Honda CB1000 Hornet SP Review

There it stands before me in the hilly region, the Honda CB1000 Hornet SP – and I can hardly believe it. 157 HP for 12,299 Euros. The most affordable naked bike with liter-bike power in this segment. But wait, I think to myself, what's the catch? There's always a catch with budget motorcycles, right? I hop on the saddle, twist the throttle for the first time – and suddenly realize: there is no damn catch. This Hornet is Honda's bold response to everyone claiming that Japanese bikes have become boring. It's a streetfighter in a demure disguise, a wolf in sheep's clothing, a powerhouse that surprises you when you least expect it.

"In my opinion, the CB1000 Hornet SP is a real game-changer," one of our test riders sums it up. "It's the first pitch with the new name. And when the first pitch already feels like, dude, this bike has been around forever, it's refined, then that's always something truly remarkable." And that's exactly what it is – a bike that feels as if it's already in its third generation, even though it's Honda's first in this configuration within the segment. Of course, Honda was able to draw on a well-known engine from the Fireblade history for this model.

I still remember my first few meters with the Hornet. The seating position immediately felt familiar, the controls were intuitive, the display clear and straightforward. "You sit on it and both in terms of ergonomics and how everything works, that famous accessibility is totally there," a colleague describes the feeling. "You instantly know how to ride this thing. There are no mysteries." That's pure Honda DNA – that damn perfection in detail that ensures a motorcycle feels right from the very first second.

"Basically, the bike is such that, not to be taken negatively, it's a training bike," states an experienced test rider – immediately prompting disagreement from me. A training bike? That might refer to its accessibility, but beneath the tame exterior lies a beast. "The bike is overall more unruly than you'd expect from Honda," another colleague clarifies. "It's a real streetfighter, an unruly road burner."

And he's damn right. The first ride through the narrow roads of the rolling hills is deceptive. You don't quite feel the 157 HP yet – Honda has taught this engine to behave in everyday use. But as soon as the road widens, as soon as you start "being a bit reckless and let those 150 horses run," as a test rider puts it, "you suddenly notice in the rearview mirror that it's stronger than the other bikes."

The four-cylinder of the Hornet SP is a character with two personalities. Below 6,000 RPM, it behaves in a civilized, almost reserved manner. "The punch is a bit lacking there," a colleague critiques. "So below 6,000 RPM, 7,000 RPM, it's a bit underwhelming; I expected more." This is the Jekyll side of the engine – polite, predictable, suitable for everyday use.

But then comes the transformation. As soon as the revs climb, as the engine reaches its preferred operating range, Hyde awakens. "When you let this Honda rev up a bit, you feel the power," a test rider describes the transformation. And how you feel it! The four-cylinder begins to sing, the power builds up linearly, turning into a tsunami of torque and power that propels you forward.

"The engine is really well-executed in terms of smoothness," praises Martin Bauer. "It has almost no vibrations. Even when riding at higher RPMs, you don't feel any harsh vibrations." This is Honda engineering in its purest form – an engine that runs as smoothly as a Swiss watch even at 10,000 RPM.

However, this refinement comes at a cost. On the supermoto track, where "you mainly ride in first gear," as Martin explains, the engine becomes a bit challenging. "It becomes noticeable that on the Honda, it's a bit more abrupt on the throttle and cuts off again." The throttle response becomes a challenge when you need to quickly open and close it. On the highway, however? "That's hardly a problem."

This is where things get really interesting. Honda didn't settle for standard components. "You've got the sportiest shock on the Honda," a colleague emphasizes. "The Honda features the TTX at the rear. That's the shock of the highest specification." Not just any Öhlins shock, but the TTX36 – the pinnacle of shock technology.

Combined with the fully adjustable Showa fork up front, it creates a chassis that's hard to match. "The vehicle's stability is really well accomplished," confirms Martin. "We always get good feedback, and the vehicle never becomes overly nervous." Even in the slowest corners, which can be taken at "only 20-30 km/h," the vehicle is never overly agile, providing a lot of confidence.

