Honda CB750 Hornet 2026 — Specifications

The 750 Hornet has carved out a strong position in the market, and it’s earned that place with an unbeatable combination of value for money and performance. For 2026, it offers an option that will further expand its scope: the E-Clutch. This robotic clutch arrives in force this year.

Honda helped launch it by installing it as standard on the CB 650 R and CBR 650 R. On the Hornet, it’s not mandatory. But given its ease of use, many will be interested. We will detail its operation a little later*. As an introduction, let's summarize its capabilities: once activated, there’s no need to use the clutch lever. Only the foot moves to change gears, and then the system manages everything: upshifts, downshifts, starts, stops, smooth operation. It offers everyday comfort and a little help for novices or those with problems with their left hand (tendinitis, lockup, cut fingers, old fracture, etc.).

The E-Clutch costs a reasonable amount, given the technology, adds 2.5 kg, and is accompanied by a standard engine guard. Equipped in this way, the CB 750 Hornet weighs in at 196 kg.

After its impactful entry in 2023, the 750 Hornet could have simply continued on its current path. The only criticism one could (potentially) make was its somewhat bland face. Not a flaw or a burden, simply that the public would have appreciated something more striking, especially for the rebirth of an iconic motorcycle. Honda heard this and proceeded with a refresh just two years after the launch of the CB 750. The exercise is well executed with a sharper, less aggressive, and more assertive front end. That’s all it takes to give it the touch of personality it was missing.

Alongside this facelift, Honda updated the twin-cylinder engine to Euro5+ without affecting its performance. The left-hand handlebar switchgear has been revised, with a backlit control button. The 5-inch screen has been improved with an anti-glare design. Regarding the suspension, the Showa components have been adjusted for a better feel of the road. The roadster gains 2 kg in the process.

Everything needed to maintain its position at the top of the market. A position it has easily conquered with its equipment, performance, attractive price, and multi-purpose engine. An unprecedented inline twin-cylinder engine at the launch of this Hornet and its Transalp cousin. Highly anticipated and frankly promising.

Let’s cut ties with its family saga before diving into any comparisons. Of course, it’s natural to judge the generations of this machine. However, times have changed, expectations have changed, and the public has changed even more. So, for those who knew the angry beast of 1998 to 2014, don’t expect a rebirth – the 2023 Hornet only retains the name and the overall idea of a fun machine. Fun as we conceive it today.

Quickly, the CB 750 addresses us. Scrutinizing it allows one to appreciate its construction, faithful to the image of Honda, but… an open electrical connector, a few wires here and there, a very basic swingarm, detract from this naked model. Conversely, the presence of an inverted fork, small details like the hornet logo embedded in the radiator fins, radial brake calipers, petal discs, or a connected screen, orient the Hornet towards a path of satisfaction.

Where the 750 Hornet will make the most friends (or posts), it will certainly be regarding the engine. The direct target remains the MT-07, leader of the segment. For the battle, the weapon of choice will be of the same type: a parallel twin of 755 cm3, slightly larger than the Yamaha’s. This is felt in the torque, with 7.7 Nm at 7250 rpm. Regarding power, it’s a knockout. The engine has decided to outdo everyone in the category. Its first-rate roadster delivers 92 horsepower from its entrails! Wow! The fun is over. With such a stable, it widens the gap by about twenty horsepower compared to the segment stars. It even approaches the formidable Aprilia Tuono 660.

The Z, MT, and SVs were already feeling arrows in their backs with the Triumph Trident and its 81-horsepower 3-cylinder engine. This time, it’s a full-on uppercut. Honda has focused on this engine, offering it the Unicam technology from the CRF models to obtain a compact cylinder head, a 270° ignition timing to give it the character of a V-twin, a Nickel-Silicon Carbide surface treatment for the cylinders, a slipper clutch, an exhaust system that isn’t too loud, and electronics at every level.

Again, the 750 Hornet will cause damage. Since techno-digital technology has taken a serious place in the motorcycle world, it makes sense to offer a nice spoonful. The rider will have access to 4 riding modes, one of which is customizable. Silicon elements allow the integration of ABS, 3 levels of power, a 3-position adjustable traction control with wheelie control integrated, and also engine braking management, also on 3 levels. The dashboard consists of a 5-inch TFT panel, with a legible and intuitive display inspired design. In addition to the essential information, it offers a choice of 4 display themes. If you can’t live without some interaction with your phone, the on-board electronics allow this kind of coexistence, with the "Honda Smartphone Voice Control" module, to control certain functions by voice. There’s nothing better than that – it’s the best equipped in its segment. Given the price, it’s even exceptional. A real Chinese endowment, with Honda quality. Unsatisfied people can go look for an up & down shifter in the options corner.

We were talking about the E-Clutch at the beginning. It’s a set of gears, small motors, and a fair amount of electronic wizardry. Note that this is not an automatic gearbox: it doesn’t shift for you, it assists in shifting by taking care of all the clutch and disengagement phases. To do this, and for optimum smooth operation, it analyzes the motorcycle's speed, engine speed, gear ratio, ignition timing, and about ten other parameters to act accordingly. It can act on the throttle and the angle of the throttle opening to smooth the transition, pushing its behavior to adapt to the selected riding mode. In addition, a "feel" setting is available to have a Hard, Medium, or Soft foot "touch."

Even installed, this robotic clutch is not omnipotent. The rider can use the clutch lever whenever they want. The E-Clutch will reactivate automatically after, unless the system is put in "Manual"; passage validated by the letter M on the dashboard.

Honda didn’t seek complexity but efficiency for the Hornet’s frame. It’s a classic steel Diamond frame on which the bike is based. Proven, reliable, and yet new to adapt to the engine and the CB seven-and-a-half’s missions. Its 16.6 kg is lighter than the CB 650 R’s. A bottle of water lighter than the Z 650’s (15 kg). A slight regret not to find the "mono-backbone" frame of the 600 Hornet - This quasi-invisible structure allowed to highlight the mechanics. The front end is serious with its 41 mm Showa FF-BP inverted fork with a piston. An assurance of rigidity and a promise of efficiency. But there are no adjustments available; only the shock absorber has one, for preload. This is nothing surprising in this category of machine. Advanced suspensions cost money – and the Hornet is intended to be accessible and easy. There’s no point in sending the youngsters to "Suspates, aspirin & adjustments" workshops. With 130 mm at the front and 150 at the rear, their travel is quite generous. It will allow the elements to work better and preserve comfort.

The geometry of this Honda is within the norm. Neither aggressive nor placid, with a dynamic tendency. Especially with its 160-width tire. A reasonable width, unlike the 180 of the competition "for style." While the wider it is, the less lively it is in changes of angle. The braking circumstances will be in line with the Honda house. With 296 mm discs gripped by 4-piston radial calipers, there’s no doubt that the machine will brake strongly and confidently; without the rage of Italian equipment.

Honda has delivered a worthy response in the young roadster segment. Everything has changed with the CB 750 Hornet, very well positioned in terms of price/engine/equipment ratio. Its big sister, the CB 1000, has arrived with the same mindset, and wants to massacre the big roadsters.

M.B - Photo manufacturer