Honda's popular interpretation of "Custom Cool", the CMX500 Rebel, has got 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 robust sound make an impression even when standing still. The Rebel also scores with an extensive electronics 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 a reservoir at the rear. A radially mounted four-piston brake caliper brakes on the front wheel. The entire lighting consists of LEDs. The Rebel also has a modern LC display. The dual clutch transmission (DCT) can be ordered as an option.
2021 Honda CMX 1100 Rebel
The CMX2017 Rebel, launched in 500, successfully combines tradition with modern technology. Younger drivers in particular are enthusiastic, and so are all other drivers for whom 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 the timeless "bobber" look and modern elements helped the Rebel to become very popular right from the start. In 2019, the Rebel was number three as the 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 individual design options by its new owner. There are no limits to your imagination. A new model will follow in 2021: the CMX1100 Rebel. Based on the very successful 500 series, 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.
Seat height only 700 mm
The CMX1100 Rebel promises double driving fun: it is designed for a leisurely, relaxed jaunt as well as for exciting tours on winding roads. Drivers who switch 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 knows how to impress with a torsion-resistant tubular steel 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 configuration and gives the exhaust system a first-class sound. The throttle-by-wire management comes with 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 shift behavior of the optional double clutch transmission (DCT) can be adjusted. The cruise control is part of the standard equipment. As the bobber of the 21st century, the Rebel 1100 redefines the stripped-back style in an exciting new way: pure minimalism, steel fenders front and rear 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 convenience, there is a USB-C charging socket under the bench.
Bordeaux Red Metallic or Gunmetal Black Metallic
The CMX1100 Rebel has a simple, raw look, developed by the US Honda R&D studio, which already designed the CMX 500 Rebel. Long and low, with a narrow body, with an arched, two-tone, 13,6 liter fuel tank, it embodies a minimalist presence with muscular proportions that naturally blend in with the driver to create a whole. Both the front and rear fenders are drawn from 1 mm thick steel and are mounted with aluminum brackets. Everywhere you look, loving details reinforce the unique rebel look. The low-set headlight with a diameter of 175 mm impresses with its classic shape, but houses four LED lamps with thick lenses for a well-defined, frontal signature. The small, round indicators with a diameter of 55 mm also have a classic look. The oval LED rear light, on the other hand, has a modern design and harmonizes perfectly with the other Rebel details.
The seat gives the driver a secure hold even when accelerating strongly and is very comfortable. The Rebel is also suitable for pillion rides; the rear seat cushion can be quickly and easily dismantled and reattached. Under the seat there is a storage compartment (3 liter volume), which is equipped with a USB-C charging socket. All information can be easily read from the 120 mm negative LCD instrument display. On the left side of the frame is the ignition lock, which can also be used to remove the seat. The ignition key can remain in the ignition. The handlebar is held in place 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 handlebar. Cruise control is fitted as standard for longer stretches of the motorway.
1.084 cc SOHC 8-valve parallel twin
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 a few skilful adjustments, its character has changed completely. The aim was an engine that would meet the requirements of a cruiser. A peak output of 87 PS (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 inertia by increasing the flywheel mass by 32% ensures good responsiveness at low speeds and strong torque. Less obvious, but perfect for this type of motorcycle, are the engine's compact dimensions. Thanks to the design as an “adventure bike motor” with a Unicam drive train and crankcase with semi-dry sump oil pan, the weight distribution is optimal. In connection with the low-lying frame construction of the Rebel, a low center of gravity with maximum ground clearance is achieved.
The crankshaft, cranked by 270 °, and the ignition interval also come from the Africa Twin. Apart from that, the exhaust system, valve timing and stroke were changed. The engine is controlled by Throttle By Wire (TBW) and has PGM-FI fuel injection and a 7 liter airbox. The bearish exhaust sound also contributes to driving pleasure. Below 4.000 rpm, the machine sounds deep and bassy, with increasing speed it gains in power and frequency. The architecture of the engine remains unchanged compared to the Africa Twin. The crankcase is divided vertically and the water pump is built into the clutch housing. The thermostat is integrated in the cylinder head. Both the version with and without DCT have the same crankcase.
Outwardly they differ only slightly from each other. Secondary vibrations are neutralized through the reciprocal movement of the pistons, while primary inertia and clutch vibrations are canceled through the use of biaxial balance shafts. The water and oil pumps are driven by the balance shafts. A crankshaft pulse sensor enables misfire detection, while linear air flow (LAF) sensors measure the air / fuel mixture ratio in the downpipes. Both are important for compliance with the EURO5 standard.
TBW controls the power delivery and the character of the engine via the Honda Selectable Torque Control (HSTC) and the Wheelie Control. The driver has 3 pre-set modes to choose from, covering a wide range of driving conditions. The mode selection is operated via the switch unit on the left side of the handlebar. A message in the display indicates that the HSTC is active.
- STANDARD offers a medium setting for engine power development, engine braking and wheelie control / HSTC and ensures relaxed driving at low revs and speeds.
- RAIN reduces the power delivery 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 ensures an aggressive engine power development and the full engine brake with wheelie control and HSTC on low level to enable maximum performance.
