Riding the Honda CB750 Hornet was eye-opening for sure, what more having after having ridden both the 650cc CBR650R and CB650F in succession. And it was not because of the engine capacity upgrade, only.
What is the Honda CB750 Hornet?
The bike occupies the 750cc-900cc midrange naked/roadster segment, which is also hotly contested among manufacturers that include European brands. Virtually every maker is represented here, from A-Z.
However, the segment is sub-divided into several categories such as sport-naked, roadster (the standard naked bike), and of course, adventure. The Hornet is not an adventure model, so we probably need to find out if it is a sport-naked or roadster.
But first, a history about the “Hornet” name.
Origins of the Honda Hornet
The original Honda Hornet was launched in 1998 utilising a 599cc inline-four engine. This engine was adopted from the CBR600 supersport, albeit in detuned form and the Hornet carried it in a basic frame and components to keep its price down.
As such, it became an extremely popular motorcycle especially in the UK, beating out the midrange Suzuki Bandit and Yamaha Fazer. Production of the CB600F Hornet went on for a full 15 years, before the competition got serious: Kawasaki launched the Z800/900, Yamaha with the MT-7 and MT-09, and Suzuki brought out the GSX-8S. From across the ocean were the BMW F 850/900, Triumph Trident 660 and Street Triple (765), KTM 790 Duke, and of course, the Ducati Monster, although costing more.
The CB600 Hornet began falling out of favour so Honda pulled the plug. However, the European market, especially fans in the UK wanted a new Hornet. Honda heard them, thus unveiling the new CB750 Hornet at the 2022 Cologne Motorshow.
It was sold in the UK for £6,999 and with higher specifications than the MT-07. It also marked Honda’s entry into the modern two-cylinder middleweight class. It became the best-selling 750cc naked bike in Europe.
And it has to be said that its 755cc two-cylinder engine became the basis for the Honda XV750 Transalp which made its debut the next year.
Thus, the “Hornet” name, just like the Fireblade, Transalp, Africa Twin, is important for Honda.
Back to the CB750 Hornet
While appearing basic, there are several outstanding features:
- 755cc, SOHC, 8-valve, parallel-twin, with 270° crank engine which provides 90.6 hp (67.6 kW) at 9,500 RPM and 74.4 Nm of torque at 7,000 RPM.
- As you can see, maximum power occurs at a “sane” RPM rather than in the 10,000s, showing that it is tuned for road use, rather than being more suited to the track.
- The engine is mated to a slipper and assist clutch, and 6-speed transmission.
- The frame is steel diamond, coated in beautiful metallic red.
- Suspension consists of non-adjustable Showa 41mm SFF-BP USD forks up front, and a preload-adjustable monoshock damper with Pro-Link swingarm at the back.
- Front brakes are 296mm twin discs with Nissin radially-mount 4-piston calipers, and a 240mm disc with 1-piston caliper out back. ABS is standard.
- Seat height is a low 795mm.
- Along with a 15.2-litre fuel tank, Honda claims a kerb weight of 190 kg.
- 5-inch full-colour TFT screen with Honda Smartphone Voice Control system (HSVCs) that connects via the Honda RoadSync app through Bluetooth.
- Ride-by-wire throttle which allows for ride modes – Sport, Standard, Rain, and User.
Riding the Honda CB750 Hornet
This particular model was from 2024 as the 2025 model has been updated visually. In any case, they are still the same.
Sitting on the bike confirmed that Honda did not BS about the seat height and both feet touched the ground comfortably (this writer is 167cm in height and inseam challenged). The handlebar is set well within reach and not too high nor too low for us.
Starting the engine told us that immediately that it had a different feel to it compared to other Honda inline-fours. It was still smooth, but you could feel the throbbing power pulses.
Even in Standard ride mode, the engine was eager to move, requiring little throttle input. We found that it was the best mode to use when riding in heavy traffic – the kind you get riding down Jalan Ipoh at lunch time. In fact, we used Standard mode for general riding.
Sport mode requires some finesse (read: focus) when riding through traffic but it was best suited for the carving corners and climbing “The Mountain.” But it soon became addictive as any millimetre of throttle movement was rewarded by a kick as swift a Larry delivered it to Moe. The Hornet punched hard away from traffic lights, through traffic, and out of corners instantly. And, this, our friends, perfectly illustrated the beauty of two-cylinder engines.
The engine has a 270° crank and therefore mimics the firing order of a 90º V-Twin. Meaning the engine delivers superb torque at low and mid-RPMs for that punchy nature while at the same time, the rider is serenaded with a throaty, pulsating soundtrack. The engine felt alive rather than the machine-like inline-four.
Thankfully, Honda did not just give the CB750 Hornet an entertaining engine while doing away with iffy handling. Not Honda. The bike’s handling had be to experienced in order for you to fully appreciate it. We are afraid that our words alone may not be enough to convey the full picture.
But we shall try.
The bike actually makes our-often used “light steering” term look overused, because this, by far, needed the lightest steering among its peers (apart for the Triumph Street Triple). Flick it right, flick it left, the Hornet did not protest, did not hesitate. In fact, riding it in Sport mode made it seem like we were riding a larger supermoto with a low seat.
Boon Siew Honda had retrofitted a quickshifter to the test bike which made it even more entertaining. As such, despite always starting out calmly we ended up riding the bike around like our hair was on fire.
The only side to the bike to remember was the test bike was fitted with Dunlop Roadsmart tyres which had a (very) round front profile. That meant we could not charge into corners like the way we liked (perhaps because we had just dropped off the CBR250RR). Instead, we slowed down a little more steered the bike through the corner, and surfed the wave of engine torque out of corners. We still managed to ride the tyres edge to edge that way – no chicken strips, yay! You may try out tyres with more triangulated front tyre profiles for even quicker steering.
Last but not least, we liked that TFT screen. It was not big thus it had cram a lot of information on the same screen, but the speedometer, tachometer, and turn-by-turn navigation was easy to pick up. That is a welcomed relieve for these tired old eyes.
Build quality is of course top-notch as per a Honda. We did not see stray wires and cables hanging around, the panels fitted beautifully, the paint had no blemishes.
Conclusion
Back to our earlier question: “Is it a sport-naked or roadster?” It was still undetermined at the end of our tests. It did exhibit the aggression of sport-nakeds, although it was not as mad. As roadster, it had all the hallmarks of practicality, until you switch it to SPORT mode. So, it is the embodiment of both worlds.
But that does not drown out the fact that Honda CB750 Hornet is an entertaining motorcycle, for sure, not to mention being accessible and practical at the same time. Easy to ride (relative to other bikes, of course), easy to figure out, it is a bike that will make sense for any rider.
Its price is of good value too, selling at RM50,800.
As such, we only have one thing to about the Hornet: Welcome back!
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