HONDA CMX1100 REBEL (2021 - on) Review
Highlights
- Characterful parallel-twin engine
- Great handling for a cruiser
- Relaxed riding position not too extreme
At a glance
| Owners' reliability rating: | |
|---|---|
| Annual servicing cost: | £190 |
| Power: | 86 bhp |
| Seat height: | Low (27.6 in / 700 mm) |
| Weight: | Medium (492 lbs / 223 kg) |
Prices
Overall rating
Next up: Ride & brakesThe 2021 Honda Rebel 1100 is a cruiser motorbike providing further proof the firm build bikes that shock you with their simplistic brilliance.
The original parallel twin CB500s were such bikes, and so was the current CB500 range that includes this Rebel’s little brother, the Honda Rebel 500.
The Rebel 1100 is a genuine giggle. As nonchalantly non-plussed by bimbling along a seafront basking in its bassy tones and admiring glances, as it is capable of blitzing a mountain road with the sort of composure plenty of naked bikes can only dream of.
So don’t dump its talents in the ‘cruiser’ pool and think that its remit is the limit of its skill set – there’s no escaping the SoCal styling or inherently cruisery riding position – but the chassis is a peach, the engine your peppy partner in crime, the riding experience oddly juxtaposed to its intent.
So long as you can cope with a slightly numb bum you won’t stop grinning until long after you’ve put it away in the garage.
And at sub-£9k I had to double check the price wasn’t a mistake. Bargain.
Ride quality & brakes
Next up: EngineBarely more than a ’box worth of shifts after pulling away and it’s only taken metres, not miles, to slip under its spell.
While many a feet-central/forward cruiser leaves you dangling off the bars like a prostrate bodybuilder attempting chin ups on the handlebars, you sit in the Rebel in supportive calm.
Yes, the seat starts to get uncomfortably pushy on your tailbone and numbs your bum after 50 miles in the saddle, but feet never float from the pegs, and neither arms nor neck muscles ever feel stretched even if you’re tanking on at near three-digit speeds. Impressive.
Much of that surprising pace and composure is thanks to the poise and balance of the chassis – again, despite figures on the spec sheet suggesting less deft control would be on offer.
The Rebel wears its mass (223kg) with athletic ease, and it’s all so low to the tarmac that it feels 40kg lighter the scales say. Steering and cornering manners should also lack refinement, but the chubby 130/70 R18 front and 180/65 R16 Dunlop D428 tyres somehow deliver a neutrality, lightness and precision that’s backed by the chassis’ composure and stability.
At walking pace it suffers none of falling-in or tiller-like steering characteristics of many a cruiser, and at pace it feels more like a low (the seat height’s a pretty dinky 700mm) naked bike than a boulevard bruiser.
There’s no weave, no wobble, and even on its ear, boot heels grinding to dust as you edge it over to its 35-degree max dangle angle, there’s no loss of composure. You can be brutal with direction changes, lean hard on the brakes and treat the throttle like a switch – it’s soaks it all up.
Only the twin rear shocks show any sign of being flustered, stiffish settings and short travel causing the rear wheel to skip if you hit a sharp bump while canted over mid-corner.
And if changing gear feels all too last year, you can opt for Honda’s latest-gen DCT transmission instead.
It’ll swap the cogs for you with a level of refinement and accuracy missing from earlier iterations of their clever tech, boasts three modes and you can programme your own settings – or treat it as a push-button manual if you want to take back full control.
Engine
Next up: ReliabilityHonda Africa Twin engine you say? Well yes, and no. Honda say the engine is largely unchanged in terms of architecture.
A 32% heavier flywheel for more inertia joins forces with revised valve timing and ignition settings and a suite of rider modes (three set, plus a user-defined fourth) to choose from – conspiring to drop the AT’s best punch down to just shy of 86bhp @ 7000rpm and a sparrow-fart over 72lb.ft torque @ 4750rpm.
It feels fitter, dramatically denser, more guttural, punchy and characterful than the relatively bland AT.
