The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours. (Photography & videography by Align Media)
The 2025 Honda CB1000 Hornet SP arrives in the U.S. with big-boy performance and premium touches. It’s powered by a re-tuned 998c inline-Four from the CBR1000RR and offers five ride modes, a slip/assist clutch, and a quickshifter. It comes with a fully adjustable Showa fork and fully adjustable Öhlins rear shock, dual Brembo Stylema front calipers, ABS, traction control, wheelie control, and a 5-inch TFT display with smartphone connectivity.
We took this streetfighter for a spin through California’s Gold Country and enjoyed its smooth and fast character, premium components, and predictable handling. Its combination of street-going comfort and high-tech performance makes it particularly appealing to seasoned riders.
The CB750 Hornet is a light, flickable bike. (Photography & videography by Align Media)
The Honda CB750 Hornet has finally landed in the U.S. for 2025 after two years in Europe. It’s powered by a 755cc Unicam parallel-Twin shared with the XL750 Transalp and includes a 270-degree crank and five ride modes. Other features include Showa suspension, Nissin brakes, a stiff steel-diamond frame, upright ergos, and a 5-inch TFT display with smartphone connectivity.
We head to California’s scenic Sierra Nevada foothills to test this bike from twisty canyons to highways. This middleweight Hornet impressed us with its versatile performance, capable of everything from commuting to backroad bombing at a reasonable MSRP of $8K.
New to the U.S. market for 2025, the Honda NT1100 DCT sport-tourer is based on the Africa Twin platform, is only available with Honda’s Dual-Clutch Transmission in the U.S., and is powered by a 1,084cc parallel-Twin that makes 101 hp and 86.2 lb-ft of torque. It includes five riding modes, Selectable Torque Control, ABS, dual radial-mounted front brakes, and a 6.5-inch TFT display with Apple CarPlay.
We took the new NT1100 DCT on a spirited ride along canyon roads from Costa Mesa to Borrego Springs in California, testing the bike’s features, handling, and performance. From the Dual-Clutch Transmission and high-revving engine to the Showa SFF-BP fork and adjustable windscreen, there’s a lot to say about this sport-tourer. In this video review, Quinn Redeker shares his honest thoughts and impressions.
Two new-for-2025 Honda Hornet models, the CB750 Hornet (left) and CB1000 Hornet SP (right), inject new energy into the streetfighter segment. (Photos by Align Media)
Most people fear hornets, but they are surprisingly shy and only become aggressive when they have to be. This is also true for two new-for-2025 Honda Hornet motorcycles. After creating buzz in Europe since 2023, the long-awaited CB750 Hornet and CB1000 Hornet SP have finally landed in the U.S., ready to inject fresh energy into the streetfighter category. Both offer aggressive styling, modern tech, and finely tuned performance that targets everyone from new to veteran riders.
The 2025 Honda CB1000 Hornet SP (left) is available in Matte Metallic Black and the CB750 Hornet (right) is available in Matte Pearl White (shown) and Matte Metallic Black.
Honda invited us to test both Hornets during a two-day press ride across nearly 400 miles of California’s scenic Sierra Nevada foothills and historic Gold Country. From twisty canyons to roller-coaster roads and sun-drenched highways, we got friendly with these two sharp additions to Honda’s lineup.
Day 1: Honda CB750 Hornet
We like the splash of red on the Matte Pearl White color option on the CB750 Hornet.
We kicked off from downtown Sacramento, riding northeast into the Sierra Nevada foothills toward Auburn State Recreation Area, looping back via Placerville. This 200-mile route gave us a chance to put the CB750 Hornet through its paces, and it delivered.
The CB750’s 755cc Unicam parallel-Twin is shared with the XL750 Transalp, and it’s an absolute treat. It’s smooth down low but really comes alive in the mid to upper rev range. The 270-degree crank gives it a throaty, engaging feel, and for a stock exhaust, the sound is surprisingly deep and growly. I love the tune of the exhaust; it impressed me more and more throughout the ride.
The CB750 Hornet’s 755cc parallel-Twin is shared with the Transalp. In the U.S., it makes 83 hp at 8,500 rpm.
What really sets the CB750 apart is its handling. With a 422-lb curb weight and a stiff steel-diamond frame, it feels flickable and light on its feet. The Michelin Road 6 tires with a 160/70 rear help the bike dive into corners confidently and carve through canyon roads. The Showa suspension, a nonadjustable Separate Function Fork-Big Piston and preload-adjustable, remote-reservoir Pro-Link shock with 5.1 inches of travel front and rear, punches above its weight. It handled whatever I threw at it! From soaking up bumps and keeping things planted during spirited riding to bringing the front wheel up on command, it took it all in stride.
The CB750 Hornet is a light, flickable bike.
Comfort and usability were clearly top of mind when designing the CB750. At 5-foot-6, I found the 31.3-inch seat height approachable, and the upright ergos, wide handlebar, and slightly rear-set pegs provide a natural, in-control position. There are multiple ride modes to choose from: Standard, Sport, Rain, and customizable User 1 and User 2. User modes allow the rider to set preferences for throttle response, engine braking, and traction control, adding to the bike’s versatility. The 5-inch TFT display is crisp and easy to read, and Honda’s RoadSync integration adds smartphone functionality like navigation, calls, and music. Menus and settings are controlled via a four-way backlit switch on the left grip. All lighting is LED, there’s a USB-C port under the seat, and turnsignals are self-canceling.
Honda Selectable Torque Control (aka traction control) with integrated wheelie control has three levels or it can be turned off.
The CB750 Hornet is the definition of a “sleeper.” It might not scream superbike, but it delivers thrills in abundance, especially on twisty roads. It’s more composed and less twitchy than rivals like the Yamaha MT-07, yet it still has that raw 2-cylinder charm. The electronics are helpful without being overbearing, and the ergonomics make it accessible for a wide range of riders. The handling is sharp, the powerband is exciting but manageable, and the whole package feels light, intuitive, and fun. Keeping up with the other riders on the CB1000 was no issue while riding the CB750, and I couldn’t hold back my grin while chasing them down!
For commuting, backroad bombing, or anything in between, the CB750 Hornet is a confident, charismatic middleweight that delivers versatile performance for a reasonable price. It’s a perfect entry-level or upgrade machine for newer riders, but it won’t leave seasoned riders bored.
