Honda CB1000 Hornet & CB1000 Hornet SP Review 2025

The winged empire, after making a big splash with the new Fireblade in the supersport segment, has now ignited the afterburner in the streetfighter arena and is sending the CB1000 Hornet 2025 into the race with enhancements. It will be available in two versions - namely as the CB1000 Hornet and CB1000 Hornet SP. Both share common features: more power, improved riding dynamics, and a lot of electronics with ride-by-wire. Unfortunately, there's also a downside – the visually stunning single-sided swingarm had to be sacrificed.

The heart of the CB1000 Hornet and Hornet SP originates from the core of the 2017 Fireblade with the 1000 cc DOHC four-cylinder engine. While the engine in the standard version already delivers 152 hp/111.6 kW at 11,000 rpm and 104 Nm at 9,000 rpm, the SP takes it up a notch, boosting the power to 157 hp and 107 Nm at the same rpm. The increased performance of the SP variant compared to the standard variant is enabled by a valve system in the exhaust system. An electronically controlled exhaust valve in the muffler system with over 7.1 liters of volume opens in all gear stages at 5,700 rpm, increasing the gas flow, allowing the engine to breathe better, and achieving the desired power increase. However, the rest of the engine specification is identical for both.

To adapt the power delivery to the demands of a naked bike, the camshafts have been modified in terms of lift and timing. Steel is used as the material for the intake valves. The shape and strength of the die-cast pistons have been optimized. The oil pan, as well as the clutch and alternator covers, are made from cast aluminum.

The transmission has also been practically revised. Gears two to five have been optimized for powerful acceleration and better suit the requirements of a naked bike, while the sixth gear allows for lower RPM riding on the highway. The slipper clutch aids in hard, fast downshifting while braking simultaneously.

Bore and stroke measure 76 mm and 55.1 mm, respectively, with a compression ratio of 11.7:1. The 44 mm diameter throttle body directs the air-fuel mixture through large diameter intake valves into carefully shaped combustion chambers. A lightweight 4-2-1 exhaust with a very voluminous muffler supports power delivery in the mid-range.

With a consumption of 5.9 liters per 100 km and a 17-liter fuel tank, the range should not fall short, naturally complying with the stringent Euro 5+ standards.

The modern Throttle By Wire throttle management offers three pre-configured riding modes (Sport, Standard, Rain), with parameters composed of power, engine braking behavior, and HSTC traction control including integrated wheelie control. Two user modes allow the rider to create their individual setup. The engine power and engine braking effect can each be adjusted in three levels. For the HSTC traction control (Honda Selectable Torque Control) with integrated wheelie control, there are four levels to choose from, and this function can also be completely deactivated.

The 5-inch TFT color display in the cockpit combines comprehensive information with excellent readability thanks to "Optical-Bonding" technology, even in strong sunlight. Smartphone connectivity is ensured via the integrated RoadSync system, which can be operated either by voice control or through a four-way switch on the left handlebar. The distinctive dual headlights also come in state-of-the-art LED technology, aiding the battery with low power consumption while providing good illumination.

While the bidirectional quickshifter is included in the price for the SP, the eager quick-switcher will have to dig into their pocket for the standard Hornet. The rear indicators additionally feature an ESS emergency brake signal function (Emergency Security System). During hard, sudden braking maneuvers, the indicators flash like hazard lights to warn following traffic.

In the steel twin-spar frame, the engine serves a load-bearing function. Despite the deliberately slim design in the area of the swingarm mount, the torsional rigidity is 70% higher than that of the predecessor CB1000R. Speaking of the swingarm, the very pleasing single-sided swingarm on the predecessor unfortunately had to give way to a conventional swingarm. The steering geometry is designed for precise steering with agile handling for twisty country roads and alternating curves.

The engine is mounted on rubber mounts at the rear and firmly bolted at the front mounts. This combination helps absorb vibrations and improve the riding feel.

The developers took familiar paths with the frame geometry, choosing a 25-degree fork angle, 98 mm trail, and a 1,455 mm wheelbase. The engine installation position with front-wheel-oriented weight distribution also supports agile and light handling. The forward-leaning Pro-Link monoshock and the battery's installation position contribute to mass centralization. Advantageous for bodywork packaging is also the airbox's placement above the cylinder head rather than behind it. The dry weight of the standard Hornet, fully fueled, is 211 kg, with a weight distribution of 51.2 to 48.8%, while the SP starts at 212 kg with a distribution of 50.9 to 49.1%.

The seat height is 809 mm. The pleasantly wide, tapered handlebar is paired with a sporty footrest position and a seating triangle with a slightly forward-leaning, upright posture.

