Honda CB1000GT Tested: New Sport Tourer with Great Comfort

With the new Honda CB1000GT, Honda presents a high-performance sport tourer from model year 2026 onward that combines the dynamics of a naked bike with the long-distance competence of a touring machine. Built on the CB1000 Hornet, the GT has been comprehensively reworked to realize a vehicle concept that unites high engine performance, intelligent vehicle technologies, and comfort-oriented ergonomics into a cohesive technical package.

The GT features an aerodynamically optimized fairing, developed using CFD simulations, that improves both wind protection and stability at high speeds. With standard side cases, a five-position windshield, heated grips, cruise control, a smartkey system, and a 5-inch TFT display, the CB1000GT offers an equipment package that sets standards in the sport touring class. The focus is on confident riding comfort, whether solo or two-up, combining sporty performance with everyday versatility. With a 21-liter tank and consumption of 6 liters, the range of approx. 340 km will also please touring riders.

As with the Hornet, the heart of the CB1000GT is the 1,000 cm³ DOHC inline-four engine, derived from the high-performance unit of the 2017 CBR1000RR Fireblade. For use in the sport touring segment, the entire drivetrain has been retuned and upgraded to meet the new Euro 5+ emissions standard. This is intended to deliver precisely metered power delivery and pronounced smoothness across the entire rev range, while retaining the unchanged and impressive peak performance.

Technical Key Data

• Inline-four engine DOHC, 16 valves
• Power: 150 hp (110.1 kW) at 11,000 rpm
• Torque: 102 Nm at 8,750 rpm
• Bore x Stroke: 76 x 55.1 mm
• Compression ratio: 11.7:1
• Exhaust system: 4-2-1 system with regulated catalytic converter, dual lambda sensors, Euro 5+
• Consumption: 6.0 l/100 km
• Tank capacity: 21 liters (range > 340 km)

Engine management and PGM-FI fuel injection have been recalibrated to ensure particularly smooth power delivery and to optimize traction and riding stability under varying load conditions. Power is transmitted via a reworked six-speed gearbox, with gears 2–5 designed for more elasticity and touring suitability. The long sixth gear noticeably reduces rpm at highway cruising speed. An assist/anti-hopping clutch prevents rear wheel hop during hard downshifting and reduces hand force at the clutch lever.

The standard quickshifter with auto-blipper function allows clutchless shifting in both directions and supports the GT's sporty character as well as smooth, fatigue-free riding on long stretches.

The CB1000GT's electronics architecture is based on a state-of-the-art 6-axis IMU (Inertial Measurement Unit) that continuously transmits acceleration and lean angle data in real time to the central control electronics. All dynamic systems, from the electronic throttle to the suspension, traction control, and ABS, access this data, allowing the GT to offer an exceptionally finely tuned, situation-based control behavior. Naturally, various riding modes are available again, which the rider can select while riding. Five programs are available:

1. STANDARD

• Balanced power, medium engine braking, balanced traction control
• Universally usable and ideal for a wide range of riding situations

2. SPORT

• Maximum power, low engine braking effect, minimized HSTC traction control intervention
• For a sporty, dynamic riding style with direct throttle response

4. RAIN

• Gentle power delivery, increased traction control, medium engine braking
• For maximum safety in wet conditions and poor traction

5. TOUR

• Characteristics similar to Standard, but with synchronized electronic suspension support
• Specifically for long distances, two-up riding, and heavy loads

6. USER

• Fully customizable combination of power, engine braking, and traction control
• Individual settings can be saved

Each individual parameter, such as power levels, engine braking behavior, and HSTC traction control, can be set in three stages. Operation is via the ergonomically optimized four-way switch on the left handlebar control and the 5-inch TFT display with optical bonding technology for a reflection-free surface.

Honda also places value on the increasingly important area of connectivity, providing the following functions that bring extra comfort, especially for touring:

• Honda RoadSync with turn-by-turn navigation
• Voice control via helmet headset (Android/iOS)
• USB-C charging port in the cockpit
• Smartkey system including tank and seat access
• ESS emergency brake signal (flashing rear indicators under heavy deceleration)
• Automatic indicator cancellation

Honda RoadSync connectivity allows the use of Android or iOS smartphones for turn-by-turn navigation, emails, calls, music, and weather news. A headset in the helmet is required for voice-controlled use, and the smartphone must also be connected to the bike via Bluetooth. The corresponding RoadSync app can be downloaded free of charge from the PlayStoreTM or AppStoreTM. And so the phone doesn't run out of juice, there is a USB-C charging port below the display on the right.

The CB1000GT is based on a new, one-piece steel frame with two lower rails, already used in the CB1000 Hornet, but extensively modified for sport touring use. The extended and stiffened rear section allows for a more generous amount of space and is intended to increase stability under full load or when riding two-up.

Frame and Geometry Data

• Steering head angle: 25°
• Trail: 106.3 mm
• Wheelbase: 1,465 mm
• Ground clearance: 133 mm
• Seat height: 825 mm
• Weight distribution: 51% front / 49% rear
• Wet weight: 229 kg

The cast aluminum Pro-Link swingarm has also been lengthened and reinforced by 16 mm to calm the riding behavior at higher speeds and make compression under load more controlled. The ergonomic revisions include an upright seating position, optimized footpeg position, and touring-oriented seat padding that significantly relieves both rider and pillion.

The CB1000GT comes standard with the Showa EERA (Electronically Equipped Ride Adjustment) suspension, one of the most modern electronic damping systems in the current motorcycle world. The control unit adjusts rebound and compression within 15 milliseconds, based on vehicle speed, suspension movement, and IMU data. This allows the system to react precisely to road conditions and riding style at all times. The rider can choose from the following settings.