Day 2: Honda CB1000 Hornet SP
The Honda CB1000 Hornet SP replaces the CB1000R Black Edition.
The second day brought a shift in character and machinery. Riding through California’s Gold Country on a 190-mile loop, I stepped up to the CB1000 Hornet SP. This bike brings big-boy performance with premium touches, and you feel it the moment you twist the throttle.
Powered by a re-tuned 998cc inline-Four from the 2017 CBR1000RR, the CB1000 Hornet SP is smooth, fast, and full of character. It’s paired with a throttle-by-wire system with rider modes (Sport, Standard, Rain, User 1, and User 2) and a 6-speed transmission with a slip/assist clutch. The SP is also equipped with a quickshifter with auto-blip capabilities, and the quickshifter’s sensitivity can be adjusted to respond to a softer to harder press of the shifter.
Compared to the CB750 Hornet, the CB1000 Hornet SP is a big step up in terms of power, performance, and refinement.
Despite being derived from a superbike engine, the CB1000 Hornet SP felt entirely controllable. The power never seemed too much and certainly not too little. The linear power delivery was so smooth that I didn’t realize how fast I was going until I looked down at the speedo…and saw a high number!
While heavier than the CB750, the CB1000 didn’t feel like a lumbering brute. Its Bridgestone Battleax S22 tires with a 180/70 rear delivered excellent grip and agility. It took more muscle than the CB750 to flick it into tight turns, but it responded predictably and with poise. The fully adjustable 41mm inverted Showa SFF-BP fork and fully adjustable Öhlins TTX36 rear shock are a big upgrade, keeping the ride composed even when pushing hard on less than perfect pavement. The CB1000 thoroughly surprised me with how comfortable it felt at differing speeds and riding environments. It handled excellently in the twisties, comfortably on the highway, and easy in city commuting.
The Showa SFF-BP is fully adjustable, and the front calipers are primo Brembo Stylemas.
Braking was equally impressive, thanks to Brembo Stylema front calipers squeezing 310mm discs, serious hardware with real bite. The rubber brake lines did not seem to limit the performance of the brakes, and the ABS was not intrusive. The only hiccup for me was the Honda Selectable Torque Control (aka traction control), which felt a bit too eager for my taste. Wheelie control is also integrated into HSTC, but luckily, it’s easy to turn off so I could test how light I could make the front end.
The 5-inchTFT display has three themes: a bar-style tach (shown), a circle-style tach, or a simple theme with just numbers. Both Hornets feature Honda’s RoadSync Bluetooth system.
Like the CB750, the CB1000 has a 5-inch TFT display with three display modes and Honda’s new RoadSync system, which pairs to a smartphone via Bluetooth. It also has a four-way backlit menu controller on the left grip, LED lighting, self-canceling turnsignals, and a USB-C port under the seat.
The CB1000 Hornet SP is the grown-up sibling. It’s not as immediately playful as the CB750, but it brings a level of refinement, speed, and tech that places it firmly among other naked bikes such as the Yamaha MT-10. Despite its power and size, it’s surprisingly approachable. The engine is predictable and tractable, the electronics make it customizable, and the chassis feels solid at both high and low speeds. The Öhlins shock gives it an edge in ride quality, and the Brembo brakes provide plenty of stopping power. And let’s not forget that classic inline-Four sound and performance, a staple among sportbike enthusiasts.
The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours.
The SP is a bike that feels right at home on a Sunday backroad sprint, on long stretches of freeway, and even in the close quarters of city riding. For experienced riders who want sportbike thrills without committing to clip-ons and race ergonomics, the CB1000 Hornet SP hits the sweet spot.
Honda Hornet Final Thoughts
Honda has given us two very different expressions of the streetfighter with the 2025 Hornet lineup, and both sting in their own way.
The CB750 Hornet is the scrappy boxer that’s lightweight, flickable, and loaded with charm. It’s easy to ride but rewards confidence, and its parallel-Twin delivers just the right amount of punch for real-world fun. It’s ideal for newer riders or anyone who wants a bike that’s as playful as it is practical.
The CB1000 Hornet SP is the polished heavyweight that’s powerful, refined, and high-tech. It brings in serious performance chops from the Fireblade family but is packaged for the street. For seasoned riders who want liter-bike power without sacrificing comfort, this one’s a knockout.
Perhaps the most attractive factor to consider is the price of these enticing machines, with the CB750 Hornet priced at $7,999 and the CB1000 Hornet SP at $10,999. These are competitive prices when considering other naked bikes in their respective classes.
Honda reached a significant milestone this week by hitting a cumulative global production of 500 million motorcycles. To celebrate the occasion, the company hosted a ceremony at the Honda Motorcycle and Scooter India Private Limited facility in India’s Ahmedabad District on May 22.
The 1949 Dream D-Type was the first motorcycle produced by the company.
Honda’s first motorcycle produced was the Dream D-Type in 1949. Its 100-million-unit milestone was achieved in 1997, taking 48 years to reach. The next milestones came more quickly, with 200 million units produced by 2004, 300 million units in 2014, and 400 million in 2019. Throughout that time, the company has continued opening production in countries around the world. Its first overseas production facility opened in Belgium in 1963.
The Marysville, Ohio, plant began producing dirtbikes in 1979.
Honda began North American motorcycle production in 1979 at its plant in Marysville, Ohio, starting with the CR250R dirtbike. The company has since produced 30 motorcycle models in the U.S. and just over 1 million units, with the two most heavily produced models being the Shadow and Gold Wing platforms.
1980 GL1100 Gold Wing Interstate
Today, the company has an annual production capacity of more than 20 million units in 23 countries and 37 production entities, delivering products through its network on more than 30,000 dealers.
1993 Shadow 1100
“I would like to thank our customers and all stakeholders who were involved in achieving this milestone, from development to production, sales, and service,” said Toshihiro Mibe, Honda Motor Co., Ltd.’s president, CEO, and representative director. “Honda will continue to take on the challenge of expanding the joy of our customers around the world.”
2025 NT1100 DCT
Rider congratulates Honda on this incredible achievement and will continue to bring readers news and reviews about Honda motorcycles as well as many other brands. Check out our Honda page to find recent reviews of the Gold Wing 50th Anniversary Edition, the NT1100 DCT, the Transalp, the CB650R and CBR650R with E-Clutch, and many more.
