Honda CB 1000 Hornet SP on test: convincing arguments
Honda is giving the successful CB 750 Hornet a big, bad sister. The CB 1000 Hornet impresses with a superb price-performance ratio.
(Image: Ingo Gach)
- Ingo Gach
Honda has landed a direct hit with its CB 750 Hornet. Since its launch in 2023, around, 7000 units of the mid-range naked bike have been newly registered in Germany. It impresses with an attractive appearance, solid technology, good performance and a reasonable price. But that is not enough for the world's largest motorcycle manufacturer, so it is now pushing a “hornet” with a full liter of displacement – at a competitive price. The CB 1000 Hornet delivers 152 hp and yet, at, 9900 euros, remains just in the four-digit range. You won't find more power for the money anywhere else. For our test, we borrowed the better equipped CB 1000 Hornet SP. It even delivers 157 hp and is still remarkably affordable at 11,700 euros.
Engine from the super bike
The engine comes from Honda's 2017 model year Fireblade superbike, in which it produced 192 hp at 13,000 rpm. For use in the naked bike, the engineers have significantly reduced the power, but with 157 hp at 11,000 rpm and 107 Nm of torque at 9000 rpm, the CB 1000 Hornet SP is still more than adequately powered. Visually, Honda is closely aligned with its best-selling CB 750 Hornet, with a small front mask and narrow LED headlights with an evil look. Honda kept the rear end short and crisp, the tank arches muscularly over the steel frame.
Honda CB 1000 Hornet SP im Test (5 Bilder)
Ingo Gach
)The in-line four-cylinder engine can be admired from both sides, with no screen obstructing the view. Four exhaust pipes curve downwards in front of the engine and flow into a rather voluminous rear silencer. It should therefore be noted in advance that Honda offers a much more visually appealing SC Project silencer in its range of accessories — for, 1299 euros.
Comfortable riding position
Sitting on the CB 1000 Hornet SP is comfortable, the upper body is only slightly forward due to the rather low but wide handlebars. The footrests are mounted relatively far back and the knee angle is just about acceptable. The 810 mm high seat is surprisingly comfortable despite its flat contour. However, the 17-liter tank is so wide that the legs are spread more than absolutely necessary – not a problem for touring, but annoying for sporty riding. A pillion passenger will probably get off the tiny seat bun in protest after just a few kilometers.
After starting up, the in-line four-cylinder runs surprisingly loudly at idle, 98 dB(A) idling noise is a lot these days. The clutch can be pulled with one finger and the gears slip in smoothly – Honda builds really excellent gearboxes. However, when I do without the clutch and shift up and down the gears using the standard quick shifter, it's not quite as smooth. This worked better on the Honda Fireblade I rode last year.
Five riding modes
The CB 1000 Hornet SP offers the rider three riding modes: Rain, Standard and Sport. In addition, two freely configurable modes allow me to set the engine braking and power delivery in three stages and the slip control and wheelie control in four stages. The five-inch TFT display clearly shows the two most important pieces of information, speed, and engine speed. The rest is quite small, but still reasonably legible. I can operate the menu on the screen via a tiny and somewhat fiddly four-way cross on the left end of the handlebars. Although it is logically structured, I still have to search for some commands for a while. Connectivity with a smartphone is a matter of course these days, and the Hornet is no exception.
Honda CB 1000 Hornet SP Details (10 Bilder)
Ingo Gach
)Craving for speed
The power output in “Standard” mode is decent, but the CB 1000 Hornet SP cannot deny its origins as a sports engine. Although it starts well, it is not particularly powerful for its displacement and even has a slight hang-up at 5000 rpm, above which it then gets down to business vehemently and revs rapidly up to the red zone at 11,500 rpm. This doesn't change much in “Sport” mode either; the engine responds even more spontaneously to the throttle, but it still can't offer better pulling power from low revs. Incidentally, the five horsepower increase in the SP compared to the standard Hornet is the result of an electronically controlled exhaust flap, which opens from 5700 rpm and allows the engine to “breathe” more freely.
Elegant suspension strut
Although the Hornet can also cruise across the country at low revs, it is clearly not designed for this. It only feels really comfortable when ridden in a sporty manner and is supported by the chassis. The newly constructed steel frame with two lower beams is designed for high torsional rigidity. With a wheelbase of 1455Â mm and a steering head angle of 65Â degrees, the 212Â kg Honda turns out to be agile, if not overly maneuverable. It needs to be turned in with a firm hand, but is then absolutely stable when leaning and hits the line precisely, and does not resent slight corrections.
At the front, a fully adjustable Upside-down fork from Showa is used, while at the rear, in contrast to the standard Hornet, a sophisticated, fully adjustable Öhlins TTX36 shock absorber is used on the SP. Both components work excellently on the racetrack, but on country roads they are often too harsh when holes and undulations appear in the tarmac – where even spring travel of 119 mm at the front and 139 mm at the rear is not much use. I would like to see a softer damping response here. The CB 1000 Hornet SP we tested rolls on Dunlop Sportmax Roadsport 2 tires, which make it feel a little more sluggish; a conversion to more manageable tires would certainly do the Honda good.
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Brute force with a crystal-clear pressure point
On the other hand, there is nothing to criticize about the two radial brake calipers from Brembo's Stylema range, with floating 310 mm discs on the front wheel. They belong to the reference class and decelerate brutally, with a crystal-clear pressure point. The electronic assistance systems work absolutely reliably, the ABS and the slip control prove to be sensitive and increase the feeling of safety. Although the slip control can also be deactivated, this is not recommended considering the 157 hp. The CB 1000 Hornet SP manages up to 230 km/h on the highway – without any protection — a dubious pleasure.
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Enticing price
During the test, the in-line four-cylinder consumed an average of 5.5 liters of fuel per 100 km, which is fine considering the performance. The CB 1000 Hornet SP would theoretically go 309 km before the tank runs dry. Considering its equipment with Öhlins TTX36 suspension strut and Brembo Stylema brakes, its price of 11,700 euros is almost a bargain. The SP is only available in matt black with gold anodized wheels. Honda offers a whole host of extras, such as a sports package for 565 Euro with front spoiler, small windshield, pillion seat cover and tank protector. Honda offers the visually appealing and powerful CB 1000 Hornet SP at a competitive price and also provides a six-year warranty.
(mfz)