Kawasaki Z900 SE vs. Honda CB1000 Hornet SP - Ultimate Naked Bike Showdown

It's early morning in the Bucklige Welt as I swap between the two contenders for the first time. On the left, the Kawasaki Z900 SE in classic green; on the right, the Honda CB1000 Hornet SP in subtle black-grey. A mere €154 separates these two naked bikes – in Germany, the Kawasaki costs €12,145, and the Honda €12,299. A price difference not even enough for a set of tires. But the philosophies behind these machines could hardly be more different.

The numbers speak for themselves: 124 horsepower for the Kawasaki and 157 horsepower for the Honda. That's 33 horsepower apart—on paper, a massive gap. Yet, as is often the case, raw numbers only tell half the story. While the Honda boasts sheer power, the Kawasaki counters with electronic finesse and impressive smoothness.

Swinging my leg over the Kawasaki Z900 SE, I'm greeted by an old friend. The Z series has been a staple for years, and you can feel this evolution in every fiber. The seating position is relaxed yet far from boring. With a seat height of 830 mm, you sit slightly higher than on the Honda (809 mm), but the difference is barely noticeable. What stands out immediately: The Z900 SE feels more compact, even though at 213 kg ready to ride, it's only half a kilo lighter than the Honda. The narrow handlebars make the bike feel more accessible and compact!

Switching to the CB1000 Hornet SP is like leaping from a comfy first-class seat straight into a fighter jet's ejection seat. "More reckless, wilder, tighter, and sportier," I noted. From the first meter, the Honda makes it clear: there are no compromises here. The sporty seat, the wide tank, the forward-leaning position—all scream aggression.

The true character difference reveals itself once the engines roar to life. The Kawasaki purrs with its 948 cc inline-four like a content big cat. "Decades of fine-tuning are evident here," Martin Bauer aptly noted. The engine is a paragon of smooth operation—vibration-free, fluid, and always predictable.

With 97.4 Nm at 7,700 rpm, the peak torque may not seem spectacular, but the way it delivers power is thrilling. From as low as 3,000 rpm, the engine eagerly pushes forward, and the short gearing—hitting about 100 km/h in first gear—ensures lively acceleration. "The throttle response is incredibly well-executed," Martin Bauer enthuses, "allowing precise control of the bike's cornering behavior."

The Honda plays in a different league. The 1,000 cc inline-four hails from the Fireblade era, carrying those genes forward. But where the Kawasaki happily springs to life from idle, the Honda initially yawns. "Under 6,000 rpm, it's a bit lackluster," I had to note. But then—oh boy, then! From 6,000 rpm onwards, the power absolutely bursts to life. With 157 hp and 107 Nm torque at 9,000 rpm, the Hornet rockets into another realm.

The suspension philosophies could hardly be more different. The Kawasaki opts for a balanced setup with a fully adjustable 41 mm USD fork and an Öhlins S46 shock. "Gliding comfortably through the landscape," was how I described the ride feel. The basic setup isn't overly stiff but still provides enough feedback for sporty ambitions.

The Honda counters with a sledgehammer approach: Showa Big Piston Fork up front, Öhlins TTX36 at the rear—this is top-notch track hardware. "On uneven surfaces in urban traffic, it's noticeably less comfortable than the Kawasaki," I noted after a day in the saddle. But once the asphalt smooths out and the speed picks up, the dynamics change. The Honda delivers feedback as if you're sitting directly on the asphalt.

Here, the fundamental difference between the two concepts becomes most apparent. The Kawasaki Z900 SE comes with a full electronics package: 6-axis IMU, cornering ABS, advanced traction control, cruise control, and four riding modes. "An extra layer of safety and more headroom for acceleration," I summarized the advantages.

The Honda? It's got... ABS. And traction control. That's it. No IMU, no frills. "Ideal for those who don't need or would disable electronic aids," I defended the spartan setup. But let's be honest: in 2025, that feels anachronistic.

When it comes to brakes, both bikes stand their ground. The Kawasaki uses Brembo M4.32 four-piston calipers, while the Honda opts for Brembo Stylema. Both decelerate with vigor, albeit with different characteristics. The Kawasaki brakes are "pleasantly modulated and not overly aggressive." Another plus: the ABS setup on the Z900 SE is the best in the entire test. "On many other vehicles, you lose many meters because the ABS calibration is very conservative," praised Martin Bauer.

