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Honda's wasp strikes a second time - voila! vehicle


Yamaha started with the MT07 and Honda takes that recipe and improves it even further with a combination of engine, technology, road handling and all this at an incredibly accessible price

Honda Hornet CB750 (manufacturer)

The first meters on the new Honda Hornet 750 confuse me a bit.

Because for a moment, if I closed my eyes I would swear I was riding a Yamaha MT07/Tracer engine.

It conveys the same sensations, purrs like him, and is very reminiscent of the successful Yamaha drive unit.

However, as soon as you start to climb the rpm, you very quickly realize that it is the same configuration, but it is not the same engine, in the Hornet it is stronger, more vigorous, with an electronic shell that will usually protect the rider from mistakes.

And there is another part, the sound that the exhaust system produces, totally cool, no Too noisy and on the other hand, as the RPM goes up, you can hear it well.

Then, there, in the first few minutes, the thought crosses my mind that Honda's new Hornet is going to give a headache to competitors, especially Yamaha.

What's more wasp than this black-and-yellow tool? (Photo: Manufacturer's website)

And after a whole day of riding it on the roads of Spain, that feeling only got stronger.

Honestly, as a Tracer 700 owner, I would be happy to have this engine along with all the electronics in the Tracer package.

I don't like to gamble, but in the case of the Hornet, Honda seems to have a strong card in hand, a combination of performance and good road manners, comfort, technology and a price that is expected to be similar or a bit cheaper than some of the direct competitors.

In my personal opinion, Honda managed to preserve the spirit of the original Hornet, a naked motorcycle that offers good performance, comfort and an accessible price.

In the UK it retails for £6,999, which is around £500 cheaper than the rival at the top of the category - the Yamaha MT07.

How much will it cost in Israel?

We have not yet received an answer from Meir, the importers.

Throughout the launch, one question remained unsolved in my mind - how did Honda manage to build a good, well-equipped motorcycle and still keep the price low?

Especially when the motorcycle is made in Japan.

good to know (in advance)

Smoother skin after just one use with a revolutionary device for home care

Served on behalf of B Cure Laser

The design was moderated from the radical concept (photo: manufacturer's website)

On the honey and the sting

Who doesn't want to pay less and get more?

And with this approach it seems that the engineers of the Red Wing sat down on the drawing board - when on the one hand they put before their eyes usability, performance and technology, and on the other hand to maintain an accessible and competitive price for the rivals.

And there is another point, to produce a platform of engine-chassis combination, which can be adapted at relatively low costs to a variety of types of motorcycles: naked, adventure, sports, etc.

While the engineers in Japan are responsible for the technology, the design was entrusted to the design department of Honda Italy, with the chief designer being Mr. Giovanni Dovis.

When Honda presented the prototype two years ago, it had a radical design, so it is true that the serial motorcycle is far from it, but there are many elements from that motorcycle that have been preserved, as well as design motifs that took inspiration from the concept leprosy and the previous Hornet models.

Honda seems to have done their homework, offering a catalog of design additions that the owner can design and adapt the motorcycle to his personal taste, with three versions: Sport, Style and Touring;

When they differ in additions - the sport comes with a quick shift, a wind shield, modified rider's feet and a cover for the back seat;

The style version comes with various extras, such as a handlebar bridge, balance weights, chassis/engine guards, and the touring version comes with a set of luggage.

Showa front fork and two 296 mm discs (photo: manufacturer's website)

When you look at the specifications of the motorcycle, you can't help but get excited (considering the price to the consumer), a SHOWA inverted front fork, 41 mm in diameter, type BP-SFF, with rebound damping and compression damping, at the back a single shock absorber that is connected with the well-known Pro-Link link system of Honda. In front you will find a braking system with a pair of floating discs with a diameter of 296 mm, with Nissin radial calipers.

The ABS system is standard and it's a shame there isn't also tilt ABS.

Or at least as an option for an additional fee.

The chassis is diamond-shaped steel, it weighs 16.6 kg, almost two kg lighter than the chassis of the Honda R650CB.

Dashboard that is legible, clear and easy to understand (photo: manufacturer's website)

The dashboard is familiar from other Honda models and is really a feast for the eyes, with a large screen that offers a multitude of options, knows how to connect to the mobile phone as well as the hands-free.

In the display you will find 4 different display modes (all are legible and clear even for those who need reading glasses);

3 engine management maps - 'Standard', 'Rain', 'Sport' and 'User'.

There are 3 degrees in the power curve (in all of them the maximum power remains the same), 3 degrees in the control of the engine braking (Engine Brake) and 3 degrees in the traction control (HSTC), when in the 'user' mode the rider can choose in each of the modes what level of intervention he wants, including The ability to completely cancel the grip control.

