Honda's popular interpretation of "Custom Cool," the CMX500 Rebel, gets a big sibling according to the tried-and-tested formula: classic "Bobber" plus modern twist. The CMX1100 Rebel offers casual relaxation and action. The 1,084 cc, parallel twin, the robust character and the core sound make an impression already in the stand. The Rebel also scores with an extensive electronic package. HSTC (Honda Selectable Torque Control), Wheelie Control, cruise control and three preset driving modes as well as TBW (Throttle By Wire) are standard on board. The high-quality chassis includes a 43 mm cartridge front fork and shock absorbers with compensation tank at the rear. A radially mounted four-piston brake caliper brake brakes on the front wheel. All lighting consists of LEDs. In addition, the Rebel has a modern LC display. The dual-clutch transmission (DCT) will be optionally available for order.
Launched in 2017, the CMX500 Rebel successfully combines tradition with modern technology. Younger riders in particular are enthusiastic, and all the other riders for whose a motorcycle is so much more than just a means of transport: the motorcycle as a lifestyle, attitude and expression of identity.
The fusion of timeless "Bobber" look and modern elements helped the Rebel to great popularity at the start of sales. In 2019, the Rebel was the third best-selling custom-style machine in Europe. The Rebel is a complete success. It is easy to drive and very suitable for everyday use. In addition, it offers a wide range of possibilities of individual design by its new owner. There are no limits to the imagination.
In 2021, a new model will follow: the CMX1100 Rebel. Starting from the very successful 500, the CMX1100 goes one step further and appeals to an even wider field of driver types: with more power, more character and with Honda's most advanced technology.
The CMX1100 Rebel promises double driving pleasure: it is designed for a comfortable, relaxed splash tour, as well as for exciting tours on winding routes. Riders who change from smaller motorcycles (seat height only 700 mm) will appreciate the handiness and weight. More experienced drivers immediately enjoy the handling potential of the chassis, which convinces with a torsion-proof steel tube frame, high-quality suspension and excellent brakes.
The 1,084 cc parallel twin, known from the CRF1100L Africa Twin, provides plenty of pressure in the lower to medium speed range thanks to a special tuning and gives the exhaust system a first-class sound. Throttle-by-wire management brings with it sophisticated driving aids: there are 3 standard driving modes with a number of different parameters that can be adjusted according to the driving conditions or the mood of the driver. The power development of the engine, the strength of the engine brake, the HSTC and the wheelie control as well as the switching behavior of the optional dual-clutch transmission (DCT) can be adjusted. The cruise control is standard equipment.
As a bobber of the 21st century, the Rebel 1100 excitingly redefines the stripped-back style: pure minimalism, steel fenders at the front and back over thick tires; the round headlight mixes old-school look with new-school LED technology and harmonizes perfectly with the round LCD instrument display. For modern comfort, there is a USB-C charging socket under the seat.
The 2021 Rebel 1100 will be available in the following colors:
Bordeaux Red Metallic
Gunmetal Black Metallic
1. Styling & Equipment
The CMX1100 Rebel comes in a simple, raw look, developed by the US-based Honda R&D studio, which has already designed the CMX 500 Rebel. Long and low, with a narrow body, with an arched, two-tone, 13.6-litre fuel tank, it embodies minimalist presence with muscular proportions that naturally blend with the driver into a whole.
Both the front and rear fenders are pulled from 1 mm thick steel and are mounted with aluminium brackets. Wherever you look, loving details enhance the unique Rebel look. The low-lying headlamp with a diameter of 175 mm convinces with its classic shape, but houses four LED lamps with thick lenses for a well-defined, frontal signature. Even the small round blinkers with a diameter of 55 mm are in the classic look. The oval LED rear light, on the other hand, is modernly drawn and perfectly harmonizes with the other Rebel details.
The seat gives the driver a secure grip even when accelerating and is very comfortable. The Rebel is also suitable for passenger operation; the rear seat cushion can be quickly and easily dismantled and reattached. Under the seat there is a storage compartment (3 liters volume), which is equipped with a USB-C charging socket.
