Motorcycle specifications HondaCB 750 Hornet 2023 A hornet in the yard

The Hornet didn't convince me... in 2001, when I was looking for my first big cube. I preferred the more generous mid-range soul of a competitor's twin to its muscular power through the revs.
Returning to the forefront in 2023, the new deal promises to be of a completely different character, with a more than marked desire to win over the public.

Upon discovery, she doesn't stir the heart as the sketches and sketches distilled since the announcement of her return had predicted. The protruding shoulders, taut features and Katoche-like profile have been given a high dose of softener. As a result, a feeling of a big CB 500 quickly takes over. The Hornet isn't ugly, but it's not really exciting either. Honda is less provocative than expected. Just like that. But when you see the pencil strokes of the latest MT-07 and MT-09 from across the street, it's reassuring to see a certain sense of taste...

However, curiosity quickly takes over once the nose is plunged into the engine. A new block always raises a lot of questions. About its character, its power, its virtues, its destiny. All the more so when Honda surprises us with its choice. For ages, in-line 4-cylinder engines have been the dominant choice for roadsters over 600 cc. This architecture has prevailed in all Hornets, CB 1000s, CB 1300s, CB 600s, CB 650s, etc, etc.... The list goes on.
The new Hornet shakes things up with an all-new in-line twin. Highly anticipated and frankly promising.

Let's cut all ties with the family saga before embarking on any comparison. Of course, it's a good idea, even an obligation, to gauge the generations of this machine. But times have changed, expectations have changed and so has the audience. 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. A closer look reveals the bike's Honda-esque construction, but... An open electrical terminal here, a few wires there, and a very plain swingarm, all detract from this uncovered model.
On the other hand, the presence of an inverted fork, small details such as the Hornet logo inlaid in the radiator scoops, radial brake calipers, petal discs and, above all, a new type of left-hand commodo point the Hornet in the direction of satisfaction.
Yes, Honda has finally reworked its controls, especially the overly protruding horn. Drivers will finally be able to use the blinker without honking every other time.

Where the new Hornet will make the most friends (or posts) is certainly on the engine side. The direct target is 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 7250 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 about twenty horsepower. It even comes close to the sulphurous boiler of the Aprilia Tuono 660.

The Z, MT and SV were already feeling darts in the back with the Triumph Trident and its 81 hp 3-cylinder. This time, it's a sideways uppercut.
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 can be configured. 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.
Instrumentation has also been upgraded. The dashboard features a 5-inch TFT panel, with a display inspired by the CB 1000 R. 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, when it came to the Hornet's chassis. It's a classic Diamond steel frame on which the bike rests. Tried and tested, yet new to suit the CB seven-and-a-half's engine and missions. Its 16.6 kilos are lighter than that of the CB 650 R cousin. Just a bottle's worth of water compared to 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 "Suspates, Aspirin & Adjustments" workshop right away. With 130 mm at the front and 150 mm at the rear, their travel is rather generous. This will allow the elements to work better and maintain comfort.

The geometry of this new 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". 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 finally come up with a worthy response in the young roadster segment. With the CB 650 F and 650 R, the manufacturer had its ass between 2 chairs. Ambushed between entry-level and mid-size models, in academic style or neo-retro-café - in short, not really calibrated for the clan of claws that bite.
That's all changed with the CB 750 Hornet, with its excellent price/engine/equipment ratio. We'd be a little surprised if it dethroned the MT-07; but we'd be shocked if it didn't become a market star.