Right from the get-go there’s a personality to the 270-degree off-beat Rebel’s yell that raises a quizzical eyebrow to the potential. Get moving and that burbling but crisp promise matches beautifully to the equally crisp and light gearbox, cogs well-spaced to make the most of the grunty delivery.
Far from being a lazy laid-back layabout, the Rebel’s got an energy to it that rewards input. As you revel in the very un-Africa Twin bark and bite, you can’t help but be surprised by how easily the speedo is piling on proof of its pace.
Reliability & build quality
Next up: ValueThe old adages around Honda reliability are still largely true – but they’re not infallible, and this Rebel is built down to a very attractive price point using an engine from a far more expensive model.
What does that mean? There must have been plenty of efficiencies made elsewhere.
But they’re hard to spot. The electronics aren’t all-singing – but that means there’s less to go wrong, and the finish and design of most of the bike appears good – albeit on a brand-new bike that’s not yet been subjected to any serious use.
If I wanted to poke any accusatory fingers of disappointment at the Rebel, the only one with any real weight behind it would be prodding the exhaust – which looks like it’s been welded together from off-cuts of other systems, then mated to a scooter silencer.
The sidestand looks like they forgot to put one on and the janitor spotted the error and tacked one on for function without any thought for design, and it clearly lacks Ducati Diavel 1260 levels of sublime detail and finishes.
But it also lacks its price tag. As a sunny Sunday cruiser, expect very few significant niggles.
Value vs rivals
Next up: EquipmentBlimey the CMX1100 Rebel is cheap. Not cheap as in shoddy, flimsy, tacky or outright nasty – but as in super-solid value for money.
There’s very little to go wrong, no glut of insurance-blitzing performance to mitigate, it’s probably not really sexy enough to be on any thief’s top 10 nick-list – and with everything accessible barring the underside of the tank without needed to wield a spanner, it’s not going to need eons in the workshop for servicing work, either.
At £8999, it’s both cheap, and great value for money – and those two things are not always synonymous.
Rival machines from Europe include the Ducati Diavel V4 (at over double the price of the Honda) and Triumph Bonneville Bobber. For greater authenticity, you can head Stateside with an Indian Scout or the relatively new Harley-Davidson Sportster 1250 S.
Equipment
You have to push very hard to provoke the Rebel, but if you can make it bite back there’s 3-mode traction control to keep things under control, plus ABS and – comically – a rather superfluous wheelie control system.
Standard, Rain and Sport modes mete out different throttle and power characteristics, but I could find no reason to deviate from Sport.
There’s a User mode if you’re into setting your own settings, too. I’d trade the wheelie control and modes for cornering ABS, but despite some heavy braking on dirty grit-strewn roads it never got out of shape or triggered assistance. Or maybe I’d trade it for a quickshifter/blipper. The sweet gearbox would take it well, and it’d be a pleasing addition.
For a single disc set-up on a heavy sled, the brakes are well up to the job, too. And usefully, under the rider’s seat is a handy 3-litre storage compartment and a USB-C charging point, accessed via the ignition barrel that’s side-mounted on the Rebel’s left flank.
The neat round dial is a pleasant mix of modern and retro, but the reversed-out screen can be a pain to read in direct sunlight and feels (like all Honda’s clocks that use this style) a bit ‘Casio-watch-from-1983’. But – it’s got all the info you need, is a doddle to navigate and doesn’t dominate your uncluttered view of the road ahead.
For 2022 the 1100 Rebel gets a new Pearl Stallion Brown (no, really) paintjob.