All information can be read well from the 120 mm negative LCD instrument display. On the left side of the frame is the ignition lock, with which the seat can also be removed. The ignition key can remain in the ignition. The handlebars are held by massive 1-inch clamps. The driving modes and the optional DCT can be controlled via the switch unit on the left side of the handlebars. For longer motorway stages, cruise control is installed as standard.
The 1,084 cc SOHC 8-valve parallel twin of the Rebel 1100 is based on the engine of the CRF1100L Africa Twin. Thanks to some skilful adjustments, his character is completely changed. The goal was an engine that meets the requirements of a cruiser. A peak power of 87 hp (64 kW) at 7,000 rpm and 98 Nm peak torque at 4,750 rpm are a sovereign benchmark for motorcycles in this market segment and a guarantee for performance. The increased mass inertia due to the increase of the flywheel by 32%, ensures good response at low speeds and strong pull-through.
Less obvious, but perfect for this type of motorcycle, are the compact dimensions of the engine. Thanks to the design as an "adventure bike motor", with Unicam drive train and crankcase with semi-dry sump oil pan, the weight distribution is optimal. In combination with the low-lying frame construction of the Rebel, a low centre of gravity is thus achieved with maximum ground clearance.
The Africa Twin also contains the crankshaft, which is crankhaft edified by 270° and the ignition interval. Apart from that, the exhaust system, the valve control and the stroke were changed. The engine is controlled by Throttle By Wire (TBW) and features a PGM-FI fuel injection system and a 7-litre airbox. The bearish exhaust sound also contributes to the driving pleasure. Under 4,000 rpm, the machine sounds deep and bassy, and as the speed increases, it gains strength and frequency.
The architecture of the engine remains unchanged compared to the Africa Twin. The crankcase is divided vertically and the water pump is installed in the clutch housing. The thermostat is integrated into the cylinder head. Both the version with and without DCT have the same crankcase. Externally, they differ only slightly from each other. Secondary vibrations are neutralized by the reciprocal movement of the pistons, while primary inertia and clutch vibrations are eliminated by the use of biaxial balancing shafts. The water and oil pump are driven by the balancing shafts.
A crankshaft pulse sensor detects misfires, while Linear Air Flow (LAF) sensors measure the air/fuel mixing ratio in the downpipes. Both are important for compliance with the EURO5 standard.
3. Motor electronics
TBW controls the performance and character of the engine via the Honda Selectable Torque Control (HSTC) and the Wheelie Control. The driver can choose from 3 pre-set modes that cover a variety of driving conditions. The mode selection is operated via the switch unit on the left side of the handlebars. An indicator on the display indicates that the HSTC is active.
STANDARD offers a medium setting for engine power development, engine brakes and wheelie control/HSTC and ensures relaxed driving at low speeds and speeds.
RAIN reduces the power development of the engine and the engine brake. In addition, Wheelie Control and HSTC regulate at the highest level for relaxed driving and additional safety on wet or slippery roads.
SPORT provides aggressive engine performance and full engine brake with low-level wheelie control and HSTC for maximum performance.
USER Mode provides the possibility to make an individual selection between the settings. Once set, the USER setting is automatically saved so that it does not have to be adjusted every time the ignition is switched on.
4. Dual-clutch transmission (DCT)
Honda's DCT technology is in its eleventh year of production. Since 2010, more than 140,000 DCT-equipped motorcycles have been sold in Europe. The gearbox enables seamless gear changes and offers irreplaceable added value when driving quickly. The gearbox uses two couplings: one for starting and 1st, 3rd and 5th gear, the other for the 2nd, 4th and 6th gears. The main shafts of the two couplings are interlocked in a space-saving manner to enable a compact design.
Each coupling is independently controlled by its own electrohydraulic circuit. When a gear change occurs, the system selects the target gear using the currently unused coupling. The first coupling is then moved out electronically while the second coupling is coupled in at the same time.
