2026 Honda CB750 Hornet Review: Has Honda Gone Full Hooligan?

The 2026 Honda CB750 Hornet arrives with a pretty convincing argument for being one of the most complete middleweight naked bikes on sale in the UK. A punchy 755cc parallel twin, 90.5hp, a competitive £7,549 price and Honda's latest E-Clutch technology give it considerably more than just the Hornet badge to rely on.

For this 2026 Honda CB750 Hornet review, Moto Planet presenter and rider Liam Simm test rode the E-Clutch model on UK roads, taking it through town, onto faster dual carriageways and, most importantly, onto the B-roads. Liam went into the ride as a self-confessed CB650R fan. He came back with a rather different view of Honda's parallel-twin alternative.

Summary

• Engine 755cc liquid-cooled 270° parallel twin
• Power 67.5kW (90.5hp) at 9,500rpm
• Torque 75Nm at 7,250rpm
• Weight 196kg kerb
• Fuel Capacity 15.2 litres
• Price £7,549 OTR

This review was produced in partnership with Smiths Honda, Chester.

Buying Advice: Who is this bike for? Who should skip it?

The CB750 Hornet makes a strong case for riders who want one bike to cover commuting, Sunday blasts and longer road miles without carrying the weight or cost of something larger. Its 795mm seat height, narrow feel and responsive chassis make it approachable at low speed, while the 755cc twin has more than enough performance to keep experienced riders interested when the road opens up.

It is also available as an A2-compatible option. Honda says an authorised dealer can restrict the engine to 35kW through an ECU rewrite and restore full power later once the rider holds the appropriate unrestricted licence.

For riders moving onto a bigger bike, Liam did flag how responsive the throttle can feel. Standard or Rain mode should make the initial transition easier while you get familiar with it. More experienced riders can lean into the sharper response and the considerable low- and mid-range punch.

You may want to look elsewhere if your priorities are strong wind protection, a plush long-distance seat or the distinctive high-revving character of an inline-four. Liam also wanted more feedback through the front brake lever during spirited riding.

755cc parallel-twin engine: where the Hornet earns its name

The Hornet uses Honda's 755cc liquid-cooled, eight-valve parallel twin with a 270-degree crank. Official output is 67.5kW at 9,500rpm with 75Nm of torque at 7,250rpm.

Those numbers only tell part of the story. On the road, the most obvious difference between this and Honda's CB650R is how quickly the Hornet delivers useful drive. The inline-four CB650R encourages you to chase the revs. The CB750 gives you much more immediately.

That low- and mid-range response made a particularly strong impression around town. Liam found himself able to pull cleanly from relatively low revs without constantly chasing the gearbox, before the engine built into a stronger top-end as the revs climbed.

For everyday UK riding, that flexibility is arguably more useful than a spectacular number at the top of the rev counter. Overtakes, gaps in traffic and corner exits require very little planning.

Honda E-Clutch: gimmick or genuinely useful?

The 2026 model adds Honda E-Clutch working alongside Throttle By Wire. It remains a six-speed manual gearbox, but the system can handle clutch operation when pulling away, stopping and changing gear. You can still use the clutch lever whenever you want or switch E-Clutch off through the TFT.

On the 750 platform, E-Clutch and Throttle By Wire also work together to provide precise rev-matched downshifts. In Liam's B-road test this was one of the features that genuinely added to the experience rather than simply making the specification sheet longer.

Downshifts were smooth and stable on the way into corners, with the accompanying exhaust note adding a bit of theatre. Around town, meanwhile, removing repeated clutch work made stop-start riding noticeably easier.

It is a useful distinction from a conventional automatic motorcycle. You still choose the gears and retain a clutch lever if you want it; the system simply removes the need to operate that clutch manually all of the time.

Technology and rider modes

A five-inch colour TFT handles the Hornet's settings and includes Honda RoadSync smartphone connectivity. The factory riding modes are Sport, Standard and Rain, alongside a configurable User mode.

