Honda CB1000GT (2026 – ) review

The basics are simple. The execution is exceptional. Essentially a faired, sports touring version of the CB1000 Hornet, the CB1000GT’s ingredients are straightforward. It uses the same, detuned, 150 horsepower ex-Fireblade transverse four and steel diamond frame and cycle parts, then adds a half fairing and luggage. That’s not bad in itself, but the GT’s brilliance is in the details. ECU changes improve engine flexibility, a longer-swingarm adds stability, suspension gains Showa’s new electronic damping adjustment system, a new rear subframe enables a bigger, more comfortable seat and there’s a bigger fuel tank. Then there’s the standard equipment, including everything from heated grips to hand guards, centre stand, luggage and cruise control. It also looks great, the price being the final cherry on the top.

The GT’s riding position has been revised slightly over that of the Hornet. Pegs are slightly further forward, bars slightly higher and further back, there’s a larger and more comfortable dual seat, the tank’s new and bigger, too and the new fairing has a five-way, adjustable screen you can operate on the move with one hand. Honda always gets its ergonomics spot on and the CB1000GT is another faultless example. It even comes with heated grips, hand guards and cruise control as standard.

Sports tourers are, by definition, eminently practical and the new CB1000GT nails the brief. An 830mm seat makes it feel large but it’s not imposingly so. It’s also more manageable than many litre bikes, especially adventure models. It’s excellent at both touring and sportier days out, is comfortable, not too precious to be used every day and, considering its very affordable price, is very well-equipped.

The CB1000 Hornet roots means the same Fireblade-derived 1,000cc transverse four-cylinder engine at its heart. Changes to its mapping improve tractability to match its sports tourer requirements and the peak 150 horsepower still comes at a heady 11,000rpm your maximum torque of 102Nm arrives 250rpm sooner at 8,750rpm. Not much on paper but the power delivery is a little gruntier as a result. You also get Standard, Sport, Tour, Rain and configurable User rider modes plus a quickshifter, all of which adds up to phenomenally competent sports-tourer with more than enough sporting ability when required. Braking, meanwhile, via big front discs, four-piston Nissin radial calipers and cornering ABS, is faultless.

The chassis is a similar story. Although the tubular steel diamond frame is the same at the Hornet’s, there’s a longer swingarm for a touch more stability, new rear subframe to accommodate bigger seats for rider and pillion as well as their luggage as well as the latest version of Showa’s EERA Electronically Equipped Rider Adjustment suspension. This adapts the damping in real time according to mode and type of riding. Brakes and wheels are unchanged, and the result is comfortably competent when racking up the miles while also precise, controlled and engaging enough to entertain when you have opportunity to turn up the wick a little.

Considering its abilities and equipment levels the CB1000GT’s price is a serious problem for rivals like the (less impressive) Suzuki GSX-S1000GT and previously class-leading Kawasaki Ninja 1100 SX. Although relatively cheap to buy for what you get at the end of the day the CB1000GT is a big, powerful bike with all the toll on consumables such as tyres, brake pads and chain that entails, not to mention proportionate insurance premiums, tax and so on. It’s never going to be exactly cheap to run but is more affordable than most of its direct rivals.

Yes, the CB1000GT is a brand-new performance bike laden with equipment and electronics but there is also plenty of reasons why it should be thoroughly reliable. First, it’s a Honda. Second, it’s powered by a proven engine shared with the Hornet and originally built for a previous generation of Fireblade. On top of that most of the GT’s cycle parts and components are familiar items, the one exception being the novel new Showa EERA suspension. That apart, we have no reason to doubt the GT’s likely reliability at all.

The new CB1000GT gets Honda’s standard, manufacturer backed 24 month/unlimited mileage warranty covering all parts and labour from the date of first registration, although this is extendable to six years if certain requirements, such as Honda main dealer servicing, are met. The recommended service schedule, meanwhile, requires a ‘break-in’ oil change service after 600 miles, followed by routine maintenance annually or every 8,000 miles, whichever comes first.

Simply, the CB1000GT’s standard equipment is phenomenal for the price. As well as switchable riding modes and the usual cornering ABS and traction control, there’s Honda’s now standard Bluetooth connectable 5.0-inch TFT dash, a USB-C charger, the aforementioned adjustable screen, cruise control, heated grips, keyless ignition, quickshifter, pannier set, centre stand and, possibly its ‘piece de resistance’, that Showa EERA electronic suspension. Just what you’d want for a sports tourer but, as we say, incredible at this price.

The CB1000GT is not just a phenomenal sports-tourer, it’s phenomenal value as well. But maybe we shouldn’t be surprised. Honda has been here before, the (also Fireblade based) CBF1000 of 2006 a similarly fast and affordable sports tourer, even it lacked half the tech of its modern successor. While the CB1000 Hornet on which the GT is based was already great value the GT adds practicality, equipment, refinement and style you’d normally associate with a machine costing thousands more.