The result is a smooth, fast and seamless gear change. Since the dual clutch transfers the drive from one gear to the next with minimal drive interruption to the rear wheel, the shock and nick movements of the machine are minimized, so that the change feels direct and even. Additional advantages include.B longevity (since the gears cannot be damaged by incorrect shifting), preventing choking, stress-free driving in the city and reduced driver fatigue. This allows the driver to focus on other essential things, such as.B the driving line or braking and acceleration points before and in corners.
The DCT system offers two different driving concepts. On the one hand, the automatic setting with pre-programmed switching patterns, which constantly monitors the vehicle speed, the selected gear and the engine speed in order to measure the optimal switching process. On the other hand, the manual gearbox adjustment for the gear change via the shifters on the left side of the handlebars.
Due to the TBW control, the DCT switching patterns are linked to the 3 driving modes.
In STANDARD mode, the DCT switching pattern offers a balance between relaxed high-speed cruising at low speed and a good suit at full throttle in low gear.
RAIN switches faster to higher gears for extremely smooth driving.
SPORT keeps the lower gears up longer and also the speed higher before switching up. When switching down at higher speeds, a stronger engine braking effect is achieved.
The USER mode allows the driver to adopt one of the three DCT switching patterns for the driving modes, depending on the preference.
The steel tube frame of the large Rebel is based on the purist, simple design of the 500s including the corresponding lines, which runs diagonally from front to back. The tank sits above the main pipes, which are of course larger than those of the CMX500 Rebel with a diameter of 35 mm. The swingarm with a diameter of 50.8 mm also has the same rough look.
The wheelbase is 1,520 mm, with a subsequent run of 110 mm. Thanks to an offset of 2°, the fork stands at an angle of 30° to bring the cruiser style to the road. In addition to the right look, this combination also offers stability, precision and easy handling. The wet weight is 223 kg for the standard Rebel 1100 and 233 kg for the version with DCT.
The seat height is very comfortable 700 mm. Handlebar, seat and the centermounted footrests ensure that the rider is firmly "in" motorcycle. The overall geometry allows generous angle angles of 35° on each side, which means that there is nothing to stop the Rebel 1100 from winding.
The 43 mm cartridge fork features black submersible tubes and titanium oxide-coated standpipes. The rear shock absorbers each have a 12.5 mm piston rod and a compensating tank. Both the fork and the shock absorbers are adjustable in the spring preload.
The braking force is transmitted at the front by means of a radially mounted monoblock four-piston brake caliper, which removes a floating 330 mm disc into the pliers. At the rear is a single-piston brake caliper with 256 mm disc. The Rebel, of course, has ABS. The sporty cast aluminium wheels carry tyres of the dimension 130/70B18 in front and 180/65B16 in the rear.
The Rebel 1100 is perfect for further refinement and individualization by its new owner. For this purpose, there are a number of original Honda accessories that can be screwed directly on. These are divided into two categories:
Bench in brown or black
Rear racks (only for solo operation)
Short front fender
Rims decorative stripes
Bench in brown or black
Rear luggage rack
Liquid-cooled SOHC 4-stroke 8-valve parallel twin with 270° crankshaft and Uni-Cam
Bore x Stroke
92 mm x 81.5 mm
87 hp (64kW) at 7,000 rpm
98 Nm at 4,750 rpm
Engine oil quantity
4.8 l / 4.3 l (5.2 l / 4.7 l with DCT)
PGM-FI electronic fuel injection
4.9L/100km - MT
114g/km - MT
Manual:Multi-discs in the oil bath
DCT: 2 multi-disc coupling packages
DCT: 6-speed dual-clutch transmission
Steel tube frame
Dimensions (L x W x H)
2240mm x 853mm x 1115mm - MT
Steering head angle
28° / 30°
Weight (fully fuelled)
223kg or 233kg with DCT
43 mm cartridge fork with adjustable spring preload
Damper with compensating tank and adjustable spring preload
Multi-spokes, cast aluminium
Multi-spokes, cast aluminium
Rim size front
Rim size rear
Tyres at the front
Radially mounted monoblock four-piston brake caliper with 330 mm single disc (floating mounted)
Single-piston saddle with 256 mm single disc
INSTRUMENTS & ELECTRONICS
Offset 120mm LCD instrument display
USB-C charging socket