BikeReview were lucky enough to take Honda’s new CB1000GT for a short one hour preview ride this week, sampling its performance and sports-touring ability across mixed roads...
Honda’s E-Clutch model launch threw in an unexpected bonus, with the all-new CB1000GT sitting there in preparation for the National Dealer Launch. Our editor Jeff was lucky enough to be offered the opportunity to take it for a spin, here are his initial impressions.
The ride took in a great mix of roads between Kyogle and Uki, NSW, from fast, flowing and occasionally bumpy sections through to tight, smooth switchbacks.
Although my time was limited to just over an hour and around 60km, it was enough to get a very good first impression of Honda’s new flagship sports-tourer. The ride took in a great mix of roads between Kyogle and Uki, NSW, from fast, flowing and occasionally bumpy sections through to tight, smooth switchbacks. It was definitely a very quick spin, but after 25 years of testing virtually every new motorcycle to hit the market, you quickly learn what to look for. In this case, the seat-of-the-pants feedback matched what Honda is promising on paper remarkably well.
The CB1000GT is based around the 999cc inline four-cylinder engine derived from the CBR1000RR Fireblade. For the GT application Honda has retuned the engine to deliver 110.1kW at 11,000rpm and 102Nm at 8750rpm, concentrating on smooth, accessible performance and strong mid-range drive rather than simply chasing outright peak power. The result is an engine that still has plenty of Fireblade DNA, but feels very well suited to real-world road riding.
And make no mistake, it is a seriously quick motorcycle. There is an immediacy to the throttle response and a smoothness to the way the four-cylinder engine builds speed that makes overtaking and rapid road riding almost effortless. Honda has managed to retain the character and excitement of a big inline-four while making the delivery far more appropriate for long-distance sports touring.
Honda has managed to retain the character and excitement of a big inline-four while making the delivery far more appropriate for long-distance sports touring…
The chassis was probably the biggest surprise of the ride. At 229kg kerb weight before the panniers are fitted, the CB1000GT isn’t a lightweight motorcycle, but it doesn’t feel heavy once you’re moving. Steering is light and predictable, and the GT changes direction with considerably more enthusiasm than its touring equipment and weight might suggest. You can punt it properly hard…
The Honda Electronic suspension was great in all the modes, but we will fully test it over a few weeks in the future…
There were some rougher Australian-style roads to see how the electronic suspension coped, and the initial impression is extremely encouraging. The SHOWA EERA electronically controlled suspension does an excellent job of keeping the bike composed in the preset modes without making it feel disconnected from the road. Based on this short ride, our famously crappy Aussie roads aren’t going to fuss the GT in any significant way.
Based on this short ride, our famously crappy Aussie roads aren’t going to fuss the GT in any significant way…
I worked through each of the preset modes during the ride. The differences are more substantial than simply changing the throttle response, with the modes altering engine character, electronic intervention and suspension behaviour. That gives the CB1000GT a useful ability to change personality depending on whether you’re commuting, touring, attacking a favourite road or simply trying to smooth out a rough section of bitumen.
The riding position is another major strength – it is upright and relaxed without feeling like you’ve climbed onto a traditional tourer, and there’s plenty of leg room. The rider triangle feels well suited to longer days in the seat. The five-position screen is also really easily adjusted, making it simple to find the right balance between airflow and wind protection.
The CB1000GT doesn’t feel like a sportsbike that has been softened for touring, nor does it feel like a touring bike that has been given a powerful engine. Instead, it sits somewhere in between, retaining enough connection and agility to make a winding road genuinely entertaining while providing the comfort and protection required to cover serious kilometres.
Rear panniers, cruise control, heated grips, hand guards, centrestand and quick-shifter are all standard, while the 21-litre fuel tank gives the GT genuine long-distance capability. The 5.0-inch TFT display adds Honda RoadSync smartphone connectivity and USB-C charging, while Smart Key and the emergency stop signal system further increase the convenience and safety package.
The electronics are equally comprehensive, with a six-axis IMU controlling Cornering ABS and Honda Selectable Torque Control, together with throttle-by-wire and the various riding modes. The braking package uses twin 310mm front discs with four-piston radial-mount Nissin calipers, giving the CB1000GT the stopping hardware you’d expect from a motorcycle capable of this level of performance.
After only 60km, I obviously haven’t had enough time to form any sort of comprehensive verdict. But first impressions count, and the CB1000GT has made a very strong one. It feels fast, comfortable, sophisticated and agile, while the engine has exactly the sort of character you’d hope for from a Fireblade-derived Honda inline four. Most importantly, it doesn’t feel like Honda has compromised the fun factor in the pursuit of touring ability.
Based on this very quick first ride, the CB1000GT absolutely shouldn’t disappoint anyone shopping for a fast, comfortable and genuinely engaging sports-tourer. In fact, I’m already looking forward to getting some serious kilometres under its wheels… Ed.
To register your expression of interest in the Honda CB1000GT click here…
2026 Honda CB1000GT Specifications
Price: TBA
Warranty: TBA
Colours: Grand Prix Red
Claimed Power: 110.1kW @ 11,000rpm
Claimed Torque: 102Nm @ 8750rpm
Wet Weight: 229kg
Fuel capacity: 21L
Fuel Consumption Claimed: TBA
Fuel Consumption (measured): N/A
Engine: Liquid-cooled four-stroke, DOHC, 16-valve inline four-cylinder, 999cc, 76 x 55.1mm bore x stroke, 11.7:1 compression, electronic fuel injection with ride-by-wire throttle, six-speed gearbox, assist/slipper clutch.
Chassis: Frame: Steel diamond frame.
Rake: 25° Trail: TBA
Suspension: Showa EERA electronically controlled suspension, 43mm USD fork, 130mm travel (f); Showa EERA electronically controlled rear shock, 144mm travel (r). Brakes: Twin 310mm discs, four-piston radial-mount calipers (f), 240mm disc (r). Tyres: 120/70 ZR17 (f), 180/55 ZR17 (r).
Dimensions:
Seat height: 825mm
Ground clearance: 135mm
Overall width: 790mm
Overall Length: 2180mm
Overall height: 1235mm
Wheelbase: TBA
Instruments & Electronics: 5.0in TFT display with Honda RoadSync smartphone connectivity, USB-C charging and Smart Key. Riding modes, six-axis IMU, Throttle By Wire, Honda Selectable Torque Control, Cornering ABS, electronic suspension, cruise control, heated grips, quickshifter and Emergency Stop Signal (ESS).
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