- USER mode offers the option of making an individual selection between the settings. Once set, the USER setting is automatically saved so that it does not have to be reset every time the ignition is switched on.
Honda's DCT technology is now in its eleventh year of production. Since 2010, over 140.000 DCT-equipped motorcycles have been sold in Europe. The transmission enables seamless gear changes and quickly offers irreplaceable added value when driving. The transmission uses two clutches: one for starting and 1st, 3rd and 5th gear, the other for 2nd, 4th and 6th gear. The main shafts of the two clutches are nested to save space in order to enable a compact design.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system preselects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged while the second clutch is simultaneously engaged.
The result is a smoother, faster, and seamless gear change. Since the double clutch transfers the drive from one gear to the next with minimal drive interruption to the rear wheel, the jerking and pitching movements of the machine are minimized, so that the change feels direct and even. Additional advantages are e.g. B. the longevity (since the gears cannot be damaged by incorrect shifting), prevention of stalling, stress-free driving in the city and less driver fatigue. In this way, the driver can concentrate on other essential things, such as the driving line or braking and acceleration points before and in bends.
The DCT system offers two different driving concepts. On the one hand, there is the automatic setting with preprogrammed shifting patterns, which constantly monitors the vehicle speed, the selected gear and the engine speed in order to determine the optimum shifting process. On the other hand, the manual gear setting for changing gears using the paddles on the left side of the handlebar.
The DCT switching patterns are linked to the 3 driving modes through the TBW control.
- In mode STANDARD The DCT shift pattern offers a balance between relaxed cruising in high gear at low speed and good pull-in at full throttle in low gear.
- RAIN shifts faster to higher gears for extremely smooth handling.
- SPORT keeps the lower gears longer and the engine speed longer before upshifting. When downshifting at higher speeds, a stronger engine braking effect is achieved. The
- USER mode enables the driver to adopt one of the three DCT switching patterns for the driving modes, depending on their preference.
The tubular steel frame of the big Rebel is based on the puristic, simple design of the 500 series including the corresponding lines that run diagonally from front to back. The tank sits above the main pipes, which with a diameter of 35 mm are of course larger than those of the CMX500 Rebel. The swing arm with a diameter of 50,8 mm also has the same rough look. The wheelbase is 1.520 mm with a caster of 110 mm. Thanks to an offset of 2 °, the fork is at a 30 ° angle 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 a very comfortable 700 mm. Handlebars, seat and the centrally mounted footrests ensure that the driver is firmly seated “in” the motorcycle. The overall geometry allows generous lean angles of 35 ° on each side, so nothing stands in the way of winding exits with the Rebel 1100. The 43 mm cartridge fork has black lower tubes and titanium oxide coated stanchions. The rear shock absorbers each have a 12,5mm piston rod and a surge 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 grips a 330 mm floating disc. A single-piston brake calliper with a 256 mm disc works at the rear. Of course, the Rebel has ABS. The sporty cast aluminum wheels have 130 / 70B18 tires at the front and 180 / 65B16 tires at the rear.
The Rebel 1100 is perfect for further refinement and customization by its new owner. There are a number of original Honda accessories that can be screwed on directly. These are divided into two categories:
|Type||Liquid-cooled SOHC 4-stroke 8-valve parallel twin with crankshaft cranked by 270 ° and Uni-Cam
|Bore x stroke||92 81,5 mm x mm|
|Maximum power||87 HP (64kW) at 7.000 rpm|
|Max. Torque||98 Nm at 4.750 rpm|
|Engine oil quantity||4,8 l / 4,3 l (5,2 l / 4,7 l with DCT)|
|mixture preparation||PGM-FI electronic fuel injection|
|Consumption||4.9L / 100km - MT
5.3L / 100km - DCT
|CO2 Emissions||114g / km - MT
123g / km - DCT
|Coupling type||Manual ： multiple discs in an oil bath
DCT: 2 multi-plate clutch packages
|Gear type||Manual: 6-speed
DCT: 6-speed dual clutch transmission
|Type||Tubular steel frame|
|Dimensions (L x W x H)||2240mm x 853mm x 1115mm - MT
2240mm x 834mm x 1115mm - DCT
|Steering head angle||28 ° / 30 °|
|seat height||700 mm|
|ground clearance||120 mm|
|Weight (full tank)||223kg or 233kg with DCT|
|your Front Wheel.||43 mm cartridge fork with adjustable spring preload|
|behind||Damper with reservoir and adjustable spring preload|
|your Front Wheel.||Multi-spoke, cast aluminum|
|behind||Multi-spoke, cast aluminum|
|Rim size in front||MT 3,50|
|Rear rim size||MT 5,00|
|Front tire||130 / 70B18 M / C|
|Tire behind||180 / 65B16 M / C|
|ABS type||2-channel ABS|
|Front brake||Radially mounted monoblock four-piston brake caliper with 330 mm single disc (floating)|
|rear brake||Single piston caliper with 256 mm single disc|
|INSTRUMENTS & ELECTRONICS|
|Instruments||Offset 120 mm LCD instrument display
USB-C charging socket
|Back-up system for medifa XNUMX||HISS|
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Dynamic-Cruiser - the 2021 Honda CMX 1100 Rebel!
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