Technical Review: Ben Purvis (15/10/24)
Riding Review: Martin Fitz-Gibbons (02/04/25)
£8999 (£9999 - SP)
150bhp (155bhp - SP)
211kg (212kg - SP)
TBA
“Better late than never” as the saying goes and it couldn’t be truer for Honda’s delayed CB1000 Hornet which has finally landed in dealers at a price that looks like the bargain of the decade.
Originally shown in 2023 and intended to be launched in 2024, the CB1000 Hornet has been slightly delayed in its path from the show stand to the showroom but the result – and the pricing – is well worth the wait.
Packing a Fireblade-derived engine with 150hp, the CB1000 Hornet is accompanied by an even fierier ‘SP’ version making 155hp and sporting Öhlins and Brembo parts while still sliding under the £10k mark. When it comes to bang for your buck, the duo look hard to beat. In a world where it’s increasingly hard to find a high-performance bike with a four-figure price, the litre Hornets seem to have wound back the clock to eliminate years of inflation.
Pros & Cons
The price. Smaller-engined rivals cost thousands more
Blade-based engine putting out 150hp
SP version adds premium bits for just £1000 more
Steel frame where some rivals use aluminium
No cornering ABS or IMU
Öhlins shock on SP model gives a firm ride
Honda CB1000 Hornet SP vs Kawasaki Z900SE vs Triumph Street Triple 765RS | Group Test
Honda's CB1000 Hornet SP grabbed many headlines when introduced with a £9999 price tag for 2025, so we decided to pitch it against two of its nearest rivals in terms of price and spec.
2025 Honda CB1000 Hornet & SP - Price & PCP Deals
At £8999 the CB1000 Hornet represents remarkable value for money in anyone’s book, undercutting less-powerful rivals with little in terms of compromise to account for the low cost. It’s the same technique Honda adopted for the twin-cylinder CB750 Hornet – a move that paid off in terms of sales so it’s hard to imagine the CB1000 Hornet being any less successful.
While it’s £1000 more expensive, the CB1000 Hornet SP might represent an even stronger deal, gaining an Öhlins rear shock, Brembo Stylema brake calipers, an extra 5hp and a two-way quickshifter.
The standard CB1000 Hornet comes in a choice of three colours – red, grey or white – while the CB1000 Hornet SP is available only in matte metallic black with gold wheels and forks.
If you’re looking to buy on PCP finance, the difference between base and SP Hornets is only around £10 a month. Honda’s example PCP plan for a regular CB1000 starts with a deposit of £2009.24, followed by 36 monthly payments of £109.00, with an optional final payment of £4797.47. The SP version has a slightly higher deposit of £2299.15, then 36 monthlies at £119.00, with an optional balloon payment of £5329.47 to keep the bike. Both quotes are based on riding 4000 miles per year, with an APR of 9.9%, and are correct as of April 2025
2025 Honda CB1000 Hornet & SP - Engine & Performance
The engine in the CB1000 Hornet requires little introduction. It’s derived from the litre four that powered the 2017-on CBR1000RR Fireblade and continues the age-old tradition of filtering last-generation superbike engines into much more affordable naked streetfighters. Honda was among the pioneers of the practice with the original Hornet 900 nearly a quarter of a century ago, which used a variation of the original Blade’s engine, and it’s a tactic that remains as effective as ever.
As usual there’s a big of detuning involved, in part to suit the Hornet’s naked bike character but also to meet the ever-tightening requirements of emissions rules, but since that 2017 Blade had nearly 190hp to play with, losing a small corral of horses doesn’t decrease the overall size the herd by too much.