The Honda brakes are a double-edged sword. The Stylema calipers have "great feel" and are "mechanically strong"—until the ABS kicks in. Then it becomes problematic. "The overly conservative ABS tuning is the biggest buzzkill," I noted on the racetrack. It might suit the street, but ambitious riders will be cursing.

In daily use, both bikes reveal their true colors. The Kawasaki is the perfect buddy. The quickshifter is "incredibly precise and sensitive," and its clutch is the smoothest in the entire comparison. The TFT display provides clear information, and the controls are intuitively easy to handle. With a 17-liter fuel tank and a consumption of 4.8 l/100 km, long tours are no problem.

The Honda demands more dedication. The quickshifter works well, but not exceptionally. The ergonomics are sportier and more demanding. After two hours on the road, you can clearly feel the difference. The identical 17-liter tank empties more quickly at a consumption rate of 5.9 l/100 km. However, the feeling of sitting on a true sports machine makes up for it.

At the Pannoniaring, the Honda reveals what it's made for. "A truly great track day bike," I exclaimed after the first laps. The stiff setup, which can be annoying on country roads, becomes a blessing here. Feedback is crystal clear, and the power is overwhelming. "On the famous wheelie crest, it happily lifts even in fourth gear," I noted enthusiastically.

The Kawasaki holds its own but remains the tourist on the racetrack. It carves its lines cleanly, and the Öhlins suspension performs flawlessly here too. However, it lacks that final bit of sharpness, the willingness to go to extremes. You ride fast and safely—but also a bit more conservatively.

At the tight Supermoto track in Bad Fischau, the dynamics shift once more. The Kawasaki shines with its balance. "The throttle response is incredibly well-executed," praised Martin Bauer. The neutral chassis geometry, smooth throttle response, and short gearing make it the ideal tool for tight courses.

The Honda struggles with itself. "In first gear, at mid to high revs, it's a bit aggressive and rough," noted Martin Bauer. Gear changes are challenging, and the long gearing—125-130 km/h in first gear—doesn't suit the tight track. Here, the track-focused setup takes its toll. We haven't yet analyzed the data recording—a dedicated video series will follow. But the Kawasaki felt more harmonious and slightly quicker. We are intrigued.

Both motorcycles were tested on identical Bridgestone Battlax Hypersport S23 tires. These tires, with their new compound and Pulse Groove technology, leveled differences and simultaneously revealed the true characters of the bikes. The Kawasaki utilized the added confidence for smooth, fast lap times, while the Honda, with the extra grip, was provoked into wilder maneuvers. More info on the tire here

In the 2025 naked bike comparison, the Arai Quantic helmet was used—an artisan-crafted helmet with a clear focus on safety. Its round, smooth shell is designed to better deflect energy in an oblique impact, rather than transferring it directly to the head. Particularly pleasant was the slightly wider helmet opening, making it easy to put on and take off. Longer rides remained comfortable, thanks to the high-quality interior and excellent ventilation. The Quantic meets the current ECE R22-06 standard. More info on the helmet here

After intense test days and countless kilometers on country roads, racetracks, and Supermoto courses, the verdict is in. Overall, the Honda CB1000 Hornet SP takes the win with an average score of 2.21, clearly ahead of the Kawasaki Z900 SE. However, I would still recommend the Kawasaki to 7 out of 10 riders. It's the more accessible bike—without being boring. It has better electronics, offering a higher level of safety. But for those who want the most horsepower and fun for the best price, the Honda is the way to go.

At the end of this intensive comparison, I stand before two motorcycles that couldn't be more different—yet both fully justify their existence. The Honda CB1000 Hornet SP is the bike for purists who prefer mechanical perfection over electronic intervention. It's uncompromising, demanding, rewarding—a wolf in sheep's clothing at a bargain price. The Kawasaki Z900 SE is sensibility on two wheels—which is by no means boring. It's the better everyday bike, the more reliable partner, the smarter choice for a broader audience. With its balanced setup, abundant electronics, and refined yet powerful engine, it simply gets everything right. The surprise! The brand images of the two bikes don't match their respective roles. This time, the Honda is decidedly wilder than the Kawasaki. We've probably never reached such a verdict before!