Specs |
|
| Engine size | 1084cc |
|---|---|
| Engine type | Liquid-cooled, 8v, parallel-twin |
| Frame type | Tubular steel trellis |
| Fuel capacity | 13.6 litres |
| Seat height | 700mm |
| Bike weight | 223kg |
| Front suspension | 43mm telescopic fork, preload adjustable |
| Rear suspension | Twin piggyback shocks, preload adjustable |
| Front brake | Single 330mm disc with four-piston radial caliper. ABS |
| Rear brake | 256mm single disc with twin-piston caliper. ABS |
| Front tyre size | 130/70 x 18 |
| Rear tyre size | 180/65 x 16 |
Mpg, costs & insurance |
|
| Average fuel consumption | - |
|---|---|
| Annual road tax | £117 |
| Annual service cost | £190 |
| New price | £8,999 |
| Used price | £5,700 - £9,000 |
| Insurance group |
- How much to insure? |
| Warranty term | Two years |
Top speed & performance |
|
| Max power | 86 bhp |
|---|---|
| Max torque | 72.3 ft-lb |
| Top speed | - |
| 1/4 mile acceleration | - |
| Tank range | - |
Model history & versions
Model history
2021: All-new model
Other versions
DCT version available, £9899
Owners' reviews for the HONDA CMX1100 REBEL (2021 - on)
11 owners have reviewed their HONDA CMX1100 REBEL (2021 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Review your HONDA CMX1100 REBEL (2021 - on)
Summary of owners' reviews |
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| Overall rating: | |
|---|---|
| Ride quality & brakes: | |
| Engine: | |
| Reliability & build quality: | |
| Value vs rivals: | |
| Equipment: | |
| Annual servicing cost: | £190 |
Version: Touring
Year: 2023
Fulfills all my requirements & some I didn’t know I had, a good all rounder.
Never gave it any thought as haven’t had to take an enforced stop due to muscular or dead wrist pain.
Does what it says on the tin, select the mode; rain, standard or sport & the power delivery is as you would expect.
Not had any issues mechanical or otherwise.
Standard Honda servicing costs
Can’t seem to figure out the cruise control, more complicated than it needs to be.
Buying experience: Bought from the Honda dealership here in the north of Ireland, dealt with a customer advisor named Jackie, very knowledgeable with nothing too much trouble with queries, bike delivery or service needs, an excellent member of their staff.
Version: AM (Manual)
Year: 2021
Annual servicing cost: £140
This bike has made a small woman very happy. Thank you Honda for being the first to provide a 'big bike' option for someone under 5ft tall. No I don't want a 125!. I have been riding for 30 years and its nice to have a choice. The 1100 Rebel is the latest I have owned after the 500 Rebel and also a 1987 450 Rebel before that. Its not perfect but its the best out there at the moment. I hope its a great success and other manufacturers start making bigger bikes with lower seats. I get that Honda try to cater for everybody with 'one size fits all', but this bike is arguably leaning towards the female market with its low seat and impeccable behaviour. That said - if you have a bike that fits short people, you kinda need to make all the controls and levers do the same. Otherwise, you end up with a bike that a 5ft person can ride, but needs size 10 shoes to reach the gear shift peg, or XXL hands to reach the buttons and levers. So again, out with the grinder and welder on a new bike to make all the controls reachable (except the cruise control - still miles away from my thumb).
Its a bit stiff for our potholed roads and it is a bit of a heavy lump. But its so easy to ride, predictable, well behaved and rock solid. The single front caliper seems to be up to the job. The rear shocks are the biggest let down - especially the absolutely ludicrous 'fake' gas cartridge on each. Just why?? So only preload adjustment and nothing else. The seat is terrible. Even worse than the Rebel 500. Solution again was to remove and have reworked with proper foam. Transformed.
Engine is a peach. Zero drama. Just hoons you along effortlessly.
Honda's bullet-proof reputation is tested with these budget bikes. However only minor niggles have occured, other than an oil leak from the generator cover after only 18 months (apparently very common). Repaired with threebond rather than the dealer proposed replacement OEM gasket. Have now done around 11k miles and its faultless bar that.
Cheap to run. Great on fuel and tyres. OEM front tyre lasted me 11000 miles. Rear about half of that. Servicing is rudimentary with not much more needed other than oil and filters for most.