The CB1000 Hornet version of the engine carries over the same 76mm bore and 55.1mm stroke as the old Blade, but the compression ratio is slashed from 13:1 to a more modest and emissions-friendly 11.7:1 and the available performance is slid down the rev band to be within easier reach thanks to new camshafts and different valve timing. The result is 150hp at 11,000rpm and 76.7lbft of torque at 9000rpm, where the old Blade version made 189hp at 13,000rpm and 85.6lbft at 11,000rpm. Step up to the ‘SP’ version and gap narrows a fraction, with peaks of 155hp at 11,000rpm and 78.9lb-ft at 9000rpm thanks to a different exhaust that includes a servo-operated valve in the muffler that opens at 5700rpm to free up the gas flow. It results in slightly higher noise levels for the SP – it’s just under a decibel lounder at both city speeds and wide-open throttle – but no change to economy or emissions.
The six-speed transmission is again borrowed from the previous-gen Fireblade, but with Hornet-specific gear ratios. It’s driven through an assist/slipper clutch and, standard on the SP but optionally on the base model, there’s a quickshifter with three levels of adjustment and an auto-blipper for downshifts.
Both models get three levels of engine power and engine braking, plus four levels of traction control, split across five riding modes – Rain, Standard, Sport and two user-configurable presets. There’s standard wheelie control, too.
Riding impressions (Hornet SP)
Instant, initial thoughts are that the Hornet SP is powered by every Honda inline-four ever. It’s smooth, it’s well-mannered, and it’s so flexible you can slow right down to just 20mph in sixth gear and pull cleanly even from barely off tickover. Down low there’s purposeful, fulsome grunt that builds with easy, linear, predictable pace as revs climb towards the midrange. It’s all very useable, very familiar, and won’t come as a huge surprise to anyone who’s ridden the previous CB1000R… or the CB1000R before that… or even the Hornet 900 before that.
But then, somewhere around 6000 to 7000rpm, the Hornet takes a deep breath and changes character completely, surging through the top half of its revs with entirely unexpected enthusiasm. It’s not a revvy motor as such – it’s certainly not a painful, powerbandy screamer – but if you want to feel the Hornet at its best, that only happens up between 8000 and 10,000rpm. Keep the crank spinning and the throttle open and the Hornet leaps about, serving up sizzling acceleration with a raspy snarl to its exhaust note. It’s lively, it’s engaging, and it feels properly fast in a way its forefathers didn’t. Honda’s discovered a newfound naughty side with the Hornet.
Gears are swapped quickly and cleanly, the SP’s standard-fit two-way quickshifter working pretty well on the whole – however a couple of BikeSocial testers were less convinced by its clutchless downshifts, finding them clunky and hesitant at times.
Riding modes are swapped easily, with a single button on the left cluster cycling through the settings. ‘Sport’ unlocks more power (not just a faster throttle response) compared to ‘Standard’, as well as less engine braking and reduced traction control. But even in full-fat Sport neither the motor nor throttle response are excessively aggressive – you could easily ride through a congested city centre or on slimy roads in this setting.
The only real downside to the powertrain is that the performance and acceleration available is so huge that the ‘torque control’ (Honda’s combined wheelie and traction control) inevitably sticks its nose in. And unfortunately it doesn’t feel like the most sophisticated system in the world, with inconsistent interjections. Sometimes cracking the throttle open hard delivers the huge hit of wheel-lifting acceleration that you asked for; other times the system curtails drive sharply, and it can take a while for power to be reinstated. Perhaps the lack of an IMU, which could give the Hornet’s brain more detailed information on acceleration, plays a part. Still, it’s not a big deal, and only something you’d notice if you’re pushing on at a fair old lick.
2025 Honda CB1000 Hornet & SP - Handling & Suspension (inc. Weight)
The main chassis of the CB1000 Hornet is a twin-spar steel frame, and while that might not sound as exotic as the aluminium designs on some rivals, Honda says it has a full 70% more torsional rigidity than the previous Blade-derived naked bike, the CB1000R.
The 1455mm wheelbase is identical to the CB1000R’s, as is the 25-degree rake, and Honda says that the weight has been biased towards the front, 51.2%/48.8% (50.9%/49.1% on the SP), by shifting the engine forward along with components like the rear shock and battery. The airbox is sited above the engine’s cylinder head rather than behind it to help.