Within the configurable settings, Honda allows adjustment of engine power, engine braking, Honda Selectable Torque Control and Wheelie Control. That gives the Hornet considerably more electronic flexibility than the simple, mechanically focused middleweights of a few years ago.

Crucially, Liam found the technology easy to live with on the road. It supports the ride rather than becoming the entire reason for buying the bike.

What is the Honda CB750 Hornet like through town?

This may be where the Hornet makes the strongest everyday case for itself. Despite offering proper middleweight performance, it feels slim and manageable between traffic.

Liam found the narrow bars and compact riding position confidence-inspiring when filtering, while the immediate torque makes pulling away from lights almost comically effortless. Add E-Clutch and there is very little physical workload involved.

Honda lists the E-Clutch model at 196kg kerb, yet it disguises that figure well at low speed. Liam's overriding impression was of something that felt smaller and lighter than its performance suggested.

The responsive throttle deserves some respect if this is your first larger-capacity motorcycle, but the calmer riding modes give you an easy way to soften the experience while getting accustomed to the bike.

Comfort and motorway riding

At 6ft, Liam could put both feet flat on the floor with a bend in his knees thanks to the 795mm seat height. The riding position also felt noticeably more relaxed to him than the CB650R when the speeds increased.

As with most unfaired nakeds, wind protection is essentially absent. The upside is relatively clean airflow until you find yourself sitting behind disturbed traffic. The engine itself dealt with faster roads comfortably, with useful roll-on acceleration available without hunting for the perfect gear.

One of Liam's more interesting observations was the lack of intrusive vibration on the particular Hornet tested. At dual-carriageway speeds he found the bike smoother than the CB650R he had recently ridden.

If you expect to spend plenty of time on faster A-roads or motorways, a screen is one of the more obvious practical upgrades. Check out our motorcycle screens for extra wind protection on longer rides.

Handling, suspension and B-road performance

The B-roads were where Liam's opinion of the Hornet really changed. Honda uses 41mm Showa SFF-BP upside-down forks with 130mm of travel and a Pro-Link rear shock offering 150mm of travel.

On the test route, the suspension landed in a useful middle ground. It was not harsh enough to spoil typical British road surfaces but retained enough control for quick changes of direction and committed cornering.

The Hornet tipped into bends quickly, held its line cleanly and made changing direction feel remarkably easy. Combine that chassis with the instant response from the 755cc twin and the automatic downshift blipping, and the bike takes on a much rowdier character than its Honda badge might lead you to expect.

Brakes: the one area Liam wanted more from

Honda equips the front with twin 296mm floating discs and radial-mounted four-piston Nissin calipers, backed by two-channel ABS.

There was no shortage of stopping ability during Liam's road test, but the lever feedback did not impress him as much as the rest of the chassis. He described the front brake as slightly numb when riding quickly.

That did not undermine confidence or prevent the bike from stopping effectively, but riders who place a lot of importance on detailed brake feel should pay particular attention to it during a test ride.

Sound and character

A parallel twin is never going to mimic the high-revving soundtrack of Honda's inline-four CB650R, and riders choosing between the two should be realistic about that.

The 270-degree crank does give the Hornet a deeper, more uneven pulse, though, and the rev-matched downshifts add pops and bangs when the bike is ridden hard. Liam's verdict on the standard soundtrack was simple: it sounds better from the saddle than he expected.

The bigger difference is how the two engines encourage you to ride. The CB650R rewards revs and commitment. The CB750 Hornet delivers its entertainment much earlier and with less effort.

Ownership, Running Costs & Reliability

Honda quotes fuel consumption of 4.3L/100km, equivalent to roughly 65.7mpg on the UK imperial scale. Combined with the 15.2-litre tank, that produces a theoretical range of around 220 miles. Real-world range will be lower, especially if you ride the Hornet in the enthusiastic way its engine encourages.

Honda's official maintenance information includes the initial 600-mile service point and scheduled maintenance thereafter, with the European maintenance schedule using 8,000-mile intervals for many periodic checks alongside annual requirements. Individual jobs vary with mileage, so owners should follow the schedule for their exact bike rather than treating one mileage figure as a blanket service interval.

