Motorcycle specifications HondaCB 1000 F 2026 Spencer's youth

Every brand has its iconic model, the one that's associated with it forever. For Triumph, it's the Bonneville ; for Ducati, the strongest image is the 916 ; Suzuki the GSX-R; Moto-Guzzi the V7; and so on and so forth. For Honda, the memory instinctively turns to the CB 750 Four of 1969. But this model was not the inspiration for the new neo-retro. The designers plunged a full decade later, to refresh the CB 750 F / CB 900 F of the '80s and bring us the CB 1000 F of 2026.

It's a good match for this big CB. With its round headlamp, its smooth lines typical of another era, its vintage decor, the two horns neatly lined up under the headlamp, its megaphone exhaust far more stylish than the Hornet's scoop, and its false allure of an old roadster, today's CB 1000 F can proudly pose in the family photo with its grandmothers. The filiation is obvious, the wink is strong, and nostalgia is sprinkled throughout.

Then, very quickly, the technical force takes over and brings you back into the 21st century. There's no question of using an air-cooled engine to lock in the retro atmosphere, as the Bonneville family or Ducat's Scrambler do so well . Here, modernity speaks for itself: a recent fleet 4-cylinder, a color TFT screen, radial braking and a steel diamond frame. Oh oh, it smells like a 1000 Hornet down there.

Which reassures us on several counts. The big Hornet set a new standard, with high-caliber performance at a reasonable price, without being a bargain-basement bike. This CB 1000 F cousin should therefore prove attractive, both for a 1000 and for its segment. Secondly, the bike is well-born, which will naturally lead to neo-retro styling.
However, they won't behave in the same way.

Firstly, in terms of riding position. With higher, rear-mounted handlebars, a longer seat and real room for the passenger, the CB revival promises to be more comfortable and less belligerent. Then there's the mechanics!

The Fireblade's engine gets smoother

While the F and Hornet share the same 4-cylinder engine taken from the 2017 CBR 1000 RR, the engine-makers were keen to give it a character more in keeping with the spirit and silhouette of the retro-spirit. To achieve this, a host of small changes were made: camshafts were revised, the intake duct lengthened from 50 mm to 140 mm, fuel injection was 36 mm instead of 42 mm, duct sections were different on the right and left, the airbox was modified, and the gearbox was redesigned with the first two gears shortened - all of which helps to deliver more torque and character at low and mid-range speeds.

After all this, the block is down to 123.7 hp at 9,000 rpm. Torque loses just one Nm, with a maximum of 103 Nm. The loss of 28 hp compared to the 1000 Hornet is perfectly acceptable: this motorcycle doesn't seek out the energetic ride of a streetfighter, and doesn't intend to deliver its power like one, with the desire to express the best of oneself in the revs. The CB 1000 F's maximum power, like its torque, is obtained well before hysteria: 2,000 rpm earlier for the watts and 1,000 rpm less for its 10.5 mkg. Here, the muscle wants to express itself lower down, with more consistency.

The IMU arrives

The machine takes advantage of technical inbreeding to pick up the Hornet 's electronics ... and then some. An inertial measurement unit makes its appearance, whereas the big Hornet is not equipped with one. This enables cornering ABS and angle-sensitive HSTC torque control.

The CB 1000 F comes with an extensive but not excessive array of riding aids, including 3 power levels, 3 engine brake levels, 3 torque control levels (disconnectable), anti-wheeling and stoppie, and 5 riding modes*. These are tried-and-tested modes from the range, with three factory-set selections: Standard, Sport and Rain, plus two customizable maps for the rider to create his or her own personal modes.

Style not all the way

Economies of scale are good for the wallet, but not necessarily for the eye in certain areas. Although.... is food for thought.
Take the wheels. Spoked rims always look great on a neo-retro. But the CB 1000 F doesn't have them. If it did, the price would have taken another beating. Also, the speedometer. It's a pity that the color TFT display of all recent Honda models has been taken over. Quidam would have appreciated a nice set of round needle meters, like the CB 1300 from Japan, the Kawa Z 900 RS, those models with the sweet perfume of the last century... It's much better for nostalgia.
But what a shame? Because with the modern, techy 5-inch screen, the rider has access to three types of display, can connect the smartphone and manage his calls, listen to music, use the add-ons of the RoadSync app, and navigate the menus to set the bike's character by tickling the backlit left joystick.
Who's debating who's better?

Ah, no need to take out the key, the F is equipped with a Keyless system.

The Hornet under the skin

As you'd expect, if there's the 1000 Hornet's engine and electronics, there's also its chassis. That's not a problem, since it does the job very well. Same wheelbase, same caster angle, almost the same weight (214 kg, i.e. 3 kg more), same tire size, same frame, same brakes: the assembly line won't notice any differences. Except at the rear, where the shock absorber is anchored to the Pro-link with a special linkage. Above, the rear frame has been modified to provide more room for the duo.

So, everything else is the same? Yes, the tubular steel frame, the Nissin brakes with 310 mm discs and 4-piston radial calipers, the Showa SFF-BP upside-down forks adjustable from all sides, the hoses not necessarily well hidden, the aluminum swingarm, the 17" wheels. But at first glance, it's not so obvious.
Oops, I almost forgot one detail: the brake hose expansion rates have been revised.

It crosses the past, the present and the moment.

In the early days of neo-retro appeal, Honda tried to catch the wave, but didn't really seize it. The CB 1100 RS and EX were excellent machines, but didn't find their audience. Today, things are much better with the CL 500 and its interesting GB 350 S. With the CB 1000 F, the level of performance is much higher, which could lead to greater success.

M.B. - Manufacturer's photos

* Driving modes :

• STANDARD: This mode uses the intermediate setting for power, torque control and engine braking. It is designed to reproduce the feel and driveability of a carburetor battery, with a relaxed character.
• SPORT: uses the highest power and lowest levels of engine braking and HSTC to deliver maximum performance, with improved throttle response.
• RAIN: This mode uses the lowest power setting for the least aggressive throttle response, moderate engine braking and maximum torque control. The lowest power and torque levels are concentrated in the first three gears.
• USER: modes 1 and 2 allow the rider to select and save settings for each parameter.