Honda CB1000F 2026 Review: The Bol d'Or Is Back

The new Honda CB1000F looks like a greeting from the golden era of AMA Superbikes, but rides at the cutting edge of the present. The four-cylinder pushes hard, the chassis surprises, and the sound is simply divine.

Rome, 38 degrees in the sun, and standing right in front of yours truly is none other than Freddie Spencer. How do you do! For someone whose passion for motorcycles was decisively shaped by the American Superbike races of the early Eighties, this is naturally mind-blowing. Back then, Spencer, Wes Cooley, Dave Aldana, and Eddie Lawson battled it out on big, wild four-cylinder machines. That's exactly where my true fascination with these bikes began.

The CB750F, CB900F, and later the CB1100F were no delicate creations. These were beasts, muscle bikes that were genuinely raced hard in AMA Superbike racing. The starting point was production bikes with Seventies technology, into whose engines massive power was shoveled. Then there were slicks, too. The result was, as Freddie Spencer recounted with a certain twinkle in his eye, not always particularly stable.

Spencer summed up the new CB1000F wonderfully. Visually, it's a tribute to that era, but technically it's the result of everything Honda has learned about motorcycles since then. In a way, it's "46 years in the making." That hits the nail on the head. You get the feeling of a bygone era, but not its spongy frames, unruly tires, and wild chassis movements.

Honda took heart and reissued the Bol d'Or. And not with just any round headlight, a couple of stripes on the tank, and a forced retro story cooked up by the marketing department. The continuous line running from tank, side panels, and tail actually recalls the old CB-F models. The exposed inline four-cylinder, the chrome headers, and the long tank create exactly the presence that a big muscle bike needs.

In my eyes, the CB1000F is a gorgeous, magnificent bike. At first glance I was thrilled, but a certain nervousness remained. A machine can look as good as it wants: if it rides like an old sideboard on wheels, the joy will stay limited. After the first few kilometers I was relieved. It rides just the way it looks.

Technically, the CB1000F is based on the CB1000 Hornet. Its 1,000cc inline four-cylinder engine originally comes from the 2017 model year Fireblade. In the Hornet, this engine produces 152 hp, while in the CB1000GT it makes 150 hp. The F, by contrast, delivers 122 hp at 9,000 rpm and 103 Nm at 8,000 rpm.

My initial thought, of course, was: come on, why didn't they use the full 150 hp? Seems like a waste. But Honda didn't want to build yet another streetfighter o ro—they wanted a punchy retro roadster that shovels its coal down low and in the midrange. To achieve this, the engine received milder camshafts, modified intake ports, a reworked airbox, a different exhaust system, and new engine management mapping. The intake funnels were lengthened by 50mm and made slimmer in diameter. The gear ratios were also adjusted: the first two gears are shorter, while the upper four are longer.

After the ride, I have to say: they were absolutely right. The four-cylinder comes on powerfully right from down low. Not with a short punch after which you nervously wait for the next rev peak, but with a fairly linear, meaty delivery. The engine is fantastically usable across the entire rev range. Down low it pushes hard, in the midrange it keeps building, and up top it naturally gets even stronger. For country roads, this is simply brilliant.

Looking at the megaphone-style muffler, I initially feared that while the styling might be right, the sound could turn out a bit muted out of consideration for Euro 5+. The opposite is true. This thing sounds powerful. From the saddle you naturally get the pulsating intake noise and the exhaust served up especially nicely. But even when my colleagues rode past, the reaction was unanimous: dude, that's really great. The CB1000F doesn't sound artificially inflated or merely loud. It roars greedily, sportily, and fittingly for this big four-cylinder.

The sound is simply divine. This also works so well because the Honda doesn't want to be a rolling nostalgia trip. It's reminiscent of the old days, but technically it doesn't need to disguise itself as an old bike. The engine runs cleanly, responds precisely to the throttle, and can be ridden just as smoothly in traffic as it can when giving it the beans through open country.

Three preconfigured riding modes are available: Standard, Sport, and Rain. In addition, there are two freely programmable User modes. Power, engine braking, and the traction control combined with wheelie control can each be adjusted. A six-axis IMU supplies the necessary motion data. Cornering ABS and rear-wheel lift detection are also on board.

I didn't try Rain mode at 38 degrees on a dry road. Obviously. I first set off in Sport mode, which initially struck me as almost a bit too aggressive. So I switched to Standard. There the Honda rides completely smooth, gentle, and full. Especially when pottering around town, it's astonishing how civilized this big four-cylinder can behave.

After the first five kilometers I had gotten used to the machine and switched back to Sport. After all, yours truly doesn't want just any power delivery, but the maximum that's packed into a bike like this. And then it really clicked. The throttle response becomes more direct, the engine screams gloriously, and the F accelerates hard without becoming uncontrollable.

The quickshifter isn't standard equipment, but an accessory. The manual gearbox works excellently on its own. The anti-hopping clutch is light, the gears engage cleanly, and nobody has to suffer without a shift assist. Nevertheless, my recommendation is completely unambiguous: definitely order it!

With the quickshifter, the whole riding experience gets an extra shade of aggression and sportiness. It works just as convincingly in Standard as in Sport and fits perfectly with the character of the machine. Because the CB1000F may be a retro bike, but it's not an old bike.