The operation is very easy and very clear.

In case you decide to cancel the grip control, every time you turn off the motorcycle, the system returns to the normal state.

And there are all kinds of other nice gimmicks like the signaling system that stops by itself, in case you forgot, during strong braking the computer activates the emergency signaling and more.

Don't be confused by the identical volume, this is a brand new engine (photo: manufacturer's website)

Many years ago I read an article about a survey conducted among motorcyclists, they were asked "What do they think is the most important thing on a motorcycle?".

It is not surprising to find that the majority outside answered - engine.

Yes, we love power, are addicted to it and always want more.

As always, this drug is not enough for us.

Motorcycles of medium volume (600-800 cc), usually not shoulder dislocators and limb rippers, and this is also true for the new Hornet 750. And yet, this power unit managed to capture my heart. It has its charm. On paper, seemingly there is nothing here New - parallel twin engine, a very popular configuration for decades. The Hornet's new engine, as its name suggests, knows how to sting and still be friendly and forgiving; at low and medium rpm, the engine pulls and provides enough power, so that even at a speed of 30 km/h in fourth gear, the Hornet Accelerates decisively without stuttering, and on the other hand, when it rises up the rpm, it knows how to provide thrills of fun, and send the front wheel into the air in the three low gears (provided you remember to disconnect the grip control).

An excellent everyday partner with a willingness to become very enjoyable on a winding road (photo: manufacturer's website)

This drive unit, new to Honda, was developed from scratch, and despite the identical volume, it has nothing to do with the 750 engine that powers the NC and XADV models.

Honda from considerations of costs, dimensions and weight decided to build an engine as light and compact as possible and therefore chose a configuration of two parallel cylinders with a short stroke in favor of maximum power.

But if you're worried that Honda skimped, they really didn't.

A lot of thought and technology has been invested in the engine, the cylinders are coated with a material that reduces friction (Nickel-Silicon Carbide), you will find this coating in both the CBR1000RR-R Fireblade engine and the CRF450R.

Two much more expensive motorcycles.

The crankshaft is in a 270-degree arrangement and the ignition order is asymmetrical, which creates the feeling of a V-twin engine.

The 8 valves are driven by a single overhead camshaft, which makes it possible to both lower the weight of the engine and maintain a narrow engine head structure.

There is also a sliding clutch that comes as standard, and an additional payment option for quick shift - up and down.

Could be a great base for a sports motorcycle, Honda neither ruled out nor confirmed this assumption (photo: manufacturer's website)

The new engine with a volume of 755 cc, two parallel cylinders, produces a handsome power of 90.5 hp, at 9,500 rpm. According to the engineers at Honda, the power/weight ratio (190 kg) is the best in the category.

On the platform of this engine, Honda has already introduced a medium adventure - Transalp (another name from the past that Honda is bringing back to life), and in the future there are expected to be other models that will share the engine and chassis.

In the conversation we had with the engineers responsible for the development of the Hornet, they did not want to confirm but neither did they deny that in the future at least one more sporty road model in the style of the Yamaha 7R is expected, and maybe there will be additional models.

The writer of these lines would love to see a road adventure with 17-inch wheels and sporty rubber.

Most manufacturers today understand that in order to reduce costs, it is useful to build several models around the same platform, and when you have a successful drive unit, it is relatively easy to build a series of models with a different purpose and audience.

The original from 1998: a simple, reliable and excellent naked muscle bike.

And you know what, we still see a million dollars (photo: manufacturer website)

25 years ago (1998) Honda introduced the Hornet 600 - which immediately became a success story, thanks to the combination of a compact motorcycle, an in-line 4-cylinder engine, an upright sitting position, good and simple assemblies, and good road behavior.

And most importantly - a friendly price tag to ride.

In Europe, the motorcycle also starred on the racetracks with dedicated leagues for the model.

The truth is I have a fondness for that original Hornet.

Over the years Honda upgraded the model and along with it the price went up, which kept it away from the masses.

I've never owned one, but over the last decade and a half, every time I've swung a leg over the seat of one of the versions, I've always loved it.

The connection was from the first moment, when the motorcycle knows how to provide along with utility a lot of fun.

And the new Hornet knows exactly how to do it.

Both be very useful, and provide tons of fun.

By maintaining a competitive price against the MT07, Honda could have a real joker here (photo: manufacturer's website)

Fly like a butterfly and sting like a wasp

This is the first time I sit in the new Hornet, and immediately feel at home.

The position is very comfortable, the triangle of handlebar, seat, footrests - perfect for my taste.

I check with riders taller than me and they also note the excellent comfort.

