Motorcycle specifications HondaCB1000GT 2026 The Hornet doubles its wings

The Honda CB 1000 GT opens up a new field for Honda: the trail-sport GT. The competition has clearly understood the appeal of this segment, where the arsouille wants to blend into touring with a false allure of the baroudeur. Here, you can smell the grit, the highway and the scraping of the footrests. Plus a surprisingly high level of comfort.

GT with R

Honda knows and masters the road bike: luxury and grandeur with the GoldWing, pragmatism with the NT 1100 - and now incisiveness with the CB 1000 GT. Although derived from the 1000 Hornet, the GT exudes its own personality... and what a personality it is! With its flinty cheeks, the headstock is surprisingly expressive for a Honda. Belligerent even. Although the eyes are identical to those on the Hornet, the trim around them is reminiscent of the CBR range. It's taut, salient, provocative - from the outset, it wants to assert itself as a threat.

Jump for the rider. The volumes of the cockpit announce a more-than-correct level of protection. The adjustable bubble, prominent tank shoulders and small deflectors around the radiator will spare your chest from outside meanderings.

The hand guards, on the other hand, are only there to create a crossover look. Just enough to deflect the air away from a phalanx and little more. Extensions are provided in the accessories area.

The handlebars are higher and the seat is more solid (+15 mm), making it much more welcoming than on the Hornet. It's the passenger in particular who will feel the difference: the rear seat is much wider, taller and almost 4 cm more padded, with large handgrips and much lower footrests. Here, the duo is not an option but part of the specification.

A different dynamic

Buzzing about the category, this machine is quickly identifiable as a derivative of the big Hornet. A sound, muscular and convincing base, this 3rd version greatly expands its range of action. The chassis has been judiciously upgraded, with a longer rear frame to give more room for the crew, and reinforcements to support suitcases on the sides.

Stability is also enhanced, with a 16 mm longer swingarm. The technical data informs us of a little more drag, a caster angle maintained at 25° and an increased wheelbase. Clearly, this Hornet-GT is clearly aiming for a behavior that's mellow for the road, but taut enough to darken the eyes when the bends invite themselves to the aperitif.

A good dose of watts with lemon? The 4-cylinder has plenty of power in its pistons. Its electronic management has been reworked for greater roundness and mid-range power, and it offers only slightly less horsepower than the Hornet. at 150 instead of 152, it's negligible, and will enable you to keep up a steady pace even when fully loaded, to let off steam if necessary, and never run out of breath.

Torque is also slightly lower, at 102 Nm, i.e. 2 less, but who's going to feel it!

The gearbox has also been reworked, with ratios 2, 3, 4 and 5 readjusted to match the engine's power, while sixth gear is calibrated for highway driving. An overdrive, in fact.

For added comfort, there's also an Up&Down shifter and an anti-dribble clutch, for less effort on the left lever and digestion of torque feedback to the rear wheel.

Pockets and parts

There's one area where the CB 1000 GT will score big points: equipment! Standard equipment is surprisingly generous for a streamlined roadster:

• Bubble adjustable in five positions, with one hand only, over a range of 81 mm
• Suitcases, 37 liters on the left and 28 on the right - the same as on the NT 1100, but with 8 liters less in the left compartment
• Heated handles
• Cruise control
• Center stand
• Semi-active suspension
• Keyless start system (but not for unlocking the fuel filler flap)
• USB-C socket
• Pilot-controlled suspensions
• 5-inch TFT display

Not much else to add.

If pricing follows the same policy as for the Hornet, this GT could turn the tables on the roadster and crossover sector.

Technology takes it to the next level

PGM-FI fuel injection, Up&Down shifter, ride-by-wire... the start of the CB1000GT's electronic package. It's the same as the 1000 Hornet from which it's derived, and a little more. Like the neo-retro CB1000F, it gains a 6-axis IMU inertial unit (which the Hornet does without and will have to do without until its first evocation). This little gizmo gives a lot of information to the traction control... sorry, HSTC torque control, to make it more effective on corners, just like the ABS, which becomes cornering.

Active safety and the GT's character are also supervised by 5 Driving Modes (Standard / Sport / Rain / Tour / User, configurable), power level and engine brake management. These, like the HSTC, can be set to 3 levels each.

With the GT label on its flanks, you need to be ready to ride the milestone. By predisposition, a lot; by being accommodating, preferably a lot. A longer range is customary, and the extra 4 liters in the fuel tank will make it possible, with 21 liters of thirst.

You might as well add the semi-active suspension to the load. True to Showa's tradition (part of which is owned by Honda), the winged manufacturer installs a 41 mm inverted fork and a shock absorber with EERA technology. The system adjusts compression and rebound damping according to instructions from the IMU, engine ECU and front-end travel sensor. It can also adjust rear shock preload, but for the front, you'll need to get out the tools.

The EERA offers 5 suspension modes, to be used as desired. Standard" is a no-fuss, all-purpose suspension mode; "Rain" is for floaty or delicate riding, with very soft damping; "Sport" calibrates the suspension for maximum stability; "Tour" makes the trip a reality, with the firmest setting; and finally, "User" lets you configure your own salad of settings.

For the brakes, and given its vocation, the GT has not retained the Brembo Stylema of the Hornet SP but the more common Nissin 4-piston of the standard model. Less violent, less sporty, they're more in keeping with the bike's label. The action of the Japanese jaws and 310 mm discs is serious enough to do the job. They'll have to stop or calm 229 kilos of carcass, 18 more than the Hornet,the weight of a Brittany spaniel.

A segment it's going to bite

Honda needed a crossover to compete in the nervous supertrail GT segment. The manufacturer had already made a good attempt by transforming the VFR 1200 into a Crosstourer in the 2010s, with mixed success. Some may see this as the return of the CBF 1000 F, but this distant descendant is in a completely different league.

This time, the arguments are more forceful, bringing to the market a rival to the S 1000 XR and GSX-S1000GX, a little more reasonable and with a hefty dose of equipment. In a way, the CB 1000 GT presents itself as the Tracer 10 that Yamaha never created; that some, even many, had hoped for.

M.B. - Manufacturer's photos

Riding modes :

USER mode allows the rider to choose between settings for each parameter and save the setting for later use.

• STANDARD mode uses the intermediate setting for the EP, HSTC and EB systems. It is designed to reproduce the feel and ride of a carburetor battery, with a relaxed character.
• SPORT uses the highest EP power and the lowest EB and HSTC levels to deliver maximum big-bike performance, with improved throttle response.
• RAIN mode uses the lowest EP setting for the least aggressive throttle response, moderate engine braking and maximum torque control. The lowest power and torque levels are concentrated in the first three gears.
• TOUR has the same output characteristics as STANDARD, but the damping force adapts according to speed; it's the only mode that does so.