Honda CB1000F (2026 – ) review

The CB1000F is based largely on the brilliant CB1000 Hornet, so already halfway there. The biggest change, obviously, is the restyle with new bodywork inspired by the iconic 1979 CB750F. Accordingly, there’s a new tank, side panels, seat and tailpiece inspired by that ‘Eurostyled’ predecessor, plus also a new exhaust. If I could be critical of anything it would be that there’s no ’70s style finning on the liquid-cooled engine and the Hornet’s TFT dash is unchanged where its Kawasaki Z900RS rival gets a more authentic looking engine and classic dials. But that’s being picky and the changes don’t end there. For starters the engine has been reconfigured for more mid-range and an addictive, curdly delivery. The seat’s great, the colours authentic and it all works brilliantly.

Upright, retro-style roadsters tend to naturally comfortable due to their very style and the F, being a Honda, is even better than most. Overall proportions are reminiscent of the Hornet but slightly more upright and relaxed. Although deeply padded and with a retro quilted design, the seat is accessible. Our test bike also included the Sports Accessory pack with, among other things, a small headlamp fairing making a decent stab of mitigating the worst of the windblast at cruising speeds. While you might have feared a bit more style than substance the CB1000F is, overall, impressively comfortable and usable.

For all the retro style the CB1000F is decently practical, too. That manageability, lowish seat, reasonable all-up weight, tight turning circle and the rest means the F is fine around town. Its enlarged seat makes it a better pillion carrier than the Hornet on which it is based, and although not as truly versatile as the GT, the F isn’t at all bad, especially if you add the optional nose fairing.

On first impression, the CB1000F’s 1,000cc four is the same as the Hornet’s, in being a detuned version of the 2017 Fireblade motor. In reality, there’s much more to it than that. A further retune involving cams, exhaust, ECU and uneven inlet trumpets results in a further drop in peak power to 122bhp at 9,000rpm, which is now further down the rev range. Mid-range is boosted, the bottom two gears are lower, the rest higher and, best of all, it now makes an even more glorious noise. Honda claims the F has the best-sounding exhaust on any production bike and, having ridden it, we don’t disagree. Overall, it has all the real-world performance you need, the sound and drive out of corners or roundabouts is simply addictive, Sport mode (there are three, Standard, Sport and Rain, plus two custom modes), adds just enough sharpness to satisfy, and there’s an optional quickshifter in the Sport accessory pack, too. It all makes the F, in our view, the most characterful – as well as practical – four-cylinder retro roadster available. Braking, meanwhile, is unchanged from the Hornet with burly 310mm twin discs grasped by Nissin four-piston, radially mounted calipers and all assisted by cornering ABS. All of which is beyond criticism, too.

It’s a similar story here. The F’s tubular steel diamond frame and cycle parts are essentially those of the Hornet but there’s a new subframe to suit the bigger, broader seat and a cast swingarm is tailored to the new 4:2:1 exhaust. As with the Hornet the forks are non-adjustable Showa 41mm USD big piston types with a preload adjustable Showa monoshock at the rear. The result is neutral, easy and comfortable but also involving and entertaining when you want it to be. Steering is light and with a decently tight turning circle, the ride is plush without ever feeling soggy or vague when you attack a series of sharp bends and the whole handling balance is just spot-on.

Running costs are never likely to be trivial but it’s not as bad as many, either. Firstly, as launched, the CB1000F costs significantly less than Kawasaki’s rival Z900RS. Demand is high so residuals are likely to be good, too. The retro style means it’s less likely to be thrashed than the Hornet on which it is based, as well. Yes, it’ll still have a healthy appetite for consumables such as tyres, brake pads, chain and so on and it’ll be in higher insurance groups but, overall, it shouldn’t be too bad.

The CB1000F may be a brand-new model but it’s also a Honda and, crucially, one built around a proven engine with a long history of strong reliability. As a result, overall, we have no reason for concerns over the CB1000F’s reliability.

Fairly standard fare here. The new CB1000F comes with Honda’s usual manufacturer-backed warranty covering all parts and labour from first registration for 24 months with unlimited mileage. Beyond that you can extend cover to up to six years in total if you commit to main dealer servicing. Its recommended service intervals are fairly typical, too, being due every 8,000 miles or annually, whichever comes first.

Being a retro roadster you may not expect much of the new CB1000F in terms of standard equipment, but it’s better than many. The 5.0-inch TFT dash is a standard Honda item and, although its style clashes slightly, delivers all the information and connectivity you could want. There are also five riding modes (Rain, Standard and Sport plus two customisable options), cornering ABS and traction control, keyless operation, LED lights all round, a USB-C charging socket plus Honda’s Emergency Stop Signal indicator flashers under severe braking. There are also three optional, extra cost accessories bundles. The Sports Pack includes quickshifter, nose cowling, rad guard, oil cap and crash bungs, the Comfort Pack comes with a high screen, upper and lower deflector sets, comfort main and pillion seats, fog light set and heated grips for while the Tour Pack soft saddle bags and tank bag, with most of those accessories also available individually as well.

The CB1000 Hornet was a best seller in 2025 and this year’s CB1000GT sports tourer looks to be following the same trend. For me the CB1000F sits somewhere in the middle and is perhaps the perfect combination of both, given it has the fun and affordability of the Hornet with some of the additional usability of the GT. Not to mention kerb appeal, passers-by constantly stopping to ask me about it or craning their necks as I went by. For all of the above it’s the one I’d buy and, arguably, one of my bikes of the year.