Honda CB1000 Hornet SP 2025 Review

The all-new Honda CB1000 Hornet SP has arrived quietly, without much fanfare. It is available in just one model and one colour, and it doesn’t make any claims about class-leading performance figures. However, if you take a closer look, you’ll find that this Hornet is equipped with high-quality components that you might not expect on a Hornet. Is this 1000cc SP model a wolf in sheep's clothing?

The Honda Hornet has always embraced the spirit of the versatile 'allrounder' motorcycle. Whether you're navigating the daily grind of your commute or setting out for a weekend ride, the Hornet has always been capable. It is a straightforward, no-nonsense bike that delivers reliable performance across the board. While it may not spark wild excitement, there’s something reassuring about its dependable character. After all, Honda has mastered the art of crafting motorcycles that simply get the job done, blending practicality with enjoyment.

Honda first introduced the Hornet model in 1998, featuring an easy-to-live-with detuned CBR600-derived inline four-cylinder powerplant in a basic chassis with simple naked styling and an upright riding position. The 600 version underwent a complete redesign in 2007 and concluded its successful run in 2013. In 2001, a 900cc version was launched, powered by a detuned Fireblade engine, and this bike remained in production until 2007. There was a hiatus in the Hornet line-up until 2022, when the 750 Hornet was released, this time equipped with a parallel twin-cylinder engine. The 750 Hornet quickly became a success; its straightforward, low-spec approach (compared to its rivals) resonated with riders, making it the number one selling naked bike in Europe. Honda took notice of the machine's success and was confident an inline four-cylinder version would be well received.

The 2025 CB1000 Hornet SP is priced at a competitive $17,799 plus on-road costs (ORC), which is comparable to Yamaha's MT-09 at $17,899 ride-away and Suzuki's GSX-S1000 at $18,190 ride-away. However, it is significantly cheaper than similar-spec bikes like Yamaha's MT-10 and BMW's S1000R, both of which are priced well over $25,000.

A wise old man once told me that to build a brilliant bike, it doesn’t need to excel at any one thing; it just needs to be good at everything. The rest is up to the rider. This sums up the Hornet 1000 SP perfectly to me — a jack of all trades, not a master of one. It performs well on all fronts.

The power delivery is smooth and strong right from the start, allowing for rapid take-offs to get a head start on traffic while commuting. This power continues through the mid-range, making it easy to short-shift gears and exit turns without worrying about keeping the engine in a narrow rev range.

Regarding commuting, the Hornet's 809mm seat height is low enough to provide plenty of foot on the floor. Combined with its wide handlebars and super-light steering, this results in easy manoeuvring at low speeds. Thanks to Honda's excellent R&D, this light steering doesn't equal instability at speed. Even over high-speed bumps, I found the bike planted and confidence-inspiring, and all of this has been achieved without the need for a steering damper.

The standard suspension setting is surprisingly firm for a 'Hornet', but I believe this is appropriate since this model is the SP (Sport Production) version. The suspension features a full range of adjustments, with both the Showa fork and Ohlins shock being well-matched quality additions that enhance the overall package.

Braking is strong and provides a nice feel at the lever. It feels like just yesterday (2019) when Ducati introduced the Stylema Brembo on their V4 Panigale, and now we have them as standard equipment on a Honda Hornet.

There isn't much not to like about this motorcycle. While styling is a matter of personal preference, I appreciate the look of the bike. For a naked bike, it has an assertive stance, and the black wheels with a gold Y pattern look even better in person than in photos. The standard muffler resembles a large cannon, which we can attribute to the world's strict emission regulations. I would certainly explore aftermarket muffler options and consider a tail tidy to customise the bike to my liking.

The biggest drawback of the Hornet is its basic electronics package. The bike does not feature an IMU (Inertial Measurement Unit) that would enable cornering traction control or lean-sensitive ABS. Instead, it relies solely on wheel speed sensors for its data. For many riders, this may not be an issue. However, when I started pushing the bike into sportbike territory — where it is more than capable — I found the traction control to be overly intrusive, with an abrupt cut in power.

The standard HSTC (Honda Selectable Torque Control) system offers three levels of adjustment, and you can turn off the traction control and ABS. However, when the key is switched off, it automatically reverts to the last chosen standard setting. There are three base modes: ROAD, RAIN, and SPORT, along with two personal mode options. Overall, the system is relatively straightforward to navigate once you become familiar with it.

Honda are no novices in the electronics department, as the Fireblade SP utilises an advanced IMU system that provides a hugely impressive electronics package for a production motorcycle. It would be fantastic if the Hornet could incorporate this technology, but it's clear that sacrifices had to be made in this area to achieve such a low price point.

To me, the all-new Hornet SP is one of the most exciting motorcycle releases of 2025. In a time when the cost of living is affecting many of us, we are fortunate to have a wide selection of amazing motorcycles available in showrooms. However, the price tags are becoming increasingly hefty.

The Hornet SP offers a fantastic riding experience. It is practical and possesses more than enough performance capability to rival many machines typically considered superior. After spending some time with the new Hornet SP, I wouldn’t describe it as a wolf in sheep’s clothing but rather as a sleeper. It may appear unassuming, but it is capable of delivering an impressive level of performance.

Best of all, it comes at a ride-away price of under $20,000. That alone is something to get excited about.

ENGINE
Type: Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Capacity: 999.8cc
Bore x Stroke: 76.0 x 55.1 mm
Compression Ratio: 11.7:1

PERFORMANCE
Claimed Maximum Power: 155hp
Claimed Maximum Torque: 107Nm

TRANSMISSION
Gearbox: 6-speed

Final Drive: Chain
Clutch: Wet multi-plate

CHASSIS AND RUNNING GEAR
Frame: Twin-spar aluminium
Front Suspension: 41mm inverted telescopic fork, SHOWA, fully adjustable

Rear Suspension: Gas shock, ÖHLINS, fully-adjustable
Wheels: 120/70-17 (front), 180/55-17 (rear)

BRAKING
Front Brakes: 2x 310mm dics, Brembo, ABS
Rear Brakes: 1x 240mm dics, ABS

DIMENSIONS AND CAPACITIES
Length x Width x Height: 2140 x 790 x 1085mm
Wheelbase: 1455mm

Seat Height: 809mm
Ground Clearance: 135mm
Claimed Wet Weight: 212kg
Fuel Capacity: 17 litres

OTHER STUFF
Price: $19,437 ride away (varies by state)
Colours: Matte Ballistic Black Metallic
Warranty: 24 months