It floats like a butterfly and stings like a bee – but it’s the price that will cause all the buzz
We usually kick off a road test by highlighting a bike’s exciting technical updates and innovations. But with the all-new Honda CB1000 Hornet SP, the real headline is its price.
Somehow, Honda has managed to bring a 155hp naked bike to Australia for well under $20,000… $17,799, to be precise, plus on-road costs. And if that’s not impressive enough, there’s also a non-SP version of the CB1000 Hornet – although sadly that won’t be making it to our shores – that costs a couple of grand less! We can practically hear the Honda dealers celebrating not just across the country but right around the world.
Honda brought back the Hornet brand in 2023 with the CB750, a competitively priced middleweight that quickly became Europe’s best-selling naked bike of that year. Following up with the CB500 Hornet last year, the 1000 completes the Hornet line-up.
There are two versions available overseas: the base model and the sportier SP. Both share the same twin-spar frame, fully adjustable Showa 41mm USD fork, wheels, rubber (Bridgestone S22 or Dunlop Sportmaxx Roadsport 2), electronics and rider aids. The SP adds an Öhlins TTX shock, Brembo Stylema brakes, an up-and-down quickshifter, and is only available in black. While both bikes share the same Fireblade-derived engine, the SP gets a nifty exhaust valve, bumping peak power to 115.6kW (155hp) compared to the base model’s 112kW.
Honda invited our international test-rider, Chad, to southern Spain to put the SP version through its paces. Could he figure out how they managed to deliver such high performance at such an affordable price? Here’s his answer.
TAKING FLIGHT
I remember the original Hornets – the 600 based on the CBR600 and the 900 based on the Fireblade. Both were fun and popular, although neither was particularly emotive. But the 2025 CB1000 SP is different. Its sleek black paint, gold wheels and Öhlins cycle parts hit all the right notes for a sporty vibe. The design follows the Hornet tradition – broad in the front, slim in the middle, beefy at the rear – shaped like a hornet when viewed from above. The black-and-gold combo feels like a nostalgic nod to a time when those colours signified luxury and speed. Despite a few cost-saving details, the bike still feels premium for a machine priced under $18k.
Once on the bike, you’ll find a simple, understated cockpit with intuitive switchgear and a 5-inch colour TFT dash that includes Honda’s RoadSync connectivity. The tank has the signature Hornet flare at the front but tapers neatly at the knees, while the one-piece ’bars put you in a comfortable yet engaged riding position. The Showa fork-top adjusters add a touch of quality to the set-up.
As for rider aids, the Hornet keeps things simple with three riding modes (Standard, Sport and Rain) and two customisable User modes. There are also three levels of switchable HSTC traction control, plus engine power and braking modes. The ABS can’t be adjusted, and there’s no IMU (so no lean-sensitive traction control or cornering ABS).
I started in Sport mode and, while the throttle response felt a bit snappy, it’s possible that the Hornet’s abundant low-end torque made it feel sharper than it is. For city riding, Standard mode is a smoother choice.
WEIGHT FOR IT
Despite the SP’s 212kg weight, it feels incredibly nimble, especially in traffic. The light steering and narrow seat make it easy for shorter riders to plant both feet on the ground. Once we left the traffic behind and hit the mountain roads around Benidorm, the engine – derived from the 2017 Fireblade – came into its own. The 999cc inline-four produces its claimed 115.6kW at 11,000rpm and 107Nm of torque at 9000rpm. While peak power is lower than the 2017 Blade’s 141kW, the torque comes on much earlier in the rev range, making it far more usable for street riding.
The power delivery is punchy and satisfying, especially in the mid-range. The engine has a raw, aggressive character that’s refreshing for a naked bike. The exhaust note is loud and raucous – definitely more exciting than you’d expect for a naked bike at this price.
The handling is agile, with quick direction changes and a composed chassis. Despite its size, the Hornet feels as flickable as many middleweight bikes. The Bridgestone S22 tyres grip well, providing plenty of confidence for knee-down corners, and the ground clearance is ample –only on a racetrack would you likely scrape the pegs.
STOP AND GO
The SP’s Brembo brakes offer strong stopping power, but at high speed I felt they lacked the bite I’ve experienced on other bikes with Brembo Stylema calipers. It could be due to the master cylinder, pads or even the bike’s weight. Regardless, they provide a smooth, confident feel.
One downside is the traction control, which is overly sensitive and can’t be turned off while riding. It also resets to its default setting when the ignition is switched off and on again. For experienced riders, it can feel intrusive, especially when it kicks in unexpectedly, such as when the front wheel lifts over a crest. That said, the TC is reassuring for newer riders.