The setup is a masterpiece of balance. Sporty enough for ambitious cornering, yet comfortable enough for everyday use. "The knee angle isn't too aggressive," Martin explains about the ergonomics. "You can endure longer periods, and the upper body sits quite comfortably on the bike." This means: "Enduring longer rides with the bike" is easily possible.

"You've got high-quality brakes. I believe they are indeed among the better ones in comparison," a test rider enthuses. The Brembo Stylema calipers make a statement – they grip firmly and don't let up, even under the hardest riding. "You can really brake hard," he confirms. The hardware is spot on, no doubt about it.

The issue lies elsewhere. "The brakes work flawlessly both on the track and on the street," Martin explains. "The only drawback here is that the ABS regulation is very conservative and doesn't really allow for strong deceleration." It's the electronics holding the rider back, not the brakes themselves. "It's not the braking system reaching its limit, but this rather conservative ABS regulation." The reason: Honda didn't equip the bike with an IMU. This means lean-angle-dependent regulation isn't possible. While the hardware in terms of chassis and brakes is top-notch, Honda opts for basic solutions when it comes to electronics.

"The Honda Hornet surprised me the most today by far," admits one of our test riders. And that says something coming from an experienced tester. "I was genuinely surprised at how well this engine responds to the throttle and how much grunt it has down low for a four-cylinder, not just relying on top-end power."

The surprise is in the details. While other manufacturers go for spectacular effects, Honda does it more subtly – but no less effectively. The throttle response is direct without being abrupt. The quickshifter operates "very smoothly and effortlessly," as a colleague describes it. The bike forgives mistakes without being boring.

"Even though it doesn't have an IMU, I didn't miss it on the road today," the same test rider notes. While the competition is loading up on increasingly complex electronics, Honda focuses on the basics – and perfects them. "I really enjoyed being in the Honda Hornet saddle."

"Since we had a very twisty route and not too many long, straight stretches, I don't think I could tap into its full potential," a colleague points out. The Hornet is a bike that can do more than most situations demand. "I would love to try it on the racetrack because I believe there's so much potential in it."

This is both a blessing and a curse. In city traffic and on winding country roads, the Honda shows only a fraction of its capabilities. It's only when the road stretches out, when higher speeds are possible, that it reveals its true nature. "There's a lot of raw power in there," the test rider summarizes.

"You might think that the Kawasaki is a bit more accessible in terms of engine response and throttle feel," a colleague reflects after switching directly between the bikes. "Everything is a bit more linear, a bit softer." That's true – the Z900 SE is tamer, more directly responsive.

"But if you're someone who says, I just love it when I feel like I'm sitting on a powerhouse and the power comes with a lot of force," then the Honda is the right choice. It isn't smooth just for the sake of smoothness. It has character, edges, and corners – but only where they make sense.

This is where it gets really interesting. "We're talking about a 1000cc here, but it's priced in the upper middle class," a colleague explains the peculiarity. "And it's competing with bikes that have 120, 130 HP." That's Honda's masterpiece – a motorcycle with 157 HP at the price of competitors with 120 HP.

"It's like going from middle school down to elementary school and beating up the kids on the playground," the same test rider puts it bluntly. It's an unfair advantage – but one that Honda has deliberately created.

The Honda CB1000 Hornet SP, renowned for its confident stability, finds a perfect partner in the Bridgestone S23. The tire enhances the sense of connection with the bike and delivers reassuring grip and high stability, even during hard acceleration out of corners. The combination of the Hornet's torquey engine and stable chassis is masterfully handled by the S23, providing the rider with maximum control and confidence in every lean angle – ideal for sporty tours and fast country road rides.