The Honda XL750 Transalp and NC750X middleweight adventure bikes are updated for 2025.
Two middleweight adventure bikes, the Honda XL750 Transalp and Honda NC750X, return for 2025 with a few upgrades each. Common to both bikes are new LED headlights and updated 5-inch TFT displays, and both ADVs make use of Durabio, a sustainable bio-based polycarbonate resin. The Transalp will begin arriving in dealerships in June 2025, and the NC750X will arrive in May 2025.
2025 Honda XL750 Transalp
The Honda XL750 Transalp returns after its second year in the U.S. market with a few upgrades aimed to improve comfort and convenience, including changes to its aerodynamics, instrumentation, lighting, and suspension settings.
2025 Honda XL750 Transalp in Deep Pearl Gray
The Transalp entered the U.S. market in 2024 equipped with a 755cc parallel-Twin engine, five ride modes, traction control, ABS, and 21- and 18-inch front and rear spoked wheels with tube-type tires. For more information and riding impressions, read our Honda XL750 Transalp review.
For 2025, the Transalp gets a new central aero duct in the upper fairing to improve aerodynamics and agility. The windscreen is now constructed from high-transparency Durabio and is said to reduce buffeting around the helmet with the help of the revised middle cowl. This redesigned front end is focused around a new dual-projector LED headlight. The updated 5-inch TFT display features optical bonding to make it more visible in bright sunlight and now offers Honda RoadSync iOS/Android smartphone connectivity.
2025 Honda XL750 Transalp in White
The 43mm inverted Showa Separate Function Fork is now tuned to offer less compression and rebound damping and offers 7.9 inches of wheel travel and preload adjustment. The remote-reservoir Showa shock with Pro-Link system features increased compression and rebound damping for more control on uneven ground, as well as offering preload adjustment and 7.5 inches of travel. Ground clearance is 8.3 inches.
The 2025 Honda XL750 Transalp will be available in White or Deep Pearl Gray with an MSRP of $9,999.
The XL750 Transalp will be available in White and Deep Pearl Gray.
2025 Honda NC750X DCT
Honda’s “Swiss Army knife” adventure bike also returns for 2025 with a few updates. Introduced in 2012 as the NC700X and upgraded in 2021 with more engine performance, lower weight, and a reduced seat height, this ADV gets refreshed styling, improved brakes, lighter wheels, a revised DCT transmission, and a more visible TFT display.
2025 Honda NC750X DCT in Matte Pearl White
The NC750X’s 745cc parallel-Twin returns for 2025, but its Dual-Clutch Transmission has been improved. The new version is said to offer a more delicate clutch response thanks to its ability to estimate the oil pressure of the clutch piston chamber and review the way feedback gain is applied. The DCT also gets a setting to facilitate low-speed riding. It offers four ride modes that affect settings for power, engine braking, and Honda Selectable Torque Control.
The NC750X DCT sports a storage area that holds 23 liters.
The bike’s upper and lower fairings are revised with sharper creases and detail lines, as well as easier removal and installation. The new seat cover features added stitching, and there’s a revised cover for the storage area where the fuel tank would traditionally sit. The bike also gets a new LED headlight and a revised tailsection. It also makes use of Durabio material in some fairing parts, the windscreen, and a few other components.
A four-way toggle on the left controls operates smartphone connectivity on the TFT screen.
Like on the Transalp described above, the NC750X’s 5-inch TFT screen is improved with optical bonding to make it more visible in bright sunlight, and it offers Honda RoadSync connectivity with a simplified and backlit four-way toggle-switch on the left-hand controls.
The previous single 2-piston front caliper and 320mm disc is replaced with dual 2-piston axial-mounted calipers paired with 296mm discs. Rear braking components remain the same: a 1-piston caliper paired with a 240mm disc. New 17-inch “three-by-three” spoke cast-aluminum wheels save 4 lb of unsprung weight compared to the previous wheels.
2025 Honda NC750X DCT in Matte Pearl White
The 2025 Honda NC750X DCT will be available in Matte Pearl White with an MSRP of $9,499.
The 2025 Honda NT1100 DCT is a new-to-the-U.S. sport-tourer derived from the Africa Twin. (Photos by Simon Cudby)
First thing’s first: Although the 2025 Honda NT1100 DCT is new to the U.S. market, Honda introduced this platform in Europe in 2022. So while this motorcycle is “new” to you and me, it’s not “first-model-year-glitches” new. By the time I got my sticky little fingers on it, Honda had already sold over 12,000 NT1100s, giving them ample time to work out whatever little niggles this platform had since its introduction. That’s important, because while my two-day test ride doesn’t speak to long-term reliability, thousands of units sold over three years surely does.
The only color option is Pearl Hawkeye Blue. The panniers (32L right, 33L left) are accessories. An accessory top case is also available.
I should also mention that the U.S. model will only be available with a 6-speed automatic Dual Clutch Transmission. That means there is no clutch lever or shift lever like your cool neighbor Bob might be familiar with. Sure, as a manual clutch guy since I was 9 years old, I was initially a little nervous about spending two days with a DCT, even though it’s been available on various Honda products since 2010, with hordes of motorcycle faithful waving off a traditional clutch system ever after. But I gleefully abandoned any concerns precisely two minutes into the ride, and so will you. More on that later.
The NT1100 DCT is powered by a 1,084cc parallel-Twin that makes 101 hp and 86.2 lb-ft of torque. As the model name implies, all U.S. models are equipped with a 6-speed automatic Dual Clutch Transmission.
Once I geared up and swung my leg over the NT1100, I noticed it felt a bit taller, slimmer, and lighter than other sport-tourers I’d ridden in the past. As a former motor officer, I’ve spent substantial seat time on the Honda ST1300, Kawasaki Concours 14, Yamaha FJR1300, and BMW models from the 1150RT-P up to the current 1250RT-P. Compared to those, the NT1100 is most definitely less imposing, say more along the lines of the Africa Twin, from which this platform is derived. The bar placement is a little higher and wider than the above-mentioned sport-tourers, the 5.4-gallon tank feels comparatively narrower between my legs, and the five-position manually adjustable (one hand does the trick) windscreen seems far smaller. That said, I also noticed my legs tuck in nicely inside the bodywork, the grips are heated, and the seat is thick and wide, with almost 3 inches of padding. These are just a few signs that the NT1100 had touring on the brain when it was born.