With traction control off, the Hornet becomes even more playful, easily lifting the front wheel. The throttle feels smoother at higher revs, and the bike performs well even when pushed hard. Despite its sharp steering, it remains stable and composed, even at a fast pace.
Overall, the 2025 CB1000 Hornet SP feels capable both for spirited rides on mountain roads and daily use. The ride is comfortable, with minimal engine vibration at high revs, and it offers optional extras like heated grips and luggage. While the mirrors are a bit small and the dash lacks the flashiness of some competitors, the overall build quality is impressive for the price.
What really sets the Hornet apart, though, is that price. Packing this much performance, it’s a serious contender against such rivals as Yamaha’s MT-09 SP, Kawasaki’s Z1000 and maybe even Triumph’s Speed Triple 1200 RS.
For anyone considering those bikes, the CB1000 Hornet SP offers big thrills at a price that’s very hard to beat.
VERDICT
Sometimes, verdicts take hours or even days to finalise, but not this time. For under $18k, the 115.6kW Hornet SP offers outstanding value. In fact, looking at the competition, nothing comes close. Even if Honda increased the price by a few thousand dollars, it would still be a top-tier bike.
The re-tuned 2017 Fireblade engine gives the Hornet exceptional real-world performance, with a strong mid-range and plenty of top-end power for an exciting ride – and it sounds fantastic too. Handling is superb, with light yet predictable steering and a stable, composed chassis – a balance that’s tough to achieve. Sure, the rider aids aren’t as advanced as some rivals, the Brembo Stylema brakes could offer a bit more bite, and the throttle can feel a little snappy in Sport mode.
Honda has faced criticism in recent years for being too conservative with its streetfighter nakeds – leaving the party early before things get too wild. But the new Hornet is here to stay until dawn. It’s got loads of character, a great look and undeniable ‘wow’ factor. Not bad at all for less than $18,000.
PROS – Torque tune provides perfect road performance, there’s superb handling and a huge ‘wow’ factor in looks.
CONS – Traction control is overly sensitive and can’t be turned off while riding. Brakes lack a bit of bite.
THE STANDARD ONE
At the scheduled lunch stop, we grabbed the opportunity to take the standard version for a quick spin. The base bike is $2k cheaper than the SP, with 5bhp less peak power, no quickshifter as standard, Nissin radial front brake calipers and a Showa rear shock with pre-load and compression damping only. However, wheels, tyres, frame, gearbox ratios, rider aids, riding modes and TFT display are all identical.
On our brief ride, I didn’t miss the extra power and torque of the SP but I did miss the up-and-down quickshifter, which can be added to the standard model. Handling was still light and impressive, and the difference between the Brembo and Nissin stoppers wasn’t much closer than I was expecting. If you had no intention of going on track then you’d be more than happy and save two grand in the process. I’d certainly recommend the quickshifter, though. But, let’s face it, if you are going to fork out for the shifter, you may as well go the whole hog and spend a bit more for the Brembos and Öhlins glitz too! So you Aussies are on a winner!
THREE RIVALS
Yamaha MT-09sp
$21,199 (ride away)
Kawasaki Z1000
$20,048 (ride away)
Triumph Speed Triple 1200 RS
$28,990 (ride away)
SPECIFICATIONS
Engine
Capacity 1000cc
Bore x Stroke 76mm x 55.1mm
Engine layout Inline four
Engine details Water cooled, 4v per cylinder. DOHC 4-stroke
Performance
Power 115.6kW (155bhp) @11,000rpm
Torque 107Nm @ 9000 rpm
Transmission 6 speed – chain drive
Average fuel consumption 5.9/100km 48mpg quoted. 52mpg tested
Tank size 17 litres
electronics
Rider aids TC and ABS. 5 modes, Standard, Rain, Sport and 2 x user.
CHASSIS
Frame Twin spar
suspension
Front suspension Showa 41mm inverted fork, 118mm travel
Front suspension fully adjustable
Rear suspension Öhlins TTX36 single unit; 139mm travel
Rear suspension fully adjustable
wheels & brakes
Front brake 2 x 310mm Brembo Stylema M4.30. std ABS
Rear brake 240mm Nissin single-piston floating caliper, std ABS
Front wheel / tyre120/70×17 Bridgestone Battlax Hypersport S22/Dunlop Sportmaxx Roadsport 2
Rear wheel / tyre 180/55-17 Bridgestone Battlax Hypersport S22/Dunlop Sportmaxx Roadsport 2
Dimensions
(LxWxH) 2140mm/790mm/1085mm
Wheelbase 1455mm
Seat height 809mm
Weight 212kg (wet)
business end
Price $17,799 + ORC
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