Naked model hit the market starting at R$ 53.694 as suggested price; according to FIPE, it reaches R$ 57,700
In 2025, the new Honda Hornet finally arrived on the Brazilian market, after three years of waiting. Totally different, under a 750 twin-cylinder engine, it received several criticisms, after all the old 600 had four cylinders. However, even without the same characteristic noise, the new Honda Hornet stands out in engine and chassis. At Honda’s invitation, we drove 230 km with the model and took our opinions.
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Developed by the Italian division of the Japanese brand, the new Honda CB 750 Hornet is a totally different motorcycle from the old “vespa”. Now with a faithful design, it was designed to have its tank fins similar to the wings of a wasp. Looking closely, even the front of the bike resembles the head of a bee (which, honestly, wasn’t so interesting).
Leaving the aesthetics, the design of the model had a geometry that leads to a very fun driving. The 25° caster angle, wheelbase of 1,421 mm and its 180 kg (dry) make it an agile and light model.
And this lightness even extends to its 755 cm³ twin-cylinder engine, capable of 69.3 hp and 7.04 kgf.m. Even if it is not as powerful as the old four-cylinder or the European variant — which has another map and, with that, 22 hp more — this 56 kg engine can deliver more than 200 km/h of top speed.
The new Honda Hornet engine also stands out for two very specific technologies: the Vortex Flow Ducts system and the Unicam technology.
In summary, the Vortex Flow Ducts system creates a constant airflow from the side air intakes to the filter. When air enters through the intake, it begins to make a vortex. At this moment, the box tapers and the air gains strength. With a stronger air intake, the air-fuel mixture enters the engine faster, and the bike’s throttle response is more efficient. In practice, this technology means that, as soon as the pilot presses the accelerator, the models respond with superior efficiency.
Honda’s Unicam system is a camshaft solution that uses only one camshaft in the head, combining features from SOHC and DOHC engines. In this system, the control acts directly on the intake valves, while the exhaust valves are activated by rocker arms, which allows the size, weight and complexity of the engine to be reduced.
In the parts closest to the ground, the model has 130 mm inverted forks at the front and 130 mm Pro-Link at the rear, wheel and tires 120/70 ZR17M/C and 160/60 ZR17M/C, respectively. On the brakes with ABS, double 296 mm discs at the front and 240 mm single discs at the rear.
Going up the Urubici mountain range, in Santa Catarina, much of the Honda CB 750 Hornet can be expressed. The whole set of this new intermediate naked, in fact, does not deliver a bike that reaches the highest final speeds, but its torque is greater and faster compared to the old one.
The old 600F Hornet reached 6,5 kgf.m at 10,500 rpm; The new 750 reaches 7,04 kgf.m at 7.000 rpm. In practice, this characterizes a much more precise, efficient and immediate “hit” to acceleration. With a very progressive delivery, the engine also has a better response at higher revs (from 7,000 rpm).
The chassis and, especially, the ease of cornering are also positive points on the bike. Even inexperienced drivers can easily lie down on the model.
The biggest negative points are aligned with comfort. Handlebars and seats, as well as most of the sportiest models, are not the most comfortable, but they are not among the worst in the category either. The footpegs, by character, leave the legs flexed (a problem for taller drivers).
Finally, the new Honda CB 750 Hornet can be described as one of the most fun bikes that Honda has developed in recent years. But here there is a point of attention: the ease of driving can encourage the less experienced.
