Carrying zero excess mass, classleading powertoweight ratio is delivered by a 67.5kW and 75Nm engine driving a 190kg package. The allnew, eightvalve parallel twincylinder unit delivers both top end buzz and heaps of midrange usability, combining with a new ultralightweight frame for supremely agile sidetoside performance and instant, riotous acceleration. Throttle By Wire (TBW) serves up 4 riding modes and 4levels Honda Selectable Torque Control (HSTC) with integrated Wheelie Control, plus 3 levels of Engine Braking and Power delivery. The new frame wears full Showa suspension: 41mm Separate Fork Function Big Piston (SFFBP™) USD forks and rear shock working through ProLink. Dual, radial mount fourpiston calipers bite hard. The premium specification includes 5inch colour TFT instrument display, with Honda Smartphone Voice Control (HSVC), full LED lighting, autoindicator cancel and Emergency Stop Signal (ESS) technology.
The original 1998 CB600F Hornet grew to be a hugely popular bike in Europe, for many reasons. Its compact, naked form was great around town and it had the engine power and handling ability to carve a section of corners with joyous enthusiasm. Different iterations of the Hornet took it in the direction of sports touring and – in the hands of Hornet Cup racers – an outright race bike, while a 2007 upgrade added extra RRderived topend power and much more aggressive style.
Every individual owner had a reason why their Hornet was so good, but two things remained constant throughout its life and development:
It was great fun to ride. And the fun came with an affordable price tag.
25 years is a long time and motorcycling has seen some major shifts since the first Hornet arrived. The naked bike segment continues to grow in both size and complexity, with many niches, and rider expectations have never been higher. A perfect time for a new Hornet to land – a bike for now and a whole new generation of riders. It has big tyre tracks to fill and serious competitors to contend with. None of which was lost on Honda’s development engineers.
This background has driven the creation of something quite special – a brandnew middle weight, the CB750 Hornet, which takes inspiration and direction from its ancestor but brings the celebrated Hornet brand right up to date. And packs it with a direct injection of excitement and purethrill adrenaline.
With styling led by the latest generation of creative minds at Honda’s R&D facility in Rome, it’s been developed to attract younger riders looking for a serious move up. A totally new twincylinder engine hits hard with power and torque and features a comprehensive electronics package. Highquality Showa suspension works through a new, lightweight steel frame with highspec running gear that allows the rider to exploit all the potential available. And minimalist look with uncompromising angles define a sharp, modern streetfighter style.
Honda have armed the CB750 Hornet with a classleading powertoweight ratio. And, to keep things simple, three words can be used to sum it up:
Fast, agile, fun.
Engine
- All new 755cc parallel twin 8 valve unicam engine
- Max power – 67.5kW @ 9,500rpm
- Max torque 75Nm at 7,250rpm
- 270° crankshaft and uneven firing order for maximum engine character
- Patented Vortex Air Flow ducts for optimum airflow
- Assist /slipper clutch offers light lever feel and manages rear wheel hop on downshifts
- 23km/l fuel economy with a potential 340km tank range
The unveiling of a brandnew Honda engine is always a special moment. Presenting it as part of a brand new Hornet demonstrates the significance of the return of the iconic model name. Honda’s engineers have built a brandnew, parallel twincylinder powerplant packing hugely enjoyable punch to give the Hornet its performance edge. It’s designed for every rider to exploit to the maximum, with exhilarating peak power output, but also to deliver accessible low to midrange usability – perfect for the less experienced, and a major boost to the enjoyment of everyday town riding.
755cc, with an 8-valve Unicam cylinder head it pumps out 67.5kW @ 9,500rpm with 75Nm torque @ 7,250rpm. Bore and stroke is set at 87 x 63.5mm with compression ratio of 11.0:1. Compact and lightweight (and a configuration used by the MX competition-ready CRF450R) the Unicam head operates the 35.5mm inlet valves via cam, and the 29mm exhaust by rocker arms. Inlet lift is 9.3mm, exhaust 8.2mm.
For razor-sharp pick-up and throttle response patented Vortex Flow Ducts create a more uniform distribution from the side scoops into the airbox, which then feeds downdraft intakes and 46mm diameter throttle bodies.
The 270° crank and uneven firing order create a characterful, twin-cylinder pulse feeling. To make the engine as tightly wrapped as possible there’s no balancer drive gear; the primary drive gear doubles up duties and also spins the balance shaft. The water pump is tucked away inside the left hand engine cover and there’s no need for a water-cooled oil- cooler. The cylinders also use a Ni-SiC (Nickel-Silicon Carbide) coating, as also used in the CBR1000RR-R Fireblade and CRF450R.
An assist/slipper clutch – with oblique layout disc segments – offers light lever feel, eases up shifts and manages rear wheel hop under hard braking and rapid down changes.
Fuel consumption of 23km/l (WMTC mode) offers a potential range of over 340km from the 15.2L fuel tank. A 35kW, A2 licence option will also be available.
Throttle By Wire engine control offers three default riding modes, adjusting the engine’s delivery and feel to suit conditions and the rider’s intent; they’re easily switched and managed between the left handlebar mode switch and TFT screen.
There are 3 levels of Engine Power (EP), Engine Brake (EB) and Honda Selectable Torque Control (HSTC) with integrated Wheelie Control available; HSTC can also be switched off. The riding modes offer different combinations of each parameter.
SPORT uses level 3 EP and level 1 EB and HSTC to deliver maximum performance with minimum intervention.
STANDARD mode is a mid-way setting that uses level 2 setting for EP, EB and HSTC.
RAIN mode employs the lowest EP setting, level 1, for the least aggressive power delivery with level 2 EB and 3 HSTC.
USER mode allows the rider to choose between the 3 settings for each parameter and save the setting for future use.
