Honda CB750 Hornet, CB1000 Hornet SP launched in India: Price & details
Honda Motorcycle & Scooter India has added two new streetfighters to its
BigWing portfolio
: the CB750 Hornet and the CB1000 Hornet SP. The mid-capacity CB750 Hornet has been priced at Rs 8.59 lakh, while the litre-class CB1000 Hornet SP comes in at Rs 12.36 lakh, both prices ex-showroom. Here's a look at key details.
Honda CB750 Hornet:
This model gets a sharp front end with a sleek LED headlight. The fuel tank is muscular, and the engine and frame are left exposed. The tail section is short and upswept, giving it an overall sporty look.
The CB750 Hornet draws power from a 755cc, parallel-twin engine that develops 90.52 bhp and 75 Nm of torque. This powerplant comes paired with a 6-speed gearbox and an assist and slipper clutch. It will be available in two colour options: Matte Pearl Glare White and Matte Ballistic Black Metallic.
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In terms of features, the CB750 Hornet is equipped with a 5-inch full-colour TFT display with Honda RoadSync smartphone connectivity, offering turn-by-turn navigation, call alerts and media control. It also gets four ride modes namely, Sport, Standard, Rain and User. Other key features include traction control, emergency stop signal, and illuminated switchgear.
The suspension setup includes Showa's SFF-BP USD fork at the front and a monoshock at the rear, while braking is handled by dual 296mm discs upfront and a 240mm disc at the rear, supported by dual-channel ABS. Bookings for the bike are now open at Honda BigWing dealerships, with deliveries scheduled to begin in June 2025.
Honda CB1000 Hornet SP:
The CB1000 Hornet SP features a sharp and compact LED headlight with a minimal front fairing that gives it an aggressive, almost angry expression. Its sculpted fuel tank looks muscular and purposeful, while the exposed engine and frame gives it a raw mechanical appeal. Other highlights include a short, upswept tail section.
Meanwhile, the CB1000 Hornet SP steps things up with a more aggressive design and a performance-oriented package. It is powered by a 999cc inline 4-cylinder engine that makes 155 bhp and 107 Nm, mated to a 6-speed gearbox.
For suspension duties, the model employs Showa SFF-BP USD front fork and a Ohlins TTX36 monoshock at the rear. Braking is handled by dual front discs and a single rear disc, paired with ABS. Like the CB750, the CB1000 Hornet SP also features a 5-inch TFT display with Bluetooth connectivity, traction control and four ride modes.
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Indian Express
13 minutes ago
- Indian Express
‘Bengaluru's terrain suitable for tunnelling, 40 acres of additional land required': B-SMILE technical director addresses concerns about tunnel road project
Brand Bengaluru's ambitious 16.75 km tunnel road project (TRP) connecting Hebbal and Silk Board junction is in the eye of a storm. From experts at the Indian Institute of Science (IISc) Bengaluru calling it unscientific to the government's own think tank Directorate of Urban Land Transport (DULT) observing that it does not align with city's Comprehensive Mobility Goal (CMP), the project, built at a cost of Rs 17,698 crore, is at the receiving end of severe criticism. BS Prahallad, technical director of B-SMILE (Bengaluru Smart Infrastructure Limited), a special purpose vehicle executing critical infrastructure projects in Bengaluru, speaks to The Indian Express, breaking down the genesis of the tunnel road project, environmental impact, financial models, and addresses some of the key criticisms over the project. Excerpts from an interview. Q. What is the genesis of the tunnel project? Prahallad: The tunnel project addresses the missing connectivity between Silk Board and Hebbal. Elevated corridors already exist on Hosur Road and Bellary Road, but the central NH stretch through the city was de-notified. Widening or building elevated roads here faced major challenges—land acquisition, displacement, and large-scale tree removal. Geological studies, including those by Belgian experts, confirmed that Bengaluru's rocky terrain is suitable for tunnelling. Inspired also by Mumbai's coastal road tunnel, this project was chosen as a hazard-free solution to integrate the city's north–south and east–west corridors. Q. IISc Bengaluru has called the project unscientific. What is your response? Prahallad: IISc suggested that tunnels may only shift traffic. However, our detailed traffic study provides an end-to-end solution that disperses traffic rather than relocating it. The city's road space has remained constant while vehicles have grown exponentially. Alongside the tunnel, multi-modal options like suburban rail, Metro, and pod taxis are being developed. With TOD encouraging vertical growth, private vehicle usage is expected to peak around 2035 and gradually decline. Bengaluru is not new to tunnelling—Metro has already executed 40–45 km successfully. Q. How was the 40 per cent VGF figure arrived at? Prahallad: Government policy caps VGF at 40 per cent for BOOT (Build-Own-Operate-Transfer) projects. Here, we