Honda Cb1000 Hornet, how the Japanese maxinaked bike 'stings'!

"Hornet" ("bumblebee" in English) is a name well known to Honda enthusiasts and not only: the model was born in 1998 with a 599 cc and 96 hp four-cylinder engine and a nice round headlight and won over many motorcyclists, so much so that after a few years it also adopted a 900 cc engine. Returning in 2023, it adopted a 750 cc twin-cylinder engine that had turned up the noses of "inline-four" purists, who will now appreciate its big sister, the new Cb 1000 Hornet, which mounts one with an impressive 152 hp. We had the opportunity to test it on the road, in the city and in the fast mixed: we can confirm that it has all the credentials to become a protagonist in the maxinaked segment, also thanks to its competitive price: just over 10 thousand euro.

The aesthetics follow the current naked bike trend: taut, muscular lines, and a horizontally developed LED front headlamp reminiscent of its smaller sister. The oversized fuel tank has a capacity of 17 litres and offers a firm grip on the knees. Behind, the short tail and low exhaust contribute to underlining the Hornet's sporty soul. Attention to detail is in line with Honda's high standards; only some of the plastics in the lower side panels look slightly cheap.

Under the steel frame we find the engine of the Cbr1000Rr Fireblade superbike (year 2017), duly revised to suit road use and Euro5+ homologated. The 999 cc inline four-cylinder, in addition to 152 hp at 11 thousand rpm, also expresses a maximum torque of 104 Nm at 9 thousand rpm. Compared to the super sports bike, the power delivery has been softened to favour use in the mid-range; however, it remains an engine with a dual soul: docile and progressive up to 6,000 rpm, rabid and stretched beyond 8,000, where it unleashes all its power with a thrust that you can feel in your stomach and that gets you to licence-enhancing speeds in no time at all. Beautiful is the sound of the engine, dark and nasty at idle, but metallic and tasty when revving up. The electronic package includes traction control that can be adjusted to three levels and deactivated, three preset riding modes (Sport, Standard, Rain) and one that can be customised. The throttle is ride-by-wire, precise and responsive, while the two-way quickshifter is standard: smooth in upshifts, slightly rougher in downshifts under torque (but less than some competitors).

Despite the choice of steel for the frame instead of aluminium, adopted by more exclusive (and expensive) rivals such as the Ducati Streetfighter, the Cb1000 Hornet weighs only 212 kg in running order, a competitive figure for the category. Suspension is fully adjustable Showa: Sff-Bp front fork and Pro-Link linkage monoshock at the rear. The standard setting is fairly balanced, with a good compromise between comfort and control, but for sporty riding it is advisable to stiffen the rear slightly.

The seat, set at 81 cm, has minimal padding, as on sport bikes: after a while, however, one would like a little more softness. The riding position is typical of a naked bike: upright, relaxed and with the footpegs set slightly back and quite low. The handlebar is wide and helps to handle the bike well at low speeds; the only pity is the large turning radius, which limits agility between queuing cars. The instrumentation is housed in a 5-inch Tft colour display, which has the undeniable merit of being readable in all light conditions. The layout is customisable and offers Bluetooth connection for smartphones, turn-by-turn navigation and voice commands via the Honda RoadSync app. There is no lack of a USB-C socket under the passenger seat (a strap that will test your patience, already undermined by the absence of handholds). Right from the first few metres, despite the exuberance of horsepower, the bigger Hornet is always well manageable: its 4-cylinder engine has a remarkable mid-range thrust, which makes it a lot of fun in the fast mix; only at the highs comes some more vibration (not annoying) on the handlebars and footpegs. The naked bike, thanks to its short wheelbase (1,470 mm), is agile in changes of direction and very stable in the corners, thanks also to the Dunlop Sportmax Roadsmart IV original equipment tyres, which guarantee good levels of grip. The fork works more than decently and allows for a front end that immediately transmits a good feeling and is never harsh even when encountering unexpected depressions or a pothole. Perfectly suited to performance, finally, is the braking compartment, consisting of a double 310 mm front disc with Nissin four-piston radial calipers and a 256 mm rear disc: braking is powerful and modular, with a progressive bite that transmits confidence.