The Honda CB1000 Hornet SP is powered by a liquid-cooled inline-four engine with a 1,000 cc displacement. It delivers a maximum output of 157 HP at 11,000 RPM and a torque of 107 Nm at 9,000 RPM. The 6-speed gearbox is equipped with a quickshifter, including a blipper function. The measured weight is 212.5 kg fully fueled, with a seat height of 809 mm. The chassis features a 41 mm Showa SFF-BP upside-down fork at the front and a fully adjustable Öhlins TTX36 shock with Pro-Link at the rear. The braking system includes two 310 mm Brembo Stylema calipers at the front and a 240 mm Nissin disc at the rear. The wheelbase measures 1,455 mm, and the tire dimensions for the Bridgestone S23 are 120/70ZR17 at the front and 180/55ZR17 at the rear.

The electronics include HSTC, wheelie control, engine brake control, as well as three pre-configured and two individually adjustable riding modes. The 5-inch TFT display with RoadSync provides all essential information at a glance. LED lighting, an aluminum swingarm, and ESS complete the package.

In the 2025 Naked Bike comparison, the Arai Quantic was used – a handcrafted helmet with a clear emphasis on safety. Its round, smooth shell is designed to help deflect energy during an angled impact rather than transferring it directly to the head. Particularly pleasant was the slightly wider helmet opening, which made it easy to put on and take off. Longer rides remained comfortable, thanks in no small part to the high-quality interior and excellent ventilation. The Quantic carries the current ECE R22-06 certification. More information on the helmet here.

The Honda CB1000 Hornet SP is positioned as an attractive offer in the naked bike segment with a price of €12,299 in Germany, €14,090 in Austria, and CHF 12,990 in Switzerland. It's particularly appealing for riders seeking high performance and classic four-cylinder culture at a reasonable price. Those willing to forgo high-end electronics will get a solid bike with a high-quality chassis. Click here for the price comparison.

For our big 2025 Naked Bike Comparison, we really stepped on the gas: Seven experienced 1000PS testers, including our track expert Martin Bauer, put five of the hottest naked bikes under the microscope. Instead of superficial impressions, we provide hard facts: Each bike is systematically evaluated in numerous categories, weighed on our 1000PS scale, and rigorously tested both on the road and at the Bad Fischau racetrack. The great thing about our test: With a variety of rider types – from daily commuters to track pros – you get evaluations from all relevant perspectives. This is complemented by a detailed market price analysis and genuine community opinions from you, the 1000PS users. The result: The most comprehensive and honest naked bike comparison you'll find in 2025 – with everything you need for your buying decision. For over 20 years, 1000PS has been testing motorcycles with passion, precision, and market proximity. Our team is diverse – editors, video professionals, data analysts, YouTube experts, and true motorcycle industry insiders work hand in hand to deliver well-founded content. Our editorial contributions appear in 16 languages and reach over 6 million motorcycle enthusiasts across Europe every month. What makes us particularly proud: Not only do thousands of motorcyclists trust our voice, but also dealers and manufacturers. This trust is our strongest drive – and it is precisely what we measure ourselves against every day anew.

The 1000PS community reacts with great interest but also mixed feelings to the new Honda CB1000 Hornet and Hornet SP. The attractive price-performance ratio, solid build quality, and Honda's proven reliability are particularly highlighted – factors that position the motorcycle as an affordable naked bike suitable for everyday use and long-distance touring. However, the sparse electronics package receives criticism: the lack of cornering ABS, IMU-supported systems, and cruise control is often seen as outdated, especially in a segment that thrives on technical sophistication. While many find the engine refined and sufficiently powerful for sporty road riding, others criticize the power delivery only beyond 6000 RPM, viewing this as a drawback for everyday corner-focused riding. In terms of design, the Hornet polarizes strongly – while some like the modern look, the bulky stock exhaust is almost unanimously seen as a design misstep. The SP version only partially convinces, as the added value over the base version appears too low for many. Overall, the new CB1000 Hornet is seen as a pragmatic alternative to European hypernakeds – rideable, affordable, with limitations in dynamics and features, but with the typical Honda character for riders seeking a straightforward, reliable naked bike.