The facts.
DescriptionThe whole story▼
Honda made this trade first, and made it with hardware. The CB1000 Hornet runs a road version of the Fireblade's inline four, re-tuned rather than re-drawn: calibration and breathing moved drive into the middle of the rev range, at the cost of the last of the top end. The PM158P14 repeats that decision one layer further out. The P14 medium is a dry special nonwoven, 14 µm at 1,800 l/m²/sec, where the P08 in the same housing sits at 80 µm and 5,050. It buys retention and pays in flow, and that flow lives at the top of the tacho.
Key Features
- Dry special nonwoven, never oiled — nothing on the medium can reach the sensors downstream
- 14 µm filtration at 1,800 l/m²/sec, Sprint Filter's medium for dust and distance
- Finer than the P08 (80 µm, 5,050 l/m²/sec), coarser than the T12 (7 µm, 560 l/m²/sec): a line, not a ranking
- Roughly twice the working area of a typical performance filter, in the standard housing
- Sits where the paper panel sat: standard airbox, no modification, no remap
- Cleaned and refitted instead of replaced, specified for the life of the motorcycle, two-year guarantee
Where the flow is paid, and who feels it
A litre-class four held near the limiter is one of the very few road engines that can genuinely spend 5,050 l/m²/sec, so say it plainly: the P14 gives up flow, and on an engine this size that is not academic. What makes it affordable here is the tune. The band where the finer cloth first makes itself felt is the band Honda's road calibration already stepped back from. If your Hornet lives at the top of the rev range, keep the P08 in it. And to be plain about what neither medium does: an insert filter does not make a standard motorcycle noticeably more powerful. It holds intake restriction low and keeps it from climbing between services.
A change made with cloth instead of a map
Honda's version of this trade was made with camshafts and mapping, and it is permanent. The owner's version is one element, reversible in the time it takes to put the old one back, leaving airbox, ducting and ECU as they were. Keep the standard panel on a shelf and the machine returns to factory specification on any afternoon. The medium is dry and stays dry, so there is no filter oil to migrate onto the sensors that read the incoming air.
Care and cleaning
Compressed air does most of the work: hold it against the clean face and blow outward, so the dirt leaves the way it came in. When a dusty spell leaves behind more than air will move, wash the PM158P14 in lukewarm water with a mild washing-up detergent and rinse until the water runs clear. Then let it dry in open air and nothing else — no heat gun, no radiator, no flame near it, because heat is what ruins the medium. It goes back in dry and untreated. The maintenance sheet is in the Downloads tab.
Fitment & Compatibility
Cut for the airbox of the Honda CB1000 Hornet and Hornet SP built from 2025 to 2026; both versions take the same element, since the SP's differences sit in the chassis. Besides this bike it covers the CBR1000RR of 2017 to 2026 and the CB1000F and CB1000GT of 2025 to 2026.
DownloadsOwner's manual · brochure▼
FitmentWhich bikes this fits▼
- Honda CB1000F / CB1000GT (2025–2026)
- Honda CB1000 Hornet / Hornet SP (2025–2026)
- Honda CBR1000RR (2017–2026)
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