The windscreen is adjustable for height/angle over five positions. Wind deflectors between the windscreen and fairing are standard.
Upon firing the 1,084cc parallel-Twin Unicam motor to life, I was rewarded with a smooth but somewhat grunty undertone at idle. I also noticed a lack of vibration or engine chatter that sometimes accompanies motors that make themselves known at standstill. This has to do in large part with the fact that the engine uses biaxial balance shafts, which substantially knock down unwanted vibrations at all rpm, including idle. This balancing act has the added benefit of allowing Honda to solid mount the motor for better chassis rigidity. I appreciated the responsive yet friendly voice of the 101 horses as I blipped the throttle-by-wire while waiting impatiently to unpack the 86.2 lb-ft of torque trapped inside the compact but cozy NT1100.
To shift or not to shift (manually), that is the question.
The DCT offers three different riding experiences. I could select D for Drive, which would do it all for me, enabling automatic upshifts and downshifts while keeping comfort and fuel economy in mind. I could select S for Sport, and the ECU would let the engine rev a little higher before upshifts and would cause downshifts to occur a bit higher in the rev range for added engine braking. Or I could select MT for Manual Transmission, putting me in complete control of shifting via triggers next to the left-hand grip. After rereading my horoscope, I decided on the closest option to a traditional clutch system and selected MT.
The right switch cluster has a kill switch, DCT controls, and cruise control.
Upon making my selection and pushing the button, I noted an immediate and direct mechanical engagement into 1st gear. There was zero “clutch creep” or any indication the motorcycle wasn’t safe and controlled under me, but just in case, my friendly neighborhood Honda man advised me that the NT1100 comes with an emergency brake, a physical lever you throw (mounted on the handlebar and using a dedicated rear caliper) that prevents the bike from rolling if you’re on an incline. This includes every time you shut the bike off, because it automatically goes into neutral and can roll on the slightest of inclines. It sounded odd, but after setting the E-brake a few times, I decided I liked it. Simply put: It’s foolproof and, without question, I am a fool.
The NT1100’s parallel-Twin delivers power in a smooth, direct manner.
As I rolled on a small amount of throttle, I was rewarded with immediate forward thrust. Yes, it was smooth and controllable for sure but very direct, with no unnecessary slipping or driveline slop. Once I hit the street and accelerated, the motor pulled impressively from down low all the way through to redline, which I hit almost immediately due to my failure to shift gears. Turns out the bike still needed me to remain engaged and participatory in the shifting process, so I began using my left index finger and thumb to click through the gears, forgetting all about the lack of a clutch or toe shift lever thereafter. Old dogs can learn new tricks.
A 6.5-inch touchscreen TFT display is paired with a lower LCD panel. Wireless Apple CarPlay and Android Auto connectivity is standard.
Over the course of the next hour of riding, I began playing with the five riding modes via easily accessible switches on the left grip cluster. Once I made my selection and visually confirmed it on the 6.5-inch TFT display, the power delivery, engine braking, and ABS intervention were immediately altered. This on-the-fly adjustability, coupled with my ability to play with Selectable Torque Control, meant I had a mild-to-wild option at the push of a button. But because the NT1100 was so composed even in its wildest setting (and the weather was flawless), I chose to minimize intervention and maximize power output.
The NT1100 rolls on Metzeler Roadtec sport-touring tires, and a pair of Nissin 4-piston radial calipers handle braking up front.
When it came time to scrub in the new 17-inch radial Metzeler Roadtec tires (and footpeg feelers) on the miles and miles of twisties between Costa Mesa and Borrego Springs, California, the motor really showed me what all the fanfare was about. It didn’t matter how I ate up the tarmac. In some areas I would lug the motor from point to point, and other places I would pin the throttle, hold the gear, and stretch the rev ceiling to the moon waiting for my next turn point. The engine didn’t care; it was equally potent in either situation. And I never got caught off guard when I hustled past the landscape. When I twisted the throttle, I received perfectly metered power pulses, and the more I twisted, the more I got.
The left switch cluster seems overwhelming at first, and I often hit the downshift button when trying to toot the horn, but I soon got the hang of what to push when.
And do you remember how I mentioned I was all about the Manual Transmission mode for the DCT because I wanted to oversee all the shifting action? Well, the whole damn system worked so exceedingly well that I ended up just leaving it in Drive mode and generating an up- or downshift with my fingers when I decided I wanted a slightly different gear. And just like the Drive mode, I could set the DCT to Sport mode and still manually override the current gear by the push of a button. In short, no matter what mode I was in, I was still in charge and able to fine-tune adjustments to my gearing at any point. Could I just set it and forget it and have it do everything for me? Sure, but it took my ego a few miles of manual mode to finally let that happen.
For the police-style riding I do at competitions, I rely on the clutch A LOT. I had to adapt my style to the no-clutch-lever DCT during slow-speed maneuvers.
Where this DCT does require a rethink is in slow-speed tight environments where you would normally slip your clutch to modulate your speeds, like tight U-turns or slow-speed cone riding. With this system, I found I needed to drag the rear brake a bit and apply gentle throttle to get things done. The brake became the modulator of my momentum, while the throttle provided the needed power to the driveline. I did tight full-lock figure-eight patterns using this approach, and it’s doable in small doses.
Adding a set of color-matched panniers will set you back $1,195.88: the panniers are $779.95, the panier mount kit is $164.95, the pannier color panel kit is $209.08, and the 1-key inner cylinder set (which keys the bags to the ignition key; two are required) is $20.95 x 2.
If I had to pick an unsung hero on my ride, it would most definitely be the twin radial-mounted front brakes that worked beautifully everywhere. They were strong and fade-free and maintained good power and predictable modulation at all application points. Most notably, I didn’t suffer any unneeded intrusion from the ABS, which was a big relief when I pushed into threshold braking.
The 43mm inverted Showa Separate Function Fork-Big Piston is adjustable for spring preload only. I found the fork under-sprung, even with preload cranked all the way up.