Both versions of the bike share the same forks, 41mm Showa SFF-BP upside-downers with adjustable compression, rebound and preload, but they differ at the rear. The standard CB1000 Hornet gets a Showa monoshock, operated via a Pro-Link system and offering preload and rebound adjustment, while the SP version gets an Öhlins TTX36 shock that’s fully adjustable for preload, rebound and compression. Both modes use the same aluminium swingarm – a two-sided design rather than the single-sider that’s a signature of the old, more expensive CB1000R.
While both variants use radial-mounted, four-pot front calipers on 310mm discs, the base Hornet’s kit is from Nissin while the SP uses Brembo Stylema parts. The rear Nissin single-pot caliper and 240mm disc are shared by both versions, and while there’s 2-channel ABS it’s not the sort of advanced, lean-sensitive kit that’s becoming increasingly widespread even among relatively affordable bikes.
Riding impressions (Hornet SP)
The Hornet rolls from side to side very easily, feeling more nimble and agile than you might expect from a 1000cc machine. In part that’s thanks to it not being over-tyred, with the Honda’s 180-section rear putting up less resistance than, say, the 200-section of a KTM Super Duke or Ducati Streetfighter V4. Turn-in is easy, lines are followed obediently, and overall the Hornet handles with the easy, confident eagerness of a sporty streetbike, rather than the frantic frenzied feel of a track-focused supernaked.
One area that does feel surprisingly single-minded is the firmness of the Hornet SP’s Öhlins TTX36 shock. It’s not superbike-stiff, but it’s that far off either. There certainly feels to be a lot more compression damping than I’d expected, which can make for quite a rough ride on bumpy backroads, occasionally kicking the rider out of the seat. Dialling back some damping would likely offer a plusher ride, though we didn’t have opportunity to test this in-depth. Then again, on smoother A-roads there are no such ride quality issues, so perhaps it depends how and where you plan on riding your Hornet.
Brakes, like most Honda roadsters over the years, combine plenty of power with exquisite feel through the lever. The presence of Brembo’s fancy Stylema calipers adorning the front wheel mean you might have expected that the Hornet SP would have strong brakes, and they sure are. However, it’s a distinctly curious choice of Honda’s to pair these flashy, high-end calipers with basic rubber brake lines. Bit like serving up a gorgeous single-malt whiskey in a plastic bathroom tumbler. You’d think a set of braided steel lines would be more appropriate, but perhaps this decision was made by accountants rather than test riders.
Speaking of cost-cutting, our test bike came wearing Dunlop Roadsport 2 tyres. You’d politely call them an affordable mid-range tyre; even Dunlop describe these as a “great value package” rather than boasting about their performance. They were fine on our warm, dry, Spring riding day, but previous experience tells us there are better choices in cold and wet conditions. Hornets can also come with Bridgestone S22 tyres, which are probably preferable over the Dunlops but still a six-year-old design.
Öhlins come on the SP only
2025 Honda CB1000 Hornet & SP - Comfort & Economy
A relatively upright, streetfighter riding position coupled to wide, 790mm bars and sensibly-positioned footrests bodes well for the Hornet’s comfort, and even the pillion pad looks quite useable, but the final judgement will have to wait until we’ve ridden the bike. It’s here that the Öhlins rear shock of the SP might well come to the fore, of course.
Riders wanting to add a bit more comfort and usability will be able to opt for a ‘Comfort Pack’ including heated grips, and there’s an optional Alcantara seat as part of the ‘Style Pack’. You can add a flyscreen, too, as well as a bellypan and seat cowl, with the ‘Sport Pack’.
In terms of economy, both the standard CB1000 Hornet and the SP version claim identical figures of 47.7mpg, and with a 17-litre tank that equates, in theory, to a range of 178.5 miles.