In the chassis department, we find a few differences in features. While the SP model is equipped with a fully adjustable Öhlins TTX shock absorber at the rear, the standard Hornet features a Showa shock absorber that is adjustable only in rebound and preload. However, both protagonists agree on the fork. Each uses a Showa 41 mm SFF-BP upside-down fork (Separate Function Fork Big Piston), where preload, rebound, and compression damping are adjustable.

Those who ride fast must also brake well, as the saying goes. And Honda approaches this topic in different ways. On the SP, a radial master cylinder and Brembo Stylema radial four-piston calipers work at the front, gripping floating 310 mm dual disc brakes. The rear 240 mm single disc brake is paired with a Nissin single-piston caliper.

The standard variant also decelerates at the front with a radial master cylinder, which actuates radially mounted Nissin four-piston calipers, while the floating 310 mm dual disc brakes remain unchanged. There are also no differences at the rear wheel.

The compromise between nimble handling and stability can be considered successful, although I would wish for a bit more stability. Especially in faster corners, a slightly spongy feeling arises, but it doesn't lead to major disturbances and thus no nasty surprises. One could say it's typical Naked Bike behavior. However, don't expect the razor-sharp steering response of a supersport. The seating position is also typical for a Naked Bike. Comfortably upright, the handlebars position the upper body well for long, relaxed rides. Only in terms of knee angle does it take a more sporty approach. Slightly higher-mounted footpegs, combined with a low seat, create a tight knee angle. What delights the shorter rider may be a burden for the long-legged, as concessions are made with a seat height of under 810mm to accommodate shorter riders.

The engine shines with Honda's typical smoothness. Without significant vibrations, it pulls steadily from idle speed up to the limiter at 11,500 RPM. Despite Honda's efforts to generate more power in the lower ranges, the engine cannot hide its sporty origins. Even though it pulls away smoothly from low RPMs, it needs 6,000 RPM to really get going. Then it accelerates vigorously, lifting the front wheel in the first two gears. However, when shifting into third gear, speeds exceed 150 km/h, which is already more than allowed in many countries. The traction control helps keep everything under control, doing so reliably with adjustable intensity. Only when the front wheel lifts for an extended period does the system significantly reduce power, only releasing it again after the throttle is closed. This somewhat spoils the acceleration phase with the front wheel raised, especially in the first two gears. Honda could improve this with a future update. Fortunately, the traction control can be relatively easily deactivated, although it must be turned off again after each ignition-off due to safety regulations. The throttle response is noticeable despite the ride-by-wire system. Particularly in the lower gears, it requires a steady throttle hand to adjust the cornering radius with power during long curves, especially with a sporty throttle response setting.

The chassis is on the softer side, providing a lot of riding comfort without introducing too much movement into the ride. Only under heavy braking does the Showa fork reach its limits. At the rear, even with the standard Showa shock absorber, there is no cause for concern. The brakes are unobtrusive and give no reason to complain. They decelerate well and provide good feedback without being too aggressive. The ABS regulates reliably and allows for good braking distances. Additionally, the slipper clutch helps by compensating for braking torque peaks caused by a hopping rear wheel, thus reducing the workload on the ABS system. It would have been nice if the ABS function, as with the Fireblade, could be deactivated for the rear wheel to give drifting enthusiasts complete freedom.

In terms of riding dynamics - no. The suspension, even with the Showa shock absorber, performs well and is not far from the Öhlins TTX in the "SP" in its basic setup, and the fork is the same anyway. The same applies to the brakes. Only the valve control in the exhaust system of the "SP" ensures a slightly more enthusiastic winding out of the engine and a somewhat more robust sound.

Who still needs the "SP"?

Anyone who finds it financially easier can get a TTX shock absorber, which is beyond reproach and, thanks to its wider adjustment range, is also suitable for occasional track use, Brembo Stylema calipers, a bit more power, and a quickshifter that would otherwise be an extra cost, for just €2,000 more.

Even though the new Hornet delivers significantly less power than the power monsters in this category, it doesn't perform any worse on country roads. Even the 157 horsepower can't be fully utilized in the first two gears, as the front wheel lifting off sets the limit, not the power. And from the 3rd gear onwards, you're already in illegal territory, except on German highways and race tracks. Therefore, what counts here is smooth operation, torque, and riding performance. With these, Honda's new naked flagship holds its own, and in terms of price, it's unchallenged anyway.

In Austria, the Honda CB1000 Hornet 2025 costs €11,990 and the SP variant €13,990, including NoVA and VAT. In Germany, you have to put €10,290 on the table for the standard Hornet and €12,090 for the Hornet SP.