are adopting a modified BOOT model—40 per cent fixed VGF with a flexible concession period. Financial analysis by BCG confirmed this as the most viable option. The concessionaire brings 60 per cent investment, while the government's share is borrowed from HUDCO and repaid through Premium FAR fees collected by BBMP. It is not directly funded by Bengaluru's common taxpayers, instead indirectly. If the concessionaire recovers costs earlier, the project reverts to the government sooner. Q. DPR indicates over 20 potential gridlock points. How will you address this? Prahallad: We are acquiring about 40.6 acres for ramps and shafts—28.5 acres of government land and 11.5 acres of private land. This ensures we don't squeeze traffic into the existing road width. Most shaft sites are located on government lands, such as KIADB, Race Course, and Lalbagh, thereby minimising the impact on private land. By planning entry and exit ramps with adequate space, we aim to prevent bottlenecks. We have also allocated Rs 800 crore for land acquisition, as against the initial estimation of Rs 600 crore. Q. The DULT says the project doesn't align with the Comprehensive Mobility Plan. What do you have to say? Prahallad: We studied the DULT's remarks carefully. The primary reason for proposing this tunnel is that the highest traffic density is along the north–south and the east–west corridors, which were once part of the National Highway network. The movement of people from the southern parts of the city to the north, and vice versa, cannot be avoided—it is indispensable. That is why this corridor has been identified as a principal proposal. Q. Has the project received Section 19 BMLTA approval? Prahallad: Yes, the government consulted the Bengaluru Metropolitan Land Transport Authority (BMLTA), but since rules are not fully framed, the agency directed us to take an appropriate decision at the government level. Following this, the Urban Development Department formed a committee headed by a BMRCL executive. The committee reviewed feasibility, alignment, cost estimates, and even the number of geotechnical surveys done (18 instead of 14). Their final recommendation was clear—the project is feasible, but to allow a 10–15 per cent cushion for unforeseen conditions. Q. Will tunnel congestion worsen with more cars in the future? Prahallad: Our projections show vehicle growth at 7 per cent annually for the first six years, 5 per cent for the next seven years, and 4 per cent from year 15 onwards. Private vehicle use will peak by 2035 but then decline with better public transport and TOD. By 2040, the traffic growth rate is expected to stabilise at just 4 per cent, making tunnel congestion manageable. Q. Are autos and two-wheelers permitted? Prahallad: No. This is an NHAI directive, not a state decision. Two-wheelers are barred from tunnels across India, including Mumbai, for safety, speed, and security reasons. Q. What about buses? Prahallad: Yes, buses will be allowed. Early financial models excluded them from revenue calculations, which caused confusion. The final DPR makes it clear—public buses, mini-buses, and electric buses will use the tunnel. Q. Will buses get a dedicated lane? Prahallad: The design provides a 10.5m-wide, 3-lane carriageway with footpaths and refuge bays. If bus demand grows significantly, a dedicated bus lane can be introduced. The design leaves this flexibility open. Q. Why retail and commercial spaces at shafts? Prahallad: Shaft areas would remain underutilised if used only for ventilation. By adding retail, we encourage transit-oriented development and create commuter-friendly hubs. It's similar to multiplexes in malls—mobility combined with amenities attracts more users and prevents these spaces from going to waste. Q. How will you avoid risks to Metro structures? Prahallad: The tunnel is 120 feet deep, while Metro tunnels are only about 60 feet. Our alignment ensures at least '2D' clearance below Metro lines, and additional engineering care will be taken at critical crossings. Such points will receive additional engineering care during the construction phase. So there is no reason for apprehension. Q. Why is there no Environment Impact Assessment (EIA), especially after the Silkyara tunnel collapse in Uttarakhand? 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Q: How was the response to the pre-bid meeting with construction companies? Prahallad: Very positive. All leading Indian infrastructure companies participated, along with interest from international players through Indian partnerships. No major objections were raised—only requests for more time to study details, for which we have extended the tender receipt bids till August 21. Q. The toll of Rs 330 (around Rs 20/km) is being criticised. Is it justified? Prahallad: First, tolling will start only after project completion—around 2030–31, not today. Second, only tunnel users will pay; surface roads remain toll-free. The rates follow the formula under the state government's 2008 notification, which is applied across the state. This is not unique to our project—similar tolls are already collected on elevated corridors in Electronic City and NICE infrastructure corridors. Q. The DPR mentions a 51-month deadline. Is that realistic? Prahallad: Yes. 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Indian Express