Unfortunately, as sublime as the brakes were, they revealed a significant amount of front-end dive in the Showa SFF-BP fork. With one fork tube handling compression and the other rebound, I found the fork to be under-sprung when the speeds picked up and I began making quick direction changes. Even after I grabbed a flathead screwdriver and set the preload adjuster to max, they still felt too soft for my liking. That said, the non-adjustable compression and rebound settings did a good job of helping keep the fork somewhat planted when they rapidly moved through their range of motion.
The Honda NT1100 has the right ergonomics for a sport-tourer: an upright seating position, a comfortable reach to the bar, and ample legroom.
As for the rear shock, I was able to stiffen the bike up a bit and settle it back down all with a spin of a preload knob, with a range of adjustability that should suit two-up rides without issue. I would rate the suspension a solid B (an A if you dropped in a higher-rate spring in the fork) because for all the unwanted fork dive I’m whining about, the NT1100 dropped into corners willingly, tracked through mid-corners predictably, and maintained stability and traction upon corner exit, all the while remaining comfortable and composed on long stretches of highway.
Other things I noted while at speed, in no particular order: The windscreen is, in my opinion, far too small for meaningful touring. I experienced significant buffeting in all positions and speeds. No, it’s not a deal breaker, but I’d plan to step up your paper route and buy a bigger option when it becomes available. And the TFT touchscreen display looked and worked beautifully, allowing me to keep my gloves on the entire time I operated it.
The Honda NT1100 is a smooth operator.
What wasn’t as easy to operate was the turnsignal, because most times I made the attempt, I inadvertently hit the DCT paddle located directly underneath it and facilitated an unwanted downshift. I must have bumped it 20 times over two days of riding. Not great.
On the technology side, I appreciated accessing the USB-A port to keep my phone charged while I connected to the wireless Apple CarPlay (Android Auto is also standard). And while I seamlessly engaged the cruise control and it worked as advertised, I ended up shutting it off because it’s not an adaptive system that adjusts my speed and following distances, so I got tired of continuing to readjust it.
Yes, the NT1100 has chain final drive. All you shaft lovers can add your complaints below.
My overall opinion of this motorcycle is highly favorable. With an MSRP of $11,899, you get a wonderful do-it-all motorcycle with Honda reliability. That’s tough to beat. And for the relatively low additional cost of a larger windscreen and a fork spring swap, I could (and would) take this motorcycle just about anywhere my idiot friends decided we should go. Does it have all the power, comfort, adjustability, technology, and cache of more expensive motorcycles? No, but I’d venture that if you fancy yourself a mile-munching motorcyclist, it won’t matter much to you. The 2025 Honda NT1100 will go as long and far as you dare, with enough creature comforts to help compensate for the fact that the brain might still feel 12 years old but the body surely does not.
2025 Honda NT1100 DCT in Pearl Hawkeye Blue with accessory panniers
2025 Honda NT1100 Specs
Base Price: $11,899
Price as Tested: $13,095 (panniers, pannier mount kit, pannier color panels, lockset)
On the first day of our Honda Gold Wing tour, we rode from Birmingham, Alabama, to Apalachicola, Florida. (Photos by Align Media)
Sitting astride a 1975 Honda Gold Wing GL1000, a motorcycle only a couple years younger than I am, my eyes took in the Candy Blue Green paint on the “tank” (it’s just a cover since fuel is stored under the seat), the slightly sun-faded twin gauges, and the colorful indicator lights nestled between them.
My nose smelled unburned gasoline. The 999cc flat-Four engine, which had been running steadily for the better part of an hour, was running rich.
Hisaho Nozue, Larger Project Leader for the first Honda Gold Wing, designed the GL1000 to be a “majestic machine” with “a hidden initiative spirit,” offering class-leading performance with dignity. “An aristocratic grand tourer couldn’t have any rattles or vibration,” said Nozue-san. “It had to be quiet, spacious, and comfortable.”
My gloved hands held the ribbed rubber grips, and my right hand twisted the cable-actuated throttle to rev the engine. Butter smooth with a throaty burble from the twin pipes.
My left foot pressed the shifter down into 1st with an audible clunk. I eased out the clutch, which had a very narrow friction zone, with as much finesse as I could muster, not wanting to stall it in front of an audience.
The spirit of the 1975 GL1000 lives on in the 2025 GL1800.
I was in the final pairing of journalists who would ride a first-year Gold Wing and a current-year Gold Wing – a 50th Anniversary Edition resplendent in Eternal Gold, a colorway inspired by iconic GL1200 and GL1500 paint schemes – back-to-back at Barber Motorsports Park, a beautiful racetrack that twists and turns among rolling green hills near Birmingham, Alabama.
Two weeks earlier, I had spent nearly a full day chasing Senior Editor Kevin Duke around the Winding Road Course, a 4.5-mile test track at the Honda Proving Center in California’s Mojave Desert, on an identical Eternal Gold GL1800 for our video “Think You Know the Honda Gold Wing? Think Again.” Check it out below.
At Barber, I wanted to ride the GL1000 first so I could start at the beginning of the Gold Wing story. But that also meant I would get my first-ever ride on a 50-year-old motorcycle (before this, the oldest Wing I had ridden was Rider’s former photo wagon, a 2000 GL1500 SE 25th Anniversary Edition) while also on my first-ever ride around the Barber track, a tricky circuit with several blind crests that had an obstacle course of distracting traffic cones left over from a Porsche driving school that had just finished for the day.
As I pulled onto the track and began to accelerate, my first anxious thought was Don’t crash! The GL1000 was a beautiful example of a 50-year-old classic on loan from a private owner, and I didn’t want to be that guy.
Smooth, graceful laps at Barber.
My next thought was This thing feels small! With no fairing and no windscreen, the GL1000 all but disappeared from view, and the 640-lb bike felt light and slim between my knees.
After completing the first half-lap, once I realized that the red dash light that came on every time I applied the brakes was normal and that the gearbox needed to be treated with care to avoid chirping the rear tire during downshifts, I came to appreciate how much of the original Gold Wing DNA has been passed down over five decades and six model generations.
50th Anniversary Edition Gold Wings: Tour models in Bordeaux Red Metallic and Eternal Gold and a standard model in Matte Metallic Black.
