Hornet-based sports tourer targets Tracer 9
Spinning multiple models from a shared engine and chassis has long been the key to benefiting from economies of scale and achieving remarkable value for money – and that’s precisely Honda’s tactic with the new CB1000GT that takes its bones from the CB1000 Hornet and wraps them in a sport-touring skin.
The result? A bike that promises a level of performance, equipment and ability of machines carrying a much higher purchase price. The CB1000GT is the third machine to arrive on the CB1000 platform, following the Hornet and the retro-style CB1000F that was launched just weeks ago, but it’s much more than just a Hornet-in-a-fairing, with some noteworthy technical improvements including Showa EERA electronic suspension to compete with bikes like Yamaha’s Tracer 9 GT+ and Suzuki’s GSX-S1000GX+.
Let’s start, though, with the engine. It’s the same 1000cc four-cylinder that appears in the other CB1000 models, based on the 2017 Fireblade’s unit. For the GT, it’s in a 110kW state of tune, hitting that peak at 11,000rpm. It’s a whisker lower than the Hornet’s 111.6kW (and another notch below the Hornet SP’s 115.8kW), but a substantial step ahead of the 91kW version of the engine fitted to the CB1000F. Max torque of 102Nm arrives at 8,750rpm.
For the GT, the engine’s ride-by-wire throttles are harnessed to a six-axis IMU that enables cornering traction control, as well as cornering ABS, and there’s a quintet of riding modes on offer as well as a standard up-and-down quickshifter.
The chassis is the Hornet’s ‘diamond’ steel design, but with a stronger subframe to cope with the GT’s load-lugging potential. A longer swingarm is fitted, upping the wheelbase by 10mm to 1465mm, and there’s more trail to increase stability while retaining the same 25-degree rake. Showa’s EERA electronically adaptable suspension is a key element of the new bike, with three preset damping modes and a programmable ‘user’ setting. Brakes are from the Hornet, with the same Nissin calipers and 310mm discs, but the addition of that cornering ABS system.
The dash is Honda’s familiar 5-inch TFT unit, with all the usual connectivity gizmos, and there’s keyless ignition as standard.
Unlike some rivals, the GT’s luggage comes as standard in the form of removable side cases giving a combined 65 litres of space, and there’s an optional 50-litre top box to boost the capacity even higher. Speaking of litres, the tank holds 21 litres, promising an impressive touring range.
That half-fairing features an adjustable-height screen, with five positions over an 81mm range, and there’s the option of a taller version if needed. The seat comes in at 825mm high, with more padding than the Hornet, and the pegs are the same, lower design that first appeared on the CB1000F.