• STD - harmonious setup, agile responses
• SPORT - firmer damping, sporty precision
• RAIN - soft, sensitively responsive suspension for wet roads
• TOUR - stabilized damping for highway speeds, two-up riding, and luggage
• USER - individually programmable characteristics

The shock's spring preload can be electronically adjusted in 24 stages while riding and can thus be adapted depending on load. The 41 mm upside-down fork features manual preload adjustment and 130 mm of travel.

For maximum deceleration performance and high temperature stability, Honda relies on an advanced braking system, fully integrated with IMU support to realize precise cornering ABS. The front wheel uses 2 radially mounted Nissin four-piston calipers in combination with 310 mm brake discs. The rear wheel makes do with a 240 mm disc. Thanks to the inclusion of the IMU in the ABS calculations, additional braking stability is provided. The 5-spoke cast aluminum wheels in 5Y design, fitted with radial tires in dimensions 120/70-ZR17 (front) and 180/55-ZR17 (rear), contribute to high agility and directional stability.

Honda also offers extensive accessories in tow, which can also be purchased in various combinations as packages:

Comfort Package

The Comfort Package increases the touring suitability of the CB1000GT and includes a tall windscreen, comfortable padded rider and pillion seats, upper and lower wind deflectors, and fog lights.

Sport Package

The Sport Package gives the CB1000GT a sportier look. It includes an engine spoiler, tank protectors, an engine guard, and rim stripe stickers.

Urban Package

The Urban Package offers an everyday-suitable luggage solution and more comfort for the pillion. It includes a 50-liter top case with pillion backrest pad, a decorative side cover, as well as the matching luggage rack mount and alarm system.

Thanks to the very upright and relaxed seating position, you can spend a long time in the saddle of the GT, which is not a point to be underestimated given the 21-liter tank capacity. The very flat and wide seat contributes a lot to comfort, although there is also a dedicated comfort seat available as an accessory. Furthermore, the wind protection is also well done thanks to the standard adjustable windshield. Here too, however, Honda additionally offers a taller windshield as an accessory. In the high position, this already extends into the rider's field of view, and everyone must decide for themselves whether that's acceptable. The adjustment itself works very simply by hand with the left hand. In this process, not only the height but also the angle can be adjusted in 5 steps. The adjustment mechanism has been cleverly solved and allows operation without much effort, even at speeds over 180 km/h. The rest of the fairing also deflects air very skillfully around the rider. Here too, additional wind deflectors are available as accessories.

The standard case system is well executed with the latches and very practical, and with 28 and 37 liters of volume, respectively, also generously sized. The overall vehicle width at the cases is slightly less than the width of the handlebars, preventing you from accidentally getting the cases caught in narrow passages. Similar to a cat with its whiskers, the handlebar width can thus be used as a measuring stick for narrow passages.

The engine's power delivery is close to that of the Hornet. It needs at least 6,000 rpm to really charge forward. Below that, it behaves obediently and can already be used from idle speed, but takes a bit to get up to speed. Especially in combination with the somewhat longer 6th gear, the pull suffers a bit here. In return, however, this allows for relaxed cruising on the highway at low rpm and favorable fuel consumption. At 130 km/h, it's running at just 5,000 rpm! Shifting is unproblematic, and the trigger force of the quickshifter can be adjusted electronically in 3 stages. It basically works in all directions, only shifting into higher gears with a closed throttle has not yet been implemented by Honda. Even asking the Japanese engineers, I only got blank stares in return. Perhaps this will still be delivered via an update, as is common these days. Depending on the riding mode, the throttle response can also be configured differently thanks to ride-by-wire. This works flawlessly too, only in Sport mode the load change at around 5,000 rpm is somewhat disruptive and makes smooth throttle application at the apex more difficult.

The rest of the electronics, however, is well done. The display shows all information legibly even in bright sunlight and can be operated conveniently with the left thumb via the easy-to-use 4-way switch. The menu navigation is also simple and clear and can be operated without lengthy instruction. It's pleasing that the heated grips can be activated via a dedicated switch directly, without having to jump into submenus. The button also indicates the heating level via blink frequency. Incidentally, the heating performance ensured warm hands even in cold outside temperatures. The standard-fitted handguards also have a positive effect here. The rider aids themselves are rather on the conservative side. This means that the controls, especially traction control, start reducing power very early. The intervention strength can be adjusted in 3 stages, whereby even at the lowest stage, at a brisk pace, a lot of power is already cut. Thanks to the 6-axis IMU, however, this is calculated depending on lean angle, and as soon as you upright the bike, the electronics give the "all clear". If that's not enough, you can deactivate the controls entirely. However, it must be kept in mind that when the motorcycle is switched off and on again, the control is automatically reactivated for safety reasons.

The Nissin brake does its job well and decelerates properly. Only the ABS control is also on the cautious side and starts intervening quite early. This costs some braking performance, but in return provides a lot of stability even under the strongest deceleration.

The also standard electronic Showa suspension works well in various riding conditions, but even in soft settings shows its sporty side over harder edges and often noticeably passes these on to the chassis despite generous suspension travel. Normal bumps such as waves, however, are ironed out well without upsetting the bike. In combination with the 8 mm longer trail compared directly to the Hornet, this results in fundamentally stable riding behavior. Only at speeds above 180 km/h does a slightly spongy impression arise. This, however, is normal for vehicles with case systems and does not lead to unpleasant riding conditions.