The first-year GL1000, which, in the words of Large Project Leader Hisaho Nozue, was designed to be a “grand tourer with aristocratic elegance,” had all the traits that became Gold Wing hallmarks: a smooth-running liquid-cooled flat engine; generous low-end torque; easy but steady handling thanks to a low center of gravity, courtesy of the engine configuration and underseat fuel tank; shaft final drive; and long-haul comfort.
My two laps around Barber amounted to less than 5 miles on the GL1000, but I would gladly have ridden it cross-country.
The Gold Wing has come a long way in 50 years. Here the 1975 GL1000 and 2025 GL1800 await their laps at Barber Motosports Park.
Swapping over to the 2025 Wing was revelatory. Yes, it felt more familiar since I’ve put thousands of miles on sixth-gen GL1800s. But it was a quantum leap, a sudden time warp from past to present, from analog to digital. The 1975 Wing was highly refined by contemporary standards, but it seemed crude compared to the modern-day GL1800. And how could it not be, given the enormous amount of time, effort, and resources devoted to the Gold Wing’s evolution over the past 50 years?
As capable as either GL was on a track, that’s not their natural habitat. Touring, at whatever speed, is the alpha and omega of the Gold Wing. To let the 2025 Gold Wing truly shine, we packed our GL luggage liners, loaded them in trunks and side cases, and hit the road for two days.
Within the brown panels on the Eternal Gold colorway are dozens of tiny Gold Wing logos, which add visual texture and depth.
Before leaving the hotel parking lot, we paired our smartphones and Bluetooth headsets with the bikes. Wireless compatibility with Apple CarPlay and Android Auto is new for 2025, and there is no longer a built-in nav system since most people use Google Maps, REVER, or other smartphone apps for routing.
The center console is the only place you’ll find mention of the Gold Wing’s 50th Anniversary Edition. It’s also on the Smart Key fob.
Our crew saddled up on a mix of 50th Anniversary Gold Wings – the standard “bagger” model and the trunk-equipped Tour model, both 6-speed manual-transmission and 7-speed automatic Dual Clutch Transmission versions.
We spent our first day riding south through Alabama on country roads. Our pace was relaxed, and with nothing new to figure out – I already knew what all the buttons were for and how to change settings – I left the Wing in Tour mode and let the DCT do the shifting for me. One of Honda’s PR guys led the ride and the music on my iPhone was on shuffle, so I didn’t have to decide where to go or what to listen to; I just sat back and enjoyed a worry-free ride on a mild, sunny day.
Birthday sparklers!
The languid pace afforded me the headspace to think about the Gold Wing’s legacy. While there are other motorcycles that have left their mark, there are few motorcycles – perhaps none – that have had such a significant impact on the industry at large. The Gold Wing certainly wasn’t the first touring motorcycle, but it was the first to transform and expand the concept of what touring could be.
Cruising along Florida’s Gulf Coast.
Thanks to brisk sales in the ’70s and ’80s, the Gold Wing almost single-handedly created and supported a thriving aftermarket. During that era, the Gold Wing became the gold standard of luxury touring, so much so that competition from other Japanese OEMs – in the form of the Kawasaki Voyager, Suzuki Cavalcade, and Yamaha Venture – came and went. In later years, BMW’s K 1200 LT and K 1600 GTL provided a European alternative, but not much in the way of serious competition. And as impressive as today’s Harley-Davidson and Indian V-Twin touring models are, they can’t match the Gold Wing in terms of handling, comfort, and refinement.
Pristine examples of each Gold Wing model generation were on display at Daytona Bike Week.
The GL1800 that debuted in 2001 was much sportier than the GL1500 it replaced, and the all-new GL1800 introduced in 2018 was sportier still. Yet, even a quarter-century later, the Gold Wing still struggles to shake its stigma as an “old man’s bike” and a “couch on wheels.” These labels are thrown around a lot, most often by people who have never ridden a Gold Wing – the same ones who get red-faced when they are passed by a Gold Wing on a curvy road. While it lacks the cornering clearance of a dedicated sport-tourer, the GL can hold its own while delivering all the luxury it’s known for.
Our Gold Wing crew rolling down Main Street at sunset.
The farther south we rode, the flatter the terrain became. Compared to roads that go over mountains or through canyons, one could say the route was boring. But that’s missing the point. I was happy to cruise along without worrying about blind corners or scraping pegs. On the Barber and Honda tracks, I appreciated the Gold Wing’s unflappable stability, monster 6-piston front brakes, and deep well of torque. On Alabama backroads, I appreciated the wind protection, comfort, and conveniences of cruise control, DCT, and Apple CarPlay.
Matthew Miles (left) and Lee Edmunds provided a history lesson about the Gold Wing.
We stopped for lunch in Troy, a quiet community in southeastern Alabama with a picturesque town square. A few hours later, we crossed into Florida. We cruised down long, mostly straight roads through Apalachicola National Forest as late-afternoon light filtered through tall stands of slash pines. The sun had set by the time State Route 65 ended at the Gulf of Mexico. We turned right on U.S. Route 98, crossed Apalachicola Bay in the dark, and dropped our sidestands in front of the Gibson Inn, a historic hotel in Apalachicola.
Japanese artist Makoto Endo uses chopsticks and India ink to paint a 50th Anniversary Gold Wing Tour.
We rose early and rode east on U.S. 98 along the Gulf Coast, crossed Ochlockonee Bay, and cruised through flat woodlands. After coffee in Perry, we turned south on U.S. Route 19. The road was flat and the scenery uninteresting, mostly stubby palmetto bushes interspersed with the occasional auto/body shop or country-cookin’ diner. My memory banks became flooded with images from my teen years in Florida: rope-swinging from a cypress tree into the Suwanee River; swimming with manatees in crystal-clear springs; piling in a friend’s car to drive to Panama City for spring break.
We continued eastward to central Florida for a late lunch in Ocala. We finally found a few twisties in the Seminole State Forest, but they were spoiled by commuter traffic. After 700 miles over two days, we arrived in Dayona Beach.
The GL1500 on display at Daytona was the 1,000,000th motorcycle built by Honda of America Manufacturing in Marysville, Ohio.
As the sun was setting, we rolled down International Speedway Boulevard. It was Friday, February 28, the first day of Bike Week – the 84th annual edition of the world’s largest motorcycle rally. We crossed the Intercoastal Waterway and rolled through the raucous pandemonium of Main Street, which was restricted to motorcycle traffic only and awash in sights, very loud sound systems, and folks enjoying the scene.