Rear shocks are terrible, genuine rear rack is expensive and can't carry much. Made my own custom rack to fit top box. Bar risers have helped reach to the bars. Exhaust end can weighs about a ton. Swiftly despatched in favour of a UK made SP Engineering version. Bonus of being able to reach swingarm as well now for paddock stand. Heated grips were an expensive option but function beautifully. Genuine tank pad set has suffered UV damage and discoloured already. OEM tyres get a hard time on other reviews but i've actually went back to them after trying various others. Not a lot of choice due to niche wheel sizes.
Buying experience: Two Wheels Edinburgh. Great service. DL is the man
Year: 2021
Annual servicing cost: £200
Change the seat. Mines now fitted with a Corbin. Seat really is uncomfortable
As metioned change that seat. After an hour you will realise it is like riding on a brick. Brakes are fine. Tyres are horrendous with zero grip when you want it. Due to the weight it is a doddle to move around which is great compared to my Versys 1000. As easy to ride through town as my Mt09 was. Mirrors could do with a bit more length as most of my view from them is of my arm and elbow. I had a Corbin seat made and what a difference to the ride. I have a knackered back and now a 3 hr ride is easy. Fuel tank could be a bit bigger as fuel doesnt last that long. 100-150 miles on a tank the latter being the exception. Forget top end that is not an option. Getting there is very quick and open the throttle and yes the front wheel will find some air rather than tarmac. Change the exhaust and fit a Vance and Haines and it is music to the ears. Plugs required though. You would be surprised what it will do in the bends with a decent set of tyres fitted.
Zero top end but gets there very quickly for this type of bike. Sports mode is fun but can drain that small tank. If you want fuel economy and a cruiser then put it in rain mode!
Had it for 3 years. Garaged overnight rarely ridden in the rain. Rusts like the Titanic. My Mt09 was 18 plate and only sold it this year and zero rust and that was ridden in all weathers. My Honda has only just done 2200 miles. Digusting quality of paintwork. Engine bolts frame all have rust. CMX side panels with 1100 written on them came off both have had to be replaced. Honda dealership said this is a known fault as plastic is cheap and soft. At £140 a panel plus vat it works out expensive. Otherwise reliabilty has been fine. But at 2200 miles i would expect it to be. Tyres are rubbish in any condition with white lines and tarmac track a pain. Change the tyres,
Speedo, rev counter fuel gauge and a clock. What more do you want.
Buying experience: Bought new from dealer and have used the same dealership for all my bikes apart from my Versys. If they had been a Kawasaki dealer i would have bought it from there. So very happy with Bransons.
Year: 2023
Amazing refined ride that made me realise what I've been missing (and paying more for the previlage of missing) all these years
Yes it's 5 as they are good compared to any Harley or Triumph in its class (there is more travel and adjustability on all shocks). Though they could be a little better if upgraded. For the money they are excellent so 5.
Lovely sound with an aftermarket exhaust from ixrace. Linear smooth power delivery. Surprising in sport mode when you give it the beans - you are suddenly on a sporty-ish naked as opposed to a cruiser. It cruises very nicely and is very satisfying trundling along.
Everything you touch is solid
So far doing mid 40s to the gallon - the cost of the bike is amazing when stacked against its competitors.
Ive put a better seat on mine, and also added oem heated grips. The tyres are okay but after doing 8K miles or so I will change them for something better.
Buying experience: Bridge Honda in Exeter was excellent - some real old school customer building relationship values there - would highly recommend if you are in the south west region
Version: Dct
Year: 2021
Annual servicing cost: £240
This bike is so easy to ride with the DCT gearbox and cruise control. With plenty of go, and a bargain as well.
For the money the ride is excellent and I gave it 5 out of 5 but the seat doesn’t suit everyone.
Marvellous 1100 Africa twin motor, the DCT can be a bit clunky in the low gears and the throttle a bit snatchy but overall it’s great.
It’s a Honda, doesn’t go wrong.
It is what it is. A budget cruiser.
Buying experience: Thunderoad Cwmbran were great.
