2026 Honda CB1000GT Motorcycle Review

Say ‘Hello’ to one of the most eagerly awaited bikes of the year. The sport-touring version of 2025’s wildly popular, bargain-priced CB1000 Hornet roadster adds practicality, comfort and sophistication to an already brilliant base bike and, crucially, does it in a phenomenally impressive, well-thought-out way, yet also, just as impressively, retains its bargain appeal.

Yet it’s also much more than just a ‘Hornet with a fairing and panniers’. There are significant engine and chassis changes, a new tank, seat and bodywork, loads of new equipment apart from those side cases and a subtly different yet also far more versatile riding experience, too.

To find out exactly what, we borrowed Honda’s fully kitted official press bike for a long weekend around Lincolnshire and Cambridgeshire, covering hundreds of miles to see exactly how the CB1000GT measures up…

Essentially, the CB1000GT is a faired, sports-touring version of the bargain-priced, Fireblade-powered CB1000 Hornet roadster (which itself was one of the best bikes of 2025).

It uses the same detuned 150hp ex-Fireblade transverse four and steel diamond frame and cycle parts as the Hornet, then adds a sports-touring half fairing plus luggage. 

But there’s more to it than that. ECU changes improve engine flexibility (and reduce peak power a touch); a longer swingarm adds stability; its suspension gains Showa’s new electronic damping adjustment system; the fairing has a clever, new, one-hand adjustable screen; a new rear subframe enables a bigger, more comfortable seat and room for the standard luggage, 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 - all the things you want on a sports tourer. It also looks great, with the final cherry on top being its bargain price. It’s a phenomenal accomplishment.

This is probably the biggest deal of all. As launched, the CB1000GT costs £11,999 complete with all the goodies mentioned above (although it is worth pointing out that our test bike also had a few accessories, namely a ‘Comfort’ seat, crash ‘mushrooms’ and rim tape). 

Considering its abilities and equipment levels, that price blows all likely rivals away. Suzuki’s less impressive GSX-S1000GT is also £11,999, by comparison, while Kawasaki’s until now class-leading Ninja 1100 SX starts at £12,399, with extra cost to come if you want the same spec. With all that in mind, the CB1000GT is not just a phenomenal bike, but phenomenal value as well.

As with all current Hondas, the CB1000GT is available now from Honda UK’s market-leading range of over 150 UK-wide dealers. For full details and to find your local dealer, go to the Honda UK website.

The GT is based on the 2025 CB1000 Hornet, so it gets the same, detuned, Fireblade-derived 1000cc transverse four. 

There have, however, been some changes to its mapping via its ECU to improve lower-down tractability to match its sport-tourer requirements. So, where the super naked Hornet produces a slightly revvy, almost manic 150bhp at 11,000rpm and 77ft.lb of torque at 9000rpm (with the SP version more potent still with 155bhp and 79ft.lb at the same rpms), the GT counters with 148bhp also at 11,000rpm and 75lb-ft at a slightly lower 8,750rpm. (That also compares to the Suzuki and Kawasaki’s 150bhp/77ft.lb and 134bhp/83ft.lb, respectively). The revised Honda also has a slightly more curdly and grunty delivery as a result.

There are also five easily switchable standard riding modes (Standard, Sport, Tour, Rain and User), a standard quickshifter/blipper, cruise control and cornering traction control.

It’s all more than sufficient and competitive, making for a phenomenally competent sports tourer plus one that also offers more than enough sporting ability when you’re in the mood, particularly when you switch the distinct modes to suit. Sport is sharp with a rapid throttle response. Standard is easy yet still nearly 150bhp, but smoother, slightly more relaxed. Tour is even more so, and Rain knocks down the power and immediacy to suit the reduced grip.

It’s all delivered in a thoroughly convincing and impressive manner, has a slightly more growly and characterful soundtrack than I remember from the Hornet, returns a claimed 47mpg between the pumps and never leaves you wanting more.

It’s a brilliant powerplant with all the electronics you need, just enough character plus the reassurance of being a hugely refined development of a long-proven unit.