When we put down our kickstands for the last time and handed over the key fobs, I felt disappointed. I didn’t want the ride to end. I wanted to keep going. Somewhere. Anywhere.
Ride to eat, eat to ride.
The next day, we went to Daytona International Speedway, where motorcycle manufacturers hosted demo rides, vendors had booths and tents set up, and races ran all week. Honda had an enormous display area to celebrate the 50th anniversary of the Gold Wing, including one example of every model generation: GL1000, GL1100, GL1200, GL1500, GL1800 SC47 (2001-2017), and GL1800 SC79 (2018-2025).
Going from model to model, Lee Edmunds, a former advertising director at American Honda, and Matthew Miles, a former editor at Cycle and Cycle World, gave us a history lesson about the Gold Wing. Edmunds and Miles were instrumental in compiling a book about the Gold Wing that will be given as a gift to all customers who buy a 2025 50th Anniversary Edition. Former Rider staffer Jamie Elvidge wrote several chapters for the book, and her essay “Love Letter to the Gold Wing” is reprinted in the May 2025 issue.
For many, the Gold Wing is more than just a motorcycle. It’s the embodiment of emotions, memories, and dreams. A true icon.
It was an honor to be a part of the Gold Wing’s 50th anniversary celebration. And it’s been an honor to write yet another chapter in the Gold Wing story, which has been central to Rider’s story for 50 of our 51 years.
2025 Honda Gold Wing 50th Anniversary Edition in Eternal Gold
2025 Honda Gold Wing Tour 50th Anniversary Edition
Honda has announced the introduction of three bikes being brought into the U.S. market for model-year 2025 that had previously been sold overseas. New to our market are the NT1100 sport-tourer and the Honda CB750 Hornet and CB1000 Hornet SP naked bikes. Also included in this announcement are updates to the Rebel 300 and 500. Eleven other models return unchanged.
2025 Honda NT1100 DCT
2025 Honda NT1100 DCT in Pearl Hawkeye Blue
New to U.S. soil this year is the NT1100 DCT sport-tourer based on the Africa Twin. It was introduced in Europe in 2022 and has since sold 12,000 units.
The NT11000 DCT shares the liquid-cooled 1,084cc parallel-Twin of the Africa Twin. Its Dual Clutch Transmission offers three modes: Drive for daily city and highway riding, Sport for sportier riding, and Manual to give the rider full control of gear shifts via handlebar triggers. The DCT also includes incline detection to adapt gear shifts depending on the grade of a hill.
The NT1100 DCT is powered by the 1,084cc parallel-Twin of the Africa Twin.
Other technologies included are Honda Selectable Torque Control with an integrated wheelie mitigation system, cornering ABS, Rear Lift Control, and cruise control. Ride modes include Urban, Rain, Tour, and two User modes, and the bike includes heated grips as standard.
The bike also borrows the Africa Twin’s steel semi-double-cradle frame. Wheelbase is 60.4 inches, ground clearance is 6.8 inches, curb weight is 547 lb, and seat height is 32.3 inches. Suspension is provided by Showa with a 43mm inverted fork and a Showa shock, both offering adjustable preload and 5.9 inches of travel. Brakes include two 310mm front rotors squeezed by 4-piston radial-mount calipers. In the rear is a 256mm rotor and a 1-piston caliper.
This windscreen is adjustable to five positions.
This sport-tourer comes loaded with additional features as standard. It includes self-canceling turnsignals, 12V and USB auxiliary sockets, a centerstand, a manually adjustable windscreen with 6.5 inches of adjustment, an extended fender, and dual LED headlights. The seat is wide and thick, and the standard upper and lower wind deflectors help protect rider and passenger from the elements. The 6.5-inch TFT screen offers three display options, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.
The 2025 Honda NT1100 DCT will be available in Pearl Hawkeye Blue with an MSRP of $11,899.
2025 Honda CB750 Hornet
2025 Honda CB750 Hornet in Pearl White
The CB750 Hornet, which was first offered in Europe in 2023, comes to the U.S. with a few updates for the 2025 model year. Honda is targeting this naked bike at younger riders who are looking for a step up from a beginner bike, “riders seeking everyday practicality and thrilling performance.”
The bike is powered by a 755cc parallel-Twin with a 270-degree crankshaft, a bore and stroke of 87.0mm x 63.5mm, and a compression ratio of 11.0:1. Also included are three ride modes that adjust the level of engine power, engine brake, and torque control, a slip/assist clutch, and an up/down quickshifter that can be set to Soft, Medium, or Hard. Wheelie control is also included.
The CB750’s steel diamond frame weighs 36.6 lb, and suspension consists of a Showa 41mm SFF-BP inverted fork and a Pro-Link seven-stage preload-adjustable fork, each offering 5.1 inches of travel. Brakes are provided by Nissin, with two 296mm petal front discs gripped by radial-mount, 4-piston calipers. Wheels are 17 inches, wheelbase is 55.9 inches, curb weight is 422 lb, and seat height is 31.3 inches.
The CB750 Hornet has a 5-inch TFT screen with smartphone connectivity.
Updates for 2025 include a new dual LED headlight unit, revised suspension settings, and a new 5-inch TFT screen. The screen offers smartphone connection via the Honda RoadSync app to allow turn-by-turn navigation, phone calls, and music.
The 2025 Honda CB750 Hornet will be available in Matte Black Metallic or Matte Pearl White with MSRP starting at $7,999.
2025 Honda CB750 Hornet in Matte Black Metallic
2025 Honda CB1000 Hornet SP
2025 Honda CB1000 Hornet SP in Matte Black Metallic
The Honda CB1000 Hornet SP streetfighter also makes its entrance to the U.S. market this year. It features an aggressive design, a CBR1000RR-derived 4-cylinder engine, and premium suspension and brake components.
The bike’s styling includes a dual LED headlight, a fuel tank that mimics folded wings, and a minimal seat to give it a narrow waist. The 5-inch TFT screen is customizable between Bar, Circle, or Simple design patterns and connects to a smartphone via the Honda RoadSync app.
