Honda CB750 Hornet 2023 Review

After a lengthy hiatus, the Honda Hornet is making a bold return. This time round it takes the form of a CB750, powered by a brand new 755cc parallel twin-cylinder engine; not an inline 4 as many might have expected.

The first-generation Hornet CB600F was available between 1998 and 2006, and the last Hornet to grace our Australian shores was the CB900F from 2001 to 2007. Prior to this, the Hornet’s pedigree can be traced back to Honda’s original superbike, the 1969 CB750, or Dream CB750 Four, the common thread being the inline 4-cylinder powerplant.

For the punters feeling a pang of disappointment that the new Hornet isn’t an inline 4, there is still the CB650R.

To date, Honda are very pleased with pre-order sales figures, indicating the new CB750 Hornet could make a considerable splash in the mid-sports segment.

From $12,099 plus on road costs (approx $13,450 ride away) the 2023 Hornet is priced sharply to compete with the popular Yamaha MT-07 HO ($14,449 ride away), and the Suzuki GSX-8S ($14,190 ride away) which should be available later this year.

These Japanese built motorbikes are very similar in character and performance, and there is plenty of competition in the segment, so the Hornet’s price tag is instantly appealing.

The Hornet’s beating heart is a 755cc liquid-cooled Unicam 8-valve parallel twin, with 270 degree crank. The CRF450R derived Unicam 8-valve cylinder heads keeps things compact and light, and the electronic fuel injection, vortex flow duct, and downdraft air intakes ensure optimal combustion and efficiency. It’s two cylinders use the same Ni SiC (Nickel-Silicon Carbide) coating as the CBR1000RR and CRF450R, both high performance machines. There is no balancer drive gear as the primary drive gear dear doubles up duties by also spinning the balance shaft.

Torque is the talking point of this type of engine, so much so that Yamaha has an entire range under the ‘maximum torque’ banner. The Honda’s claimed peak torque is a respectable 75Nm, coming through at 7,250rpm, and claimed peak power is 67.5kW at 9,500rpm.

Just as the Suzuki GSX-8S shares its engine with the V-Strom 800DE, Honda will use the same platform as the Hornet to power the XL750 Transalp (due for release later this year).

The bones of the new Hornet comprises a new steel diamond frame, and steel Pro-Link swingarm. Though not alloy, the frame is surprisingly light, weighing only 16.6kg, lighter than that on the CB500F (20.4kg) and CB650R (18.5kg).

Suspension consists of 41mm Showa SFF-BP inverted telescopic forks with 130mm travel and a single rear shock with 150mm travel. The SFF (Separate Function Front Fork) structure has a damping mechanism and spring on the right fork, and only a spring on the left fork, to reduce sliding resistance and weight. There is no adjustment up front, and only preload at the rear. Twin 296mm discs with ABS are in charge of bringing the 190kg machine to a halt. There are plenty of accessories available to personalise your experience, and Honda has compiled three accessory packs:

I luckily chose a bike that had heated hand grips fitted, as well as the quick shifter, and would highly recommend both as an add-on.

Considering the price, the all-new Hornet is very well-equipped in the rider aid department. To begin with, it’s got a slipper assisted clutch, ABS, and throttle-by-wire engine control with three default riding modes, easily toggled via the mode switch on the left handlebar. You can choose between three levels of Engine Power (EP), Engine Brake (EB), and Honda Selectable Torque Control (HSTC) with integrated wheelie control. HSTC can also be switched off (necessary for wheelie practice). Quick shifter is an optional add-on, but I highly recommend it.

The TFT dash is a welcome feature, while the bike also comes equipped with self-cancelling indicators and an emergency stop system, which rapidly flashes the hazard lights under excessive braking (it was funny watching these lights flashing on the bike in front of me under heavy braking as we charged through the twisties). Headlights, taillights and indicators are all LED. A Honda smartphone voice control system (HVCS) can link the rider to their Android or iOS smartphone, allowing them to vocally manage phone calls, messages, music and navigation, and it is adaptable with most helmet mounted Bluetooth headsets.

