There's no question of sending the cubs to the "Suspensions, Aspirin & Adjustments" workshop right away. With 130 mm at the front and 150 mm at the rear, their travel is rather generous, allowing the elements to work better and maintain comfort.

The geometry of this Honda is within the norm. Neither aggressive nor placid, with a dynamic tendency, especially with its 160 gommard. A reasonable width, unlike the competition's 180 "for style". And the wider it is, the less lively it is when changing angles.
Braking performance is in keeping with Honda's philosophy. With 296 mm discs bitten by 4-piston radial calipers, there's no doubt that the machine will brake hard and serenely; without the rage of Italian equipment.

Honda has brought a worthy riposte to the young roadster segment: everything changed with the CB 750 Hornet, very well placed in terms of price/engine/equipment ratio. Its big CB 1000 sister arrives with the same spirit, and should make a killing among the big roadsters.

M.B - Manufacturer's photos