Powering the CB1000 Hornet SP is a 1,000cc 4-cylinder engine with DOHC, a slip/assist clutch, and an up/down quickshifter (adjustable to three levels). Bore and stroke are 76.0mm x 55.1mm, and the compression ratio is 11.7:1. The bike also has a 4-2-1 exhaust design and a 4.5-gallon fuel tank. Ride modes include Sport, Standard, Rain, and two User modes, and each adjusts power, engine brake, and torque control.
The CB1000 Hornet SP’s fuel tank is meant to resemble folded wings.
The bike’s steel twin-spar frame positions weight forward for optimized handling and agility. Rake and rail are set to 25 degrees and 3.9 inches, and wheelbase is 57.3 inches. It has a seat height of 31.9 inches and a curb weight of 465 lb. Up front, suspension is provided via a fully adjustable 41mm Showa SFF-BP inverted fork, and the rear has a fully adjustable Öhlins TTX36 shock with Pro-Link. Slowing things down are dual 310mm floating front discs pinched by radial-mount Brembo Stylema 4-piston calipers.
The 2025 Honda CB1000 Hornet SP will be available in Matte Black Metallic with an MSRP of $10,999.
2025 Honda Rebel 300 and 500
2025 Honda Rebel 300 in Matte Black Metallic
These two beginner-friendly cruisers return for 2025 with a few shared updates. Both models feature a revised handlebar position, a more comfortable seat, and a front paint-matched fender. Everything else remains the same.
The 2025 Honda Rebel 300 will be available in Matte Black Metallic with an MSRP of $4,849.
2025 Honda Rebel 500 ABS in Pearl Beige
The 2025 Honda Rebel 500 will be available in three trim levels: standard, ABS, and ABS SE. The standard model will be available in Matte Black Metallic with an MSRP of $6,499. The ABS version will come in Matte Black Metallic or Pearl Beige starting at $6,799. The ABS SE option comes in Pearl Blue starting at $6,999.
2025 Returning Models
The following models are returning for model year 2025. Included in the announcement are colors and prices for each model.
2025 Honda SCL500 in Matte Black Metallic
The scrambler-styled 2025 Honda SCL500 will be available in Matte Black Metallic for $6,799.
2025 Honda CB650R in Pearl Smoky Gray
The 2025 Honda CB650R naked bike with Honda’s E-Clutch technology will be available in Pearl Smoky Gray for $9,399.
2025 Honda CBR650R in Grand Prix Red
The 2025 Honda CBR650R sportbike with E-Clutch will be available in Grand Prix Red for $9,899.
2025 Honda CRF300L in Red
The 2025 Honda CRF300L dual-sport will be available in Red for the base model or Swift Gray for the CRF300LS (low seat) version, staring at $5,749.
2025 Honda CRF300L Rally in Red
The 2025 Honda CRF300L Rally dual-sport will be available in Red for $6,499.
2025 Honda PCX in Pearl Gray
The 2025 Hoda PCX, a 157cc urban scooter, will come in Pearl Gray for $4,249.
2026 Returning Models
Honda has also announced colors and prices for five 2026 models.
2026 Honda CBR600RR in Deep Pearl Gray
The 2026 Honda CBR600RR sportbike comes in Deep Pearl Gray. The base model will be available for $12,199, and the ABS version will be priced at $13,199.
2026 Honda CBR1000RR in Pearl White
The 2026 Honda CBR1000RR superbike will comes in Pearl White for $16,999 for the base model or $17,299 with ABS.
2026 Honda Grom ABS n Pearl White
The 2026 Honda Grom minimoto will come with Candy Blue, Pearl White, or Cherry Red for $3,599. The ABS version will be available in Pearl White for $3,799. The SP version will come in Matte Black Metallic for $3,699.
2026 Honda ADV160 in Pearl Smoky Gray
The 2026 Honda ADV160 scooter will come in Pearl Smoky Gray for $4,499.
2026 Honda Metropolitan in Red
Finally, the 2026 Honda Metropolitan compact scooter will come in Denim Blue Metallic or Red with an MSRP of $2,649.
We show what the Honda Gold Wing can do on some of Southern California’s best canyon roads as well as a closed-course track. (Videography by James Martinec)
The Honda Gold Wing has long been the gold standard in luxury motorcycle touring, but it’s sportier than most people realize. When the GL1000 was launched in 1975, its 999cc flat-Four was the largest, most powerful engine yet created for a Honda motorcycle. And the GL1000’s quarter-mile acceleration was second only to the Kawasaki Z1, the fastest “sportbike” of the era, and it had a top speed of 129 mph.
As the Gold Wing evolved over multiple generations from the GL1000 to the GL1500, it became bigger, heavier, and more luxurious. Thanks to its low center of gravity, the Gold Wing has always handled well for its size, but due to its plush seating for two, generous luggage capacity, and other accoutrements, it developed a reputation as a “couch on wheels.”
Rider’s Editor-in-Chief Greg Drevenstedt and Senior Editor Kevin Duke discuss the merits of the Honda Gold Wing.
With the introduction of the GL1800 in 2001, Honda steered the Gold Wing’s development in a sportier direction. Masanori Aoki, Large Project Leader for the GL1800, had previously developed some of Honda’s CBR sportbikes. Compared to the GL1500, the GL1800 had a more aerodynamic shape, a lower curb weight, and an extruded aluminum twin-spar frame that vastly improved its performance capabilities.
We rode two Gold Wings head-to-head on the Winding Road Course at the Honda Proving Center in California’s Mojave Desert.
In 2018, Honda introduced a new version of the GL1800 that was even sportier. It was more compact and 90 lb lighter than its predecessor, and its double-wishbone front end allowed the engine and rider to be moved closer to the front wheel for better handling. Over the last couple of model generations, the Gold Wing’s handling, acceleration, and braking have improved significantly.
This is what the Honda Gold’s footpeg looked like after two days of sport riding.
Every Gold Wing we’ve tested has been returned to Honda with beveled footpegs and scuffed engine guards, its potential limited only by its cornering clearance. We’ve heard the “couch on wheels” stereotype parroted many times over the years, often by people who have never ridden one. To dispel the myth, with support from Honda, we created a video titled “Think you know the Gold Wing? Think again.” We take a pair of Gold Wings into the canyons and onto a closed-course track to show what they can do.
For more information about the 2025 Honda Gold Wing and Gold Wing Tour, visit the American Honda website.
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