Honda does not publish one national fixed retail price for every CB750 Hornet service because labour rates and the work required vary by dealer and mileage. Eligible new bikes can be covered by Honda service plans, including options that cover the 600-mile service and subsequent annual services. You can check the latest requirements through the Honda UK servicing information.

The warranty position is particularly useful for riders planning to keep the bike. Honda provides a standard two-year motorcycle warranty, with qualifying bikes able to receive annual extensions up to six years in total when the required scheduled servicing is completed through an authorised Honda dealer or service centre. Full conditions are available from Honda UK.

As for reliability, it is too early to make a defensible long-term judgement specifically about the 2026 CB750 Hornet E-Clutch. Liam's expectation of typical Honda dependability is understandable, but the updated E-Clutch version needs time in owners' hands before long-term reliability can be properly assessed.

The same applies to resale value. A 2026-specific residual-value trend has not yet had time to establish itself. Keeping the servicing history complete and maintaining eligibility for Honda's extended warranty programme should at least make a used example easier for a future buyer to assess.

For two-up use, the Hornet can carry a passenger and rear spring preload is adjustable to account for changing loads. It is still fundamentally a compact naked roadster rather than a dedicated tourer, however, so anyone planning regular two-up holidays should test the pillion accommodation before buying and factor luggage and wind protection into the overall setup.

How the Honda CB750 Hornet compares to its rivals?

The Yamaha MT-07 remains an obvious rival and probably the closest match for the Hornet's playful personality. Yamaha's CP2 parallel twin has built its reputation around accessible torque, low weight and a mischievous feel. The Honda counters with noticeably more outright power and a broader electronic package, while E-Clutch gives riders a distinctive halfway point between a conventional manual bike and a fully automated transmission. If minimum weight and stripped-back simplicity matter most, the Yamaha remains difficult to ignore; if you want more performance and technology without moving into a larger class, the Honda has the advantage.

The Suzuki GSX-8S takes a slightly different route. Its 776cc 270-degree parallel twin produces 82.9PS and 78Nm, so it gives away some peak power to the Hornet but offers slightly more quoted torque. Suzuki also fits a bi-directional quickshifter as standard, plus its own rider modes and traction control. At a current UK list price from £8,299, however, the GSX-8S sits above the £7,549 E-Clutch Hornet, strengthening Honda's value argument.

The updated Triumph Trident 660 is perhaps the most interesting 2026 comparison. Triumph now quotes 95PS and 68Nm from its three-cylinder engine, alongside Triumph Shift Assist, three riding modes, cornering ABS, cornering traction control and cruise control, with UK pricing from £7,795. The Triumph offers the more distinctive triple-cylinder soundtrack and now has a particularly strong electronics package. The Honda answers with more torque, a lower current list price and the unique flexibility of E-Clutch.

Ultimately, the MT-07 is still the raw, lightweight choice, the GSX-8S is a torquey and well-equipped alternative, and the Trident 660 brings triple-cylinder character and a strong 2026 specification. The Hornet's trick is combining serious performance, easy road manners and E-Clutch at a price that leaves very little obvious missing.

Verdict

Liam started the ride expecting to prefer the CB650R. By the end, the CB750 Hornet had made a much stronger case than he expected.

It is easier through town, impressively relaxed on faster roads and far more playful once you reach a decent stretch of B-road. The 755cc twin delivers the useful punch that an inline-four cannot match at lower revs, while the chassis changes direction with very little effort.

E-Clutch also feels particularly well suited to this bike. It makes commuting easier without removing the involvement of choosing your own gears, then adds fast, rev-matched shifts when the pace increases.

The brakes could communicate more, long-distance riders will want wind protection and the styling will divide opinion. None of those issues changes the bigger picture.

Tested by Liam Simm, Moto Planet presenter and rider, on real UK roads, the 2026 CB750 Hornet comes across as one of Honda's most convincing middleweight all-rounders and quite possibly its most playful one yet.