Riding impressions (Hornet SP)
The Hornet SP delivers the kind of versatile, welcoming, accessible ergonomics that Honda does so well. The seat height is listed at 809mm (just under 32 inches for imperialists), making it no taller than Honda’s CB650R, and lower to the ground than a Triumph Street Triple 765 R. For an average-sized rider it’s eminently easy to get on with – neither too tippy-toppy tall to flat-foot when stopped, nor too scrunched up on the move. The bars, seat and pegs set the rider in quite a flat, neutrally balanced stance on the bike too – again, neither too wrist-heavy and focused on the front end, nor too relaxed and laid-back over the rear wheel either. The seat’s wide and comfy enough for an hour or two, and there’s no issues with turbulence or tingling. It all just works, right from the off.
In fact, there are only two tiny niggles worth mentioning when it comes to comfort. The first is that right heels can often find themselves resting on the exhaust heat shield, especially if you try to ride with your toes on the pegs. The other is that the fuel tank feels tall and wide between your knees, meaning legs seem to be splayed slightly more than on, say, Kawasaki’s Z900.
But that decent-sized 17-litre tank does give a pretty useable range. Measured fuel economy proves lower than Honda’s claims, ranging between 40mpg (eager road testing) and 44mpg (leisurely mixed use), giving an overall average of 42mpg. That means around 120 miles from a fully brimmed tank until the fuel gauge flashes, leaving a 3.8-litre reserve that should last another 35 miles before running completely dry.
2025 Honda CB1000 Hornet & SP - Equipment
A 5-inch colour TFT display with phone connectivity has become the modern equivalent to a ‘standard’ set of clocks – and it’s precisely what the CB1000 Hornet has to offer.
It’s a setup shared with other Honda models, and accompanied by Honda’s RoadSync app and a smartphone gives all the usual connectivity that we’ve become accustomed to, including the all-important on-screen turn-by-turn navigation. A bar-mounted, backlit, four-way toggle switch controls the screen, and when paired to a Bluetooth headset you also get control over calls and music.
Other specs include all-LED lighting with dual projector-style headlamps and an Emergency Stop Signal (ESS) function that flashes the hazard lights automatically during hard braking.
Riding impressions (Hornet SP)
Dash and switchgear are shared with Honda’s NC750X, and considerably easier to navigate than the more complex setup on an NT1100 or Africa Twin. Three clock layouts are offered: one with a horizontal-style rev counter; one with a horseshoe-shaped rev counter; and one with no rev counter. Cycling through riding modes is done with a dedicated button on the left bar, just above a (fairly small) four-way switch that does everything else. The right bar has just the bare essentials: a killswitch and a starter. It’s all refreshingly easy to wrap your brain round – other than Honda’s insistence on putting the indicators below the horn.
Other than that, there’s not a lot of other equipment to contend with. There’s a USB-C charging socket, but it’s curiously located beneath the pillion seat – ie absolutely nowhere near the handlebars, where you’d probably mount the device that might need charging.
2025 Honda CB1000 Hornet & SP- Rivals
While most of Honda’s main competitors offer something based on the same recipe of a superbike engine screwed to a naked bike chassis it becomes much harder to find viable competitors when the CB1000 Hornet’s price is added to the equation. It’s simply a lot cheaper than most of the competition. Look at Suzuki’s range, for example. While the GSX-S1000 comes closest to the CB1000 Hornet in terms of spec and performance, the price is closer to the twin-cylinder GSX-8S, which is a whole class lower.
However, the Hornet’s competitive pricing will also be a useful haggling tool if you’re in the market for one of rivals, which include:
Kawasaki Z900 | Price: £9699
123.6bhp / 72.7lb-ft
212kg
Yamaha MT-09 | Price: £10,106
117.3bhp / 68.6lb-ft
193kg
Suzuki GSX-S1000 | Price: £11,999
150bhp / 78.2lb-ft
214kg
2025 Honda CB1000 Hornet & SP - Verdict
When it comes to an overall conclusion about the CB1000 Hornet, it’s tricky to separate the bike from the bargain. But let’s try. On the road the CB1000 Hornet SP starts off as a welcoming, well-behaved, easy to ride roadster. Then, once you pick up the pace and start to push on into faster scratching, the Hornet’s engine reveals a far sportier, naughtier side than previous CB1000s had. There’s masses of power, delivered with a real rush in the top half of the revs. In both performance and character, it comes closer to the promise of a ‘naked Fireblade’ than any of its predecessors did. On the SP version we tested, the Öhlins shock’s firm settings underline those sporty sensations, though it doesn’t do a lot for ride quality and comfort. The standard Hornet would likely be a plusher, more forgiving option along a bumpy road.