In Austria, the quickshifter costs 225 euros according to the presentation. At this price, you don't need to think twice. The Sport package, including headlight fairing, radiator grille, side protectors, oil filler cap, and quickshifter, costs 1,199 euros. The Comfort package with comfort seat, tank protector, and heated grips comes in at 700 euros, while the Travel package with two side cases and a tank bag costs 830 euros.

When it came to the chassis, for whatever reason, I expected a rather soft and perhaps somewhat vague setup. Again, I was wrong. Up front, a fully adjustable 41mm Showa SFF-BP USD fork does the work, while at the rear a Showa shock with Pro-Link linkage offers adjustable spring preload and rebound damping.

I didn't adjust anything. With my currently, unfortunately, quite reportable 85 kg, the stock setup fit excellently. Around Rome, the roads were scenically divine but in terms of surface quality sometimes rather cheeky. Holes, cracks, and considerable rough patches didn't faze the chassis at all. The Honda comfortably ironed out the worst of the mess.

As soon as the asphalt improved and I pushed harder, the necessary firmness was there. The machine stayed stable, delivered very good feedback, and could be ridden considerably more sportily than its classic shape would suggest. It was exactly this range that positively surprised me. Comfort over rough patches, precision and composure when attacking the twisties: that's top-notch.

A significant share of that confidence comes from the original-equipment tires. Honda fitted the test bikes with the Bridgestone Battlax S22, a tire I'm completely sold on. It offers murderous grip, supports the handling, and inspires so much confidence that after a short familiarization period you can really drive the F through the curves like the devil.

Occasionally, while accelerating out of corners, I wondered whether the traction control had intervened or whether I myself had simply been that insanely good. Of course, I didn't glance at the display in that moment. The electronics probably were regulating things, but so unobtrusively that they didn't disrupt the flow. That's exactly the right kind of modern technology for a bike like this. It stands ready, watches over things in the background, and doesn't rap you on the knuckles with a ruler at every opportunity.

Up front, radially mounted Nissin four-piston calipers grip two floating-mounted 310mm discs. This isn't full supersport madness, but rather a conservatively dimensioned setup. Nevertheless, I was completely satisfied. The brake can be nicely modulated, builds up sufficient power, and is supported by lean-angle-sensitive ABS. There are undoubtedly more aggressive systems with a more brutal initial bite. But in my opinion, more sharpness wouldn't be necessary on the CB1000F. The brake suits the machine and does exactly what it should.

At the rear, a 240mm disc works with a Nissin single-piston caliper. Additionally, the electronics detect strong deceleration and activate the emergency brake signal via the rear turn signals.

The riding position is divine. In front of me lies this wide and beautifully shaped tank, and in your hands you hold a conically tapered, casually bent aluminum handlebar. The footpegs create a sporty knee angle without folding your legs up excessively. With a seat height of 795mm, the machine remains pleasantly accessible. At the same time, you don't sit on it passively like on a kitchen chair, but with enough tension in your body to genuinely push hard through the twisties. I'm convinced you could cover very long distances with this ergonomics.

Looking forward over the tank and handlebar, you really do feel a bit like you're in Eighties Superbike racing. Except the tires actually stick, the chassis is stable, and the ABS watches over you when needed. You feel completely young again. Wonderful!

At first glance, the relatively large 5-inch TFT display might seem a bit off the mark. Analog gauges would have been visually more consistent. But after a short time I got used to it. The display remained perfectly legible even under the brutal Italian sun. Honda uses optical bonding for this, in which the gap between the cover glass and the display is filled with resin. Three views are available to choose from. The system displays the many setting options clearly and, via Honda RoadSync, also integrates navigation, telephony, and other smartphone functions.

Also practical are the smart key, USB-C port, and full LED lighting. Purists might briefly take issue with a TFT display on a retro Honda. In everyday use, however, it makes sense, and while riding it doesn't push itself unpleasantly into the foreground.

In Austria, a price of 13,990 euros was announced for the CB1000F. For Germany, 12,329 euros is on the table. Given the engine, the fully adjustable chassis, the IMU-supported electronics, and the overall excellent build quality, that's an aggressive price.

The market launch is scheduled for around the end of summer 2026, so likely September in Austria. Available color options are Wolf Silver Metallic with blue graphics, Wolf Silver Metallic with grey graphics, and Graphite Black. The silver bike with the stripes naturally hits the historic AMA Superbike nerve especially hard.

A classically styled Honda CB1000F calls for equally timeless gear. The Detlev Louis DL-JM-14 leather jacket, with its straight-cut design and thick, sturdy cowhide, matches the Honda's retro appearance beautifully. Shoulder and elbow protectors are included, and the jacket is also prepared to accept a back protector. I paired this with the MTR Vintage II full-face helmet, whose deliberately classic design rounds off the timeless overall look perfectly. The outfit was completed by the Detlev Louis DL-BM 9 motorcycle boots, made from full-grain, waxed cowhide. The welted biker boots combine rugged construction and a solid rubber sole with good wearing comfort; the side zipper also makes them easy to put on. The result is a functional motorcycle outfit that harmonizes excellently with the Honda CB1000F's looks.