The Rebel 1100 has a new T version, more dedicated to tourism, and this was one of the bikes we used on our recent Lisbon – Porto trip through the Portuguese countryside, at the controls of Honda’s 1100 models. Now let’s talk specifically about this version, which outwardly goes somewhat unnoticed but hides some very interesting dynamic capabilities for a bike in this segment.
It’s no secret that the custom segment was once much stronger among Japanese manufacturers. The names Virago, Intruder, Vulcan or Shadow (the latter dedicated to Honda models) will forever be in the minds of many, but despite the extinction of many famous bikes from the past, this segment may be much more alive than it seems. This is because the American brands are still very much alive in this category of motorcycles, making many new riders of 125 cc bikes dream of opting precisely for… custom models! And we all know how successful this segment has been, especially with some Keeway models. Moving up a cylinder, many riders have then opted for “new generation” Japanese custom bikes, such as the Kawasaki Vulcan and Honda Rebel 500, which turn out to be very versatile utility cruisers. But everyone dreams of a higher displacement.
CIVILIZED REBEL
The two-cylinder CMX 500 Rebel, compatible with an A2 license and launched in 2017, has become very popular, thanks largely to its bobber style and ease of riding, making it an excellent city cruiser, unlike other custom bikes of the past. It is therefore one of the best-selling custom bikes in Europe, while the CMX Rebel 1100, which appeared in 2021, brought superior performance and a range of more advanced technologies. For this year, the model is unchanged (just a new color) but has been completed with a Touring T version. Aesthetically, it stands out for its short front fairing and two rigid side cases (35 liters in total), which can be complemented, like the base version, by a range of accessories. Both versions can be purchased with DCT, the famous double-clutch gearbox that we’ll talk about in more detail shortly.
These two 1100T Rebels come equipped with a 1,084cc parallel twin engine, with HSTC traction control as standard, cruise control, as well as 3 riding modes plus a customizable User, the throttle being TBW, electronically operated. As far as the bike is concerned, the highlights are the use of a tubular steel frame, the 43 mm diameter cartridge-type front fork and the piggyback style rear shock absorbers, which have adjustable spring preload on both axles. The main features of this Rebel T also include a brake disc on each axle, in the front with 4-piston radial calipers, and the use of a beautiful LED headlight, with the instrumentation consisting of an LCD unit with a negative screen. Other interesting figures concern the height of the seat, which is placed just 700 mm from the ground, and the weight of the whole, which is 248 kg in running order, 15 kg more than the version with a traditional gearbox. The fuel tank isn’t exactly large, holding just 13.6 liters of petrol, and another of the features that reveals the cruiser format is the size of the wheels, with 18-inch rims at the front and 16-inch rims at the rear.
DIFFERENT FROM OTHER 1100S
As a cruiser with bobber characteristics, this 1100T Rebel has a slightly modified engine compared to the twin-cylinder of its NT 1100 and Africa Twin sisters. Power drops slightly to 64 Kw at 7,000 rpm, but torque is almost unchanged and comes on earlier, with a peak of 98 Nm at 4,750 rpm, changes achieved through different valve tuning and work on the intake and exhaust, compared to the Africa Twin engine that gave rise to it. What’s more, Street and Tour accessory packages are available, as well as various individual items that can improve the model’s aesthetics and comfort. Of course, the cycling and ergonomics are quite different from the NT and Africa Twin, but it’s best to move on to the riding impressions, because this Rebel is really good to ride!
STRAIGHT… AND CURVES!
And it’s a good thing that it’s (very) pleasant to drive, because in aesthetic terms this Rebel seems too sober. Of course, there are tastes for everything, and many may love the lines of this T version, with its short windshield and prominent side cases, but it’s the handling that makes this bike stand out.
Our contact was in a way a short trip of a few hours, between Lisbon and Vila de Rei, in the center of the country, but on a route well suited to this bike, with national roads and plenty of straights through the interior of the country. The riding position is pleasant, especially as your feet aren’t too far forward, and fatigue will only appear in these situations: at higher speeds on the highway, on bad roads when the short-travel rear suspension is no longer able to filter out irregularities or after several hours of riding. This is because the seat is very low, so your legs are bent a lot and your hips may start to complain (at least those of a driver with a disease craze…).
The most important thing to note is that this engine is like a fish in water in this model: it has character and is strong at all engine speeds, but at the same time it is smooth and hardly vibrates, so overall it does everything better than the big V engines in this segment. What’s more, the DCT is an excellent ally, and you don’t even need several levels to choose from because it adapts itself to each of the driving modes. As well as managing the DCT’s gearshifts differently, each mode also affects power delivery, engine braking and traction control, all of which have three levels of operation. In general, Standard mode is always the best, with Sport proving to be too abrupt in most situations.
GOOD FEELINGS
Smooth, well-surfaced roads are therefore the most suitable for this Rebel, but in curvy areas you can see how good the dynamics are! The suspensions work very well, even the two rear Showa as long as there aren’t too many potholes, the braking doesn’t fail at all and even the ground clearance is quite acceptable, for beautiful bends until finally the footpegs start to touch the ground, with the Rebel only requiring some “labor” in the tightest bends. We liked the feel of all the controls, the overall build quality and the easy-to-read dashboard, and we were even surprised (on the upside) that the small windshield managed to deflect the air away from our helmet so well, almost magically!
The side bags turn out to be a little shallow, especially the one on the right because of the exhaust, but they are very useful and more functional than traditional side bags, and the only thing we didn’t test was the passenger seat which, as you can easily see, is quite small, as the cruiser segment dictates.
We covered around 240 kilometers with an average of around 5.5 l/100 km, a fair figure for the “quick ride” we took.
We had a lot of fun with this Rebel, more than we expected, and while it’s true that the riding position will never please everyone, we were fully convinced that this 1100T does everything very well, within its intended purpose. And this engine with DCT fits in so well that we immediately imagined a naked 1100 with this engine; a mix between the NT and this Rebel, I wonder if someone is working on that in Japan?
Returning to this Rebel and just to conclude, it surprised us with its excellent dynamics, overall quality and aerodynamic protection. It’s very good for riding solo, at a leisurely pace (going fast), and even without its exuberant aesthetics we can tell it’s quite stylish. All in all, it’s not even been two months and we’re already missing this 1100T Rebel.