Its chassis is a similar story. Although the tubular steel diamond frame is the same as the Hornet’s, there’s a slightly longer swing arm for a touch more stability, a new rear subframe to enable a new seat offering greater rider and pillion comfort plus luggage carrying ability, plus also the latest version of Showa’s electronically adjustable suspension system, which debuted on the Africa Twin and NT1100 and which basically adjusts the damping in real time according to mode and type of riding.

This comprises Showa 41mm USD telescopic forks with EERA (Electronically Equipped Ride Adjustment) plus, at the rear, a Showa EERA adjustable monoshock with manual preload adjuster.

Wheels are the same as the Hornet being a cast alloy design in 17 x 3.5in and 17 x 5.5in sizes, stock tyres are Michelin’s classy Road 6 GT in 120/70 and 180/55 sizes while braking is taken care of by twin 310mm discs at the front gripped by Nissin 4-piston radial calipers plus a 240mm disc/Nissin single piston caliper at the rear all aided by Cornering ABS.

The GT’s riding position has been revised slightly over that of the Hornet, too. Pegs are slightly further forward, bars are slightly higher and further back, there’s a larger and more comfortable dual seat (and new rear subframe to match), the tank’s new and bigger, too (up to 21 litres) and, of course, there’s the new fairing complete with five-way, one-hand adjustable screen. 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. 

On the move, as with its engine, the CB1000GT is almost imperceptibly competent. The ride is a ‘just right’ blend of comfort and taut control thanks to the brilliant EERA system when you merely want to travel, yet also sufficiently precise, controlled and engaging when you want to wind up the sporting ‘wick’. Braking, meanwhile, is faultless.

But perhaps just as impressive with the CB1000GT is its level of standard equipment. As well as switchable riding modes and the usual cornering ABS and traction control, there’s Honda’s now standard 5inch TFT dash, which is Bluetooth-compatible and has an adjacent USB charging port. 

There is also the aforementioned and effective one-hand-adjustable screen, cruise control, heated grips, keyless ignition, quickshifter/blipper, pannier set, centre stand and, possibly, its ‘piece de resistance’, the Showa EERA electronic suspension. 

All of that is not just exactly the sort of equipment you want on a sports-tourer but also phenomenal given the CB1000GT’s asking price.

Three colours are offered as standard for the new CB100GT: the gorgeous blazing red you see here (and it’s worth mentioning here how good-looking the new bike is as well compared to some ‘budget’ sports tourers of the past, which apparently was the result of input from both Honda’s Italian and Japanese design studios), plain black or grey.

Unsurprisingly it also shares the same warranty and service intervals as the CB1000 Hornet on which it’s based. Accordingly, it 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 8000 miles, whichever comes first.

By their very nature, sports-tourers are eminently practical, and the new CB1000GT is the latest excellent example.

Although large, with an 830mm seat, it’s not imposingly so. It’s also more manageable than many litre bikes, especially adventure types; it's excellent at both touring and sports riding, is comfortable, not so precious as to not use it as a commuter and, considering its very affordable price, is very well equipped.

That’s not bad in itself, but the GT’s brilliance is in its detailed execution. The result is not only competitive on paper with existing, popular rivals such as Kawasaki’s Ninja 1100 SX and Suzuki’s GSX-S1000GT, but it also beats both on price AND equipment levels. It’s also great-looking, effective and entertaining, and has a raft of features ranging from electronic suspension adjustment, an easily adjustable screen, an enlarged fuel tank, keyless ignition and even standard heated grips, a centre stand and panniers which defy its budget price.

In short: it’s a brilliant litre-class sports-tourer at a very affordable, class-busting price.

In many ways we shouldn’t have been surprised as Honda has been here before. Its similarly Fireblade-derived CBF1000 of 2006 was also a brilliantly performing, budget sports-tourer, even if nowhere near the GT in terms of style and spec. The CB1000 Hornet on which the GT is based was already a great value performer. But the GT takes that bike, adds not just practicality but lots and lots of equipment, has a refinement and a style you’d normally associate with a machine costing £5K more, and yet is still brilliant value. The basics are simple; the execution is exceptional. Honda will sell loads, I promise you.