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2023 · Naked Bike · Buyer's Guide
Light Hands, Genuine Grin
The Hornet is built around a 755 cc parallel twin with a 270-degree crank, which gives it an uneven, gutsy firing pulse closer to a V-twin than a typical middleweight. It makes 92 hp and 55 lb-ft, and the torque arrives low and stays willing, so you rarely chase revs to feel strong. Wrap that around a light steel diamond frame and 419 lb of wet weight and you get a compact, quick-steering naked that turns in on a single push. ABS, ride modes, and wheelie control come standard, so the electronics back the fun instead of smothering it.
On the road it rewards riders who value ease over intimidation. It stays light and predictable at canyon pace, holds a line without fighting back, and shrugs off a couple of hours of highway without wearing you out. This is a bike you grow into rather than brace against. The honest caveats are real, though. The fork is non-adjustable and rear preload is the only setting you can touch, the seat goes soft on long days, and taller riders will find the proportions on the small side. Sit on it before you commit to all-day distance.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 92 hp (68 kW) @ 9,500 rpm |
|---|---|
| Torque | 55 lb-ft (75 Nm) @ 7,250 rpm |
| Displacement | 755 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Front brake | 296 mm |
| Front tire | 120/70-17 |
| Rear tire | 160/60-17 |
| Wheelbase | 55.9 in (1420 mm) |
| Seat height | 31.3 in (795 mm) |
| Wet weight | 419 lb (190 kg) |
| Fuel capacity | 4.0 gal (15.2 L) |
| Top speed | 127 mph (205 km/h) |
| Fuel economy | 55 mpg (US) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
I didn't gather this on one ride. It comes from years of paddock conversations, chats with owners at gas stops and club nights, and the emails and messages riders send me directly. For the Hornet the picture is clear. Owners love its engine and its easy agility. The complaints gather around low-speed throttle manners, a budget suspension and a cockpit that runs small.
No trait comes up more often or with more affection than the engine. Owners call its character the defining quality of the bike and say it pulls strongly from low rpm without being wrung out. Many say the steering needs a short adjustment period. It reacts faster than they expect at first, and once they've adapted, most count it as a strength. Riders also say the bike feels light for its size, flicks easily from side to side, and slips through traffic with confidence at walking pace. Many mention value too. At its $7,999 launch price the bike came with a color TFT, Honda RoadSync, traction control, ride modes and a slipper clutch. The quickshifter is an optional Honda accessory, and owners who fitted it consistently say it shifts cleanly.
The complaint riders raise most often is abrupt on-off throttle response. They describe it as jerky in first and second gear at city speeds and at part throttle below roughly 5,500 rpm, and some say the quick steering makes it feel worse. Several owners report that Honda revised the fuel mapping for the 2025 model year to address it.
The suspension is the next recurring gripe. Riders describe the setup as soft and comfort-oriented. Heavier riders and those who ride at a brisk pace report the rear rebounding in an oscillating way, and many owners replace the rear shock with an aftermarket unit. Taller owners mention knee cramp after long stints and a seat that turns hard. Some riders point to the steel swingarm as a visible sign of cost-cutting next to pricier rivals. Others note the ABS can't be switched off and has no cornering function. On loose surfaces they find it overly sensitive, which limits the bike on gravel roads.
Crankcase sealing bolt may leak engine oil onto the rear tire
Defectively manufactured engine-housing sealing screws (root cause: misaligned screw axis during thread cutting, combined with a worn inspection gauge at the Japanese supplier) can allow engine oil to seep from the crankcase. In severe cases oil could reach the rear tire and cause loss of grip. Remedy: replacement of the crankcase sealing screw with the revised part 90048-MFL-000, free of charge at authorised Honda dealers.
Soft suspension setup, limited adjustability
The Showa SFF-BP USD fork is non-adjustable on the standard model; the Pro-Link rear shock offers preload only (7-step). Heavier riders and brisk-paced riders report rebound oscillation, bouncing on bigger bumps, and a setup biased toward comfort over control. Aftermarket shock upgrades (Wilbers and similar) resolve this for owners pursuing sporty pace. Honda revised the fork damping for 25YM, but the adjustability did not change.
Jerky on-off throttle at low rpm and urban speeds
The ride-by-wire throttle calibration is abrupt during transitions between closed and small-throttle openings, particularly in 1st and 2nd gear at urban speeds and at part-throttle below approximately 5,500 rpm. Multiple owners report a TPS reset procedure provides limited improvement; Honda is reported to have improved the calibration for model year 2025.
ABS cannot be switched off, no cornering ABS
The 2-channel ABS system is fixed and non-defeatable, with no IMU and therefore no cornering ABS. Reviewers report the ABS can intervene aggressively on loose surfaces. This is a spec design choice rather than a fault, but it is a documented limitation for owners using the bike on gravel or for back-track riding.
HSTC traction-control setting resets to default on every key-on
Owners and reviewers note that the bike does not retain the rider's HSTC setting across a key cycle; it returns to the default level whenever the ignition is turned off and on again. An annoyance for riders who routinely run a non-default HSTC level.
Stock mirrors mounted close to the bar centerline
The stock mirrors are mounted inboard such that riders see their own forearms more than the road behind. Bar-end mirror replacements are a popular owner modification.
Where this Honda CB750 Hornet pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the CB750 Hornet is actually built for.
If your weekends run from LA traffic to Angeles Crest, the Hornet's light steering and gutsy twin suit the canyons well. Just know the fork can't be tuned, so hard chargers should respect its limits.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
For the Dragon and Blue Ridge, this is a skill-builder's bike: light, forgiving, and quick to change line. The catch is the vague fork feel when you trail the brake deep into a technical corner.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
Great for Skyline runs and city commuting, the Hornet is light, easy, and photogenic without the drama. Reliable and cheap to run daily, though the soft seat argues against your longest rides.
Made for Bay Area Ridge Roads · San Francisco / Bay Area · Skyline Boulevard / Alice's Restaurant
The Honda CB750 Hornet also comes in these variants, models and special editions. Each has its own page covering only what differs from the standard CB750 Hornet — equipment, electronics, specs and used price.
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Honda CB750 Hornet. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
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Competitor · 2018
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Same Platform · 2026
Easy Miles, Honest Capability
Similar Character · 2024
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~$2,200 cheaper used than this bike
Similar Character · 2014–2017
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