On the other hand, tall riders (185 cm and above) may find it a little cramped. A rider with a height of one meter sixty and a little cm, comes with both legs to the road without effort.

Friendly, have I written yet?

The first kilometers pass in a Spanish coastal town, full of deceleration lanes, the suspensions do a good job, not too soft, and on the other hand not hard or kicking.

Later when the pace will increase, the rear shock absorber, simple in appearance with spring load only, impressed less well than the front.

The gas throttle is of the ride by wire type (in English it sounds better) precise and with a lot of emotion.

Excellent riding position for a wide range of heights and riders (photo: manufacturer website)

Shift up - all the motorcycles at the launch are equipped with a quick shift system (up and down).

The shock is too much, I don't remember when I came across such a good, accurate and soft system, even on motorcycles that cost twice as much or more.

A malicious smile on my lips and starts really challenging the gear, ups, downs, several times in a row, just throws two in a row, and nothing, Gornisht, everything goes smoothly, precisely and without shaking the motorcycle.

Those who love electronics will find that Quick Shift also has three modes (soft, medium and hard), in all modes the gears move amazingly.

Upon leaving the city, open the gas, or then the Hornet pulls out the sting, there are no dramas or outbursts of power, it is strong and still controlled.

Up a gear and the front becomes light, and again the celebration returns.

Strong braking before a turn, and the front brakes do not disappoint, there is exactly the power and emotion you need, as you approach the turn, slowly release the front brake with maximum precision, push the handlebars and the motorcycle turns much faster than I expected, so I have to correct the line.

Wow, how fast he is.

Even when I'm on the brakes.

Part of this agility is related to the geometry of the front fork, but also Honda's choice to put a 160 mm wide tire in the back, and not the 180 mm that is supposedly requested.

So the rear view is less fat and the pose of a beefy tire is absent, on the other hand the value of agility justifies the choice in my opinion.

You will thank the engineers even when you come to change a tire and discover the price difference.

The 160 tire has a less beefy look, you won't feel a difference when riding, the cost of changing a tire actually does (photo: manufacturer's website)

When riding on mountainous and technical roads, there is a real celebration of adrenaline and excitement.

I exit the turn and squeeze the gas all the way to the stop, the motorcycle flies towards the next turn, brakes hard, downshifts two gears in a row without using the clutch, steering command and the motorcycle really participates in the tilt thing.

Only when I really push it to the extremes and at high speeds, when the road conditions are not perfect, does the rear shock start to sway, but this does not impair the feeling of security and stability of the motorcycle.

The guys from Honda offer me to "harden" the rear shock, I decided to give up.

Obviously, increasing the load with a spring in the back will reduce the phenomenon.

Later on I also discover how forgiving the motorcycle is - towards the end of the day I started to get tired, for a split second of lack of concentration, and we reach the turn much faster than I planned, I hit the brakes with all my might, and despite this the motorcycle allows me to turn and get in front of her even under a high braking load.

You just push the handlebar, he will do the rest (photo: manufacturer's website)

Return of the Wasp

Honda decided to conquer the mid-volume naked market, but not only - right after it, its brother the Adventure Transalp will arrive here and more models are expected in the future.

The choice of the name Hornet, in order to return the crown to its former glory, feels like a right and necessary step.

The new Hornet is based on the same old idea - a naked motorcycle, which knows how to do a variety of things, offers along with good performance and capabilities, also a lot of technology and cool features and all this at a less expensive price.

Exactly what the Israeli audience likes - pay a little and get a lot.

And there is also a catalog of add-ons, so that everyone can design their Hornet according to their taste.

If you decide to purchase, my warm recommendation - don't give up the quick-shift.

It is so good that it is worth the extra payment.

Fun, useful, simple and cheap.

What more could we ask for in a motorcycle today? (Photo: Manufacturer's website)

On the technical side: Honda Hornet 750


parallel twin, 270 degrees, 8 valves




755 cc


90.5 hp at 9,500 rpm


7.6 kgm at 7,250 rpm Gearbox

and clutch:

6 gears, clutch Wet, and sliding clutch system


diamond-shaped steel

Front fork/ travel:

41 mm, rebound damping, compression damping/ 130 mm

rear shock/ travel:

monoshock, Pro Link/ 150 mm

Front/rear brake:

disc Double 296 mm 4 pistons for radial caliper/ 240 mm single



: 1,420 mm

Fuel tank:

15.2 liters

Seat height:

795 mm

Wet weight:

190 kgfrom


It has not yet been determined . The

writer was a guest of the Honda company

  • vehicle

  • Two-wheeled

  • Two-wheeler tests


  • Honda

  • Two-wheeler

  • motorcycle

  • Meir

Source: walla

All tech articles on 2022-12-05

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