Version: Manual
Year: 2021
Toured around Europe last year with my girl on the back, great bike, just having an issue dealt with through warranty, first brand new Honda I’ve ever had a problem with and I’ve had many over almost 30 years of riding
Great ride but the hugely expensive ABS modulator issue is a worry
The star of the show
Had the bike 14 months, just after the 4,000 mile service the ‘ABS’ light started flashing, great service team at dobles told me it was the ABS modulator packed up, that’s £1,600 to buy in, the warranty dealt with that but so much for Honda bombproof reliability, only issue I’ve had so far but heard others talking about cruise control faults among others
Average servicing costs for this type of Honda
Buying experience: Dobles are great, with the exception of one sales person
Version: Dct
Year: 2021
Dct gearbox, it takes some getting used to but I wouldn’t change back to manual. The handling for a cruiser is great. Also the performance….no complaints.
It’s a cruiser, they are great for what it is.
Goes great.
3500 miles in, so far no complaints
Dct gearbox but, you don’t need any extras, but they are available if you need them.
Buying experience: Thunderoad in Cwmbran are really good.
Version: DCT
Year: 2021
Pro - The longer I have the bike the more I like it. Once the user mode was set to my personal preferences bike and myself soon felt like a team.Cons - Accessories very difficult to obtain DCT clutch housing prominent
Front brake is good, rear brake works well for making the DCT gearbox change down, seat could be more luxurious but is adequate up to about a hundred miles.
Flexible power output.
Seems to be solid as a rock
Too early to quote servicing cost as I am a low milage user
Basic equipment is what is needed, I also have a Puig touring screen and tank pads
Buying experience: Bought from a dealer, paid price quoted by Honda
Version: DCT
Year: 2021
I fell in love with the looks before I’d even ridden it. Throbs like a twin should and makes an even better noise.
Feels nicely planted and low centre of gravity makes it easy to ride. Don’t be put off by the single brake disk in the front, it hauls this beast to a standstill without any worry at all.
Bumbles along in standard mode no problem but switch to Sport for a more responsive but possibly twitchier ride.
Too soon to tell as I’ve only had it a few weeks.
Again, too soon to judge
Great tyres, vocal exhaust, what more could you want?
Version: DCT
Year: 2021
I am returning to biking after 35 years and was looking for something that looked good, was easy to ride and above all else could hold its own on the motorway. It certainly looks good, its low seat height and low centre of gravity make it a doddle to ride both at speed and in city traffic. The engine and gearbox are not stressed at all when more speed is required quickly. If you like this style of bike, what's not to like, (except the rather firm ride).
This bike feels rock solid in the corners and instils levels of confidence that make you want push on a bit harder. Brakes are up to the job. I didn't test ride this bike before buying and what I consider to be firm ride and hard seat would not have put me off buying it if I had.
It sounds great and the DCT gearbox is sublime. Vibration is minimal and not a problem.
Ok, its only a month old and with 900 miles on the clock, but its a Honda right!
50+ MPG so far
Display can be a bit difficult to see if the sun happens to be in the wrong position. Perhaps its my fault for not having long enough thumbs but some of the controls are a bit of a stretch. Self cancelling indicators would have been nice.
Version: Manual
Year: 2021
Tailor made for me
Seat is numbing but will fix that with aftermarket seat, break pedal gets in the way of my toe a bit but no real niggles to speak of
Trying not to give this bike 5 out of 5 for everything but can’t help it
Only 600 miles done but have to give it the benefit of the doubt
175 mile tank range good for this style of bike I owned a ‘48 which did exactly that mileage when the petrol light came on, owned a triumph bobber which wasn’t much better so good MPG with the rebel
Has everything it needs, cruise control is icing on the cake
Buying experience: Simple and got a good trade in for my tiger 900rally
Honda CMX1100 Rebel on the road
Honda CMX1100 Rebel dash
Honda CMX1100 Rebel right side
Honda CMX1100 Rebel exhaust
Honda CMX1100 Rebel front brake
Honda CMX1100 Rebel headlight
Honda CMX1100 Rebel engine
Honda CMX1100 Rebel left side
2022 Honda CMX1100 Rebel in Pearl Stallion Brown
