We all know adventure bikes are all the rage nowadays. But not everyone wants to go off the road regularly with their heavyweight premium bikes. This has carved up a new niche in the market called crossovers. These look like ADVs from afar with their tall stature, but have a proper bias for on-road riding. And when you think of such bikes, Yamaha’s Tracer 9 is almost guaranteed to pop into mind.
It’s quite popular worldwide, thanks to its blend of a likable engine, quality electronics, and head-turning road presence. For 2026, however, Team Blue’s crossover has a new nemesis to worry about. We’re talking about the Honda CB1000GT, which trumps the Tracer in nearly every possible criterion.
To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from authoritative sources, such as Honda Powersports.
The CB1000GT Boasts Honda’s CBR-Derived Inline-Four Engine
As its name suggests, the GT is based on the CB1000 Hornet. So you get the same liter-class inline-four engine derived from the 2017 CBR1000RR. Here, it has been slightly retuned to offer smoother performance for touring duties, although the power figures remain the same. All that torque is down low in the RPM (just 8,750 RPM), which is why Honda claims a decent fuel efficiency figure of around 40 miles per gallon. That means a range of over 200 miles from the new 5.5-gallon tank. Oh, and when you’re feeling spicy, just go through the six gears to see a top speed of over 124 miles per hour on the dash.
Honda CB1000GT Engine Specs
|
Capacity |
1,000cc |
|
Power |
147 HP @ 11,000 RPM |
|
Torque |
73 LB-FT @ 8,750 RPM |
|
Transmission |
Six-speed |
|
Fuel efficiency |
~40 MPG |
|
Top speed |
124 MPH (claimed) |
Showa Electronic Suspension Comes Standard On The CB1000GT
This is where the CB1000GT carves up its own niche. Honda has equipped it with Showa Electronically Equipped Ride Adjustment (Showa-EERA) suspension as standard. This comprises 41 mm USD forks (5.1 inches travel) and monoshock (5.6 inches travel), both of which are fully adjustable electronically. It works in tandem with the six-axis IMU and SCU (suspension control unit), which monitor bike speed (from the ECU), the bike’s stance and attitude (from the IMU), and the fork behaviour (from the stroke sensor). Then, it adjusts the damping force based on calculations made in just 15 milliseconds.
Four Preset Suspension Modes Make Life Easier
At your helm are four preset suspension modes, based on the riding conditions. This is topped with a USER mode if you want to fine-tune things yourself. A brief summary of these includes:
- STANDARD (all-round mode for a wide range of situations)
- SPORT (for high suspension stability for more aggressive riding)
- RAIN (soft damping reaction to smooth and slow suspension response)
- TOUR (maximum braking and turning stability and the firmest damping for high speeds and two-up, fully laden touring)
The Wheels And Brakes Also Favor On-Road Riding
The suspension clearly has an on-road bias, with low travel and road-centric settings. So the wheels and brakes follow the same brief. You get 17/17-inch alloy wheels, housing dual 310 mm discs at the front and a 240 mm disc at the rear (all with Nissin) calipers. All of it is derived from the Hornet, and we feel Honda should’ve given bigger brakes to counter the 40-pound increase in curb weight. Its weight is still in the ballpark of its rivals, though, so that’s a good thing.
Likable Electronic Aids Sweeten The CB1000GT’s Package
One of the biggest complaints with the Hornet is its bare-bones electronic package. Luckily, that’s not the case here. A six-axis IMU takes center stage here, which helps the traction control, wheelie control, engine brake control, and ABS to work flawlessly. There are four preset modes–Standard, Sport, Tour, Rain–along with a User mode that allows you to fine-tune things. The latter lets you choose between three levels for each parameter.
And The Design Is Equally Impressive
Coming to the design, this is another place where Honda has impressed us. The GT looks surprisingly aggressive, with an edgy CBR650R-like headlight and sporty fairings beside it. Its tank has a distinct shape, too, while seeping into the CB1000 Hornet-inspired tail unit. A trio of color options rounds things off (Graphite Black, Pearl Deep Mud Gray, and Grand Prix Red). Finally, creature comforts are aplenty, too, such as:
- Heard grips
- USB port
- All-LED lights
- Backlit switchgear
- TFT instrument cluster
- Adjustable windscreen
- Keyless ignition
- Cruise control
The CB1000GT Promises To Be The Yamaha Tracer 9’s Kryptonite
It Undercuts The Yamaha In Europe
On paper, the CB1000GT is a rival to the Suzuki GSX-S1000GX. But in typical Honda fashion, the bikemaker has priced it so aggressively that it has ended up rivaling bikes from a segment below, such as the Yamaha Tracer 9 GT and Triumph Tiger Sport 800. In fact, the Honda undercuts the Tracer by a sizable sum, while also costing less than Honda’s own NT1100 DCT.
With that in mind, we believe its US price would be in the $11,500 to $12,000 ballpark. This would make it one of the most bang-for-buck liter-class crossover touring bikes on the market. Let’s also remember that no other bike offers electronic suspension as standard in this space, which is another big plus for the Honda.