13 minutes ago
- Indian Express
I reclaimed my health with the Samsung's Galaxy Watch 8 Classic, and it made me more disciplined
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When I wore the Watch 8 Classic at the Unpacked event in New York in June, I had already made up my mind that I wanted to use the watch more as a health tool than just for timekeeping. I was very clear about this because I had already started taking my health seriously and was in the midst of a transition. Smartwatches are jam-packed with sensors and health features, but how that data is delivered to you and what you do with it is what really matters. The Watch 8 Classic feels like a much more mature smartwatch compared to Samsung's last few models. Its health features, though abundant, are less finicky and more data-driven. That said, not all of its health features are perfect. You get new metrics for cardiovascular health, a skin-based antioxidant index, improved bedtime guidance, and a personal running coach. All these tools take advantage of Samsung's advanced BioActive sensor, which is available only on the Series 8 models (and the Ultra). 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It's more for people like you and me. It encourages and pushes you while helping you become more aware of where you have been going wrong. It also helps you start understanding your running data so you can get fitter over time. However, the results don't show immediately; it takes time for Running Coach to improve and adjust your training plan as it gathers more data from your runs. I think there's a lot of potential in Running Coach, and it will only get better if Samsung continues to update it with new features. All of this information is then visible in the Samsung Health app. What makes the Watch 8 Classic exciting is that it sits at the intersection of both strong hardware and thoughtful software. Of course, it doesn't have Garmin's advanced fitness software, but I think Samsung has succeeded in making it simple to interact with the smartwatch and track your health metrics, that's what really works here. The Watch 8 Classic is genuinely refreshing, bringing together a cool, innovative mechanical rotating bezel design and a wide range of health features in one place. That being said, none of these health features are clinically verified, and they aren't meant to replace medical-grade tests. Still, I would urge you to start taking your health more seriously and become better at understanding your health data. That's what the Galaxy Watch 8 Classic is trying to be: not your doctor, but a health coach that guides you to get fitter and take action before it's too late.
Time of India
41 minutes ago
- Time of India
Actor Biju Kuttan escapes major injury in Palakkad accident; 'I am not someone who drives at high speed', actor thanks fans for prayers
(Picture Courtesy: Facebook) Actor Biju Kuttan , a beloved face in Malayalam cinema , reassured fans that he is safe after surviving a car accident in Palakkad on Friday morning. As reported by Manorama Online, the actor was traveling with his friend, Sudhi Madhav, when their vehicle collided with a parked lorry on the national highway. The crash left the front portion of the car severely damaged. However, both Biju Kuttan and Sudhi escaped without serious injuries. Only one of Biju's fingers was hurt, and after a brief hospital stay, he returned home on Saturday. The actor was en route to Kochi to cast his vote in the AMMA office-bearer election when the incident occurred. 'Safety is more important than speed'; 'Thank you to everyone for your prayers' In a heartfelt Facebook Live session, Biju Kuttan thanked everyone who reached out with calls, prayers, and messages of concern. 'I met with an accident in Palakkad. But both I and my friend are fine. Though the vehicle suffered major damage, fortunately, nothing serious happened,' he shared, adding that a few days of rest would be enough for recovery. Using the opportunity to spread awareness, Biju urged drivers to value safety over urgency. 'I am not someone who drives at high speed. I always drive with road discipline and make sure anyone driving for me does the same. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like The 5 Books Warren Buffett Recommends You To Read in 2025 Blinkist: Warren Buffett's Reading List Undo It is always better to reach late than risk lives,' he said, emphasizing that in all his years on the road, he has never faced even a minor case for rash driving. The news of the accident initially left fans worried, but relief quickly followed after Biju's reassurance.'Thank you to everyone for your prayers,' he said warmly during the live session. On the work front, Biju Kuttan was last seen in the Tovino Thomas starrer 'ARM'. "Get the latest news updates on Times of India, including reviews of the movie Coolie and War 2 ."