Dynamically the Hornet is impressive, but it’s not revolutionary. There’s no shortage of sporty roadsters with detuned superbike engines, from Suzuki’s GSX-S1000 to Yamaha’s MT-10 to BMW’s S1000R – all bikes that either match or exceed the Hornet when it comes to tech, features or power. Where the Hornet absolutely knocks every one of its rivals clear out the park is pricing. This is surely the best-value new bike of 2025.
Honda has recent form when it comes to keen pricing, from the Hornet 750 to the Transalp to the new GB350S. But the CB1000 Hornet SP is arguably the biggest bargain of the lot. Less than ten grand for a bike that rides this well, has this much power, and boasts this level of brand-name chassis components? It doesn’t just undercut its rivals; it’s cheaper than bikes an entire class below. The Hornet SP costs less than Yamaha’s MT-09. It’s less than Suzuki’s GSX-S950. It’s less than a base-model Triumph Street Triple 765 R.
At a time when money feels tight for many of us, and when the cost of new bikes seems to creep ever-upwards, the CB1000 Hornet’s arrival will create shockwaves. Other brands are already falling over themselves to offer discounts and ‘contributions’ on certain models to bring them even slightly close to the Hornet’s epic value. And in that regard, while the Hornet will undoubtedly be huge for Honda, it’s also great news for the whole of motorcycling.
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2025 Honda CB1000 Hornet & SP - Technical Specification
| New price | From £8999 (£9999 – SP) |
| Capacity | 999cc |
| Bore x Stroke | 76 x 55.1mm |
| Engine layout | Inline four cylinder |
| Engine details | DOHC, 16 valve, liquid cooled |
| Power | 149.7bhp (111.6kW) @ 11,000rpm (155hp (115.8kW) @11,000rpm – SP) |
| Torque | 76.7lb-ft (104Nm) @ 9000rpm (78.9lb-ft (107Nm) @9000rpm – SP) |
| Transmission | 6 speed, chain final drive, assist/slipper clutch (quickshifter on SP) |
| Average fuel consumption | 47.7mpg claimed |
| Tank size | 17 litres |
| Max range to empty | 178.5 miles |
| Rider aids | Traction control, wheelie control, engine brake control, riding modes/power modes, ABS |
| Frame | Steel diamond |
| Front suspension | Showa 41mm USD SFF-BP forks |
| Front suspension adjustment | Adjustable compression, rebound and preload |
| Rear suspension | Showa monoshock (Öhlins TTX36 on SP) |
| Rear suspension adjustment | Adjustable preload and rebound damping (+ adjustable compression damping on SP) |
| Front brake | 2x 310mm discs, 4-piston Nissin radial calipers (Brembo Stylema on SP) |
| Rear brake | 255mm disc, 1-piston Nissin caliper |
| Front wheel / tyre | 120/70-ZR17M/C (Bridgestone Battlax Hypersport S22F or Dunlop Sportmaxx Roadsport 2) |
| Rear wheel / tyre | 180/55-ZR17M/C (Bridgestone Battlax Hypersport S22F or Dunlop Sportmaxx Roadsport 2) |
| Dimensions (LxWxH) | 2,140mm x 790mm x 1,085mm |
| Wheelbase | 1,455mm |
| Seat height | 809mm |
| Weight | 211kg (kerb) (212kg for SP) |
| Warranty | 2 years/unlimited miles |
| Servicing | TBA |
| MCIA Secured Rating | Not yet rated |
| Website | www.honda.co.uk |
What is MCIA Secured?
MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.
As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.
MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
An ignition immobiliser system
A vehicle marking system
An alarm system
A vehicle tracking system with subscription
The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