No unnecessary bells and whistles, just a simple turn of the key followed by a push on the ignition switch awakens the new Hornet, which responds with a steady rumble. In true Honda form it feels instantly familiar, with no stone left unturned in the ergonomics department. The slipper assisted clutch is light, gear engagement is faultless, and the 750cc parallel twin provides plenty of smooth torquey power down-low, terrific for negotiating back streets and carparks.

Much to our dismay, conditions were very wet, but on the flip side there was plenty of opportunity to test the Hornet’s all-weather capabilities. We headed up into the Dandenong Ranges through driving rain and the CB750 Hornet didn’t put a foot wrong. Rain mode made riding in the wet almost relaxing, as the lowest power level is employed alongside the highest traction control option (Honda Selectable Torque Control - HSTC) - very safe!

As soon as we were graced with drying roads I toggled across to Sport mode. The increase in available power was noticeable, and it added plenty of spice. As the altitude grew our riding conditions deteriorated again, with a significant drop in temperature and wet roads. Still hooning about in Sport mode, a minor out of the seat moment suggested I take the torque back a notch. Switching back to Standard mode meant I could accelerate and gear down more confidently, without breaking traction. I was impressed by the simplicity and effectiveness of the engine control package.

The all-new 755cc parallel twin engine is real joy. Throttle response is swift, and the robust torque curve provides a good dose of fun between 4,000rpm and 9,500rpm. It still chugs along nicely under 4,000rpm, but it’s peak power range is where it’s at. Fuel consumption fluctuated between 4.5 and 5.5L per 100km for most of the ride, so you could expect up to 350kms from the 15.2L tank.

Ergonomically, the Hornet is very well thought out. The chassis is compact and well balanced, giving the bike an athletic quality. Even though the suspension doesn’t allow for much adjustability, it is of a high standard considering the price point. The upright riding position is comfortable, with wide handlebars for easy leverage, and slightly rear-set footpegs mean you can easily adjust your riding style from chilled to feisty with minimal effort.

The narrow 160 rear tyre contributes greatly to the Hornet’s maneuvering ability, while also providing decent high-speed stability, and the standard tyres showed skill in both wet and dry conditions. The brakes are impressively dynamic, and I couldn’t fault the ABS. I thought the seat was comfortable, however 250kms in the saddle changed my mind.

The Hornet’s modern styling is very much street-fighter, with an exposed red frame and forks, and the tank’s angular shape is inspired by a hornet’s wing. I’d call it more sleek than aggressive, especially compared to the Yamaha MT07, and it’s sure to turn plenty of heads.

For such an approachable, user-friendly motorbike, the Hornet is surprisingly potent.
A relatively simple machine with just the right amount of electronic intervention, it proved itself a worthy a companion in an urban environment and a fun-loving hoon bike through winding mountain roads. Bang for your buck, the 2023 CB750 Hornet is a first-rate offering, and the fact it is built in Japan by the longest standing Japanese motorcycle brand imparts logical peace of mind. The nest has been shaken, and the new Hornet is on a mission to sting its competition.

ENGINE

Type: Liquid cooled 4-stroke, parallel twin-cylinder, 8 valve
Capacity: 755cc
Bore x stroke: 87 x 63.5
Compression ratio: 11 : 1
Fuel system: Fuel Injection

PERFORMANCE

Claimed maximum power: 67.5kW @ 9,500rpm
Claimed maximum torque: 75Nm @ 7,250rpm

TRANSMISSION

Type: 6-speed
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR

Frame type: Steel diamond frame, steel Pro Link swingarm
Front suspension: 41mm Showa inverted telescopic fork with 130mm travel
Rear suspension: Single shock with 150mm travel, adjustable preload
Front brakes: Twin 296mm discs, ABS
Rear brakes: 240mm disc, ABS
Front tyre: 120/70-17
Rear tyre: 160/60-17

DIMENSIONS AND CAPACITIES

Claimed kerb weight: 190kg
Seat height: 795mm
Wheelbase: 1,420mm
Ground clearance: 140mm
Fuel capacity: 15.2 litres

OTHER STUFF

Price: $12,099 plus on road costs
Colours: Pearl Jasmine White, Graphite Black
Warranty: 2 years unlimited kms