Honda Rebel 1100 2023

Information

The 2023 Rebel 1100 in Iridium Gray Metallic. This is the six-speed manual version. Tweaked and modified to suit the cruiser vibe, the Rebel’s engine has unique engine mapping, a 20 percent larger flywheel for increased inertia, and revised camshaft profiles that give what Honda calls “power pulses,” as though to further mimic the feel of a V-twin.Honda

Ups

1,083cc parallel twin derived from the Africa Twin is an effective, if unexpected, tool
Adjustable power delivery, traction control, and engine-braking enable riders to tailor performance to their preference. And there’s a lot of performance to be had!
Available with a six-speed manual transmission or automatic Dual Clutch Transmission (DCT)

Downs

Cramped rider triangle
Subdued exhaust note lacks charisma

Verdict
The Honda Rebel 1100 and Rebel 1100 DCT are the next generation of Japanese cruisers. Veering from archetypal cruiser styling cues and adopting modern rider aids, the Rebel 1100′s appeal extends beyond the stereotypical cruiser demographic, delivering an easy-to-ride, fun-loving vibe that lots of riders can get behind. Cornering clearance and lots of power make this a bike that’s fun to ride on more than just around-town jaunts.

Overview
The Honda Rebel 1100 and Rebel 1100 DCT are modern metric cruisers. For decades, many of the Big Four’s cruiser offerings were chromed-out imitations of America’s highest-selling motorcycles. Often, they were reliable, finely engineered machines catering to a certain segment of the market that didn’t care—or at least claimed they didn’t care—what badge was on the tank. For many of today’s consumers, however, perceived authenticity is a firmly held value, and a “Harley clone,” no matter how well made, is anything but authentic.

Rather than imitate some other brand’s schtick, Honda endowed the Rebel 1100 with its own identity, right down to the parallel-twin engine derived from the company’s Africa Twin adventure bike.

While the 59.8-inch wheelbase, 28-degree-raked front-end, and mid-controls immediately announce “cruiser,” Honda’s DNA shines through. As such, the Rebel 1100 has electronic rider aids, ABS, a sweet-handling chassis, and an available automatic dual-clutch transmission.

The pinnacle of the Rebel lineup, the 1100 is a landing point for scores of riders who have cut their teeth on the Rebel 300 and Rebel 500. A low, 27.5-inch seat-height, adjustable power delivery, and the aforementioned optional automatic transmission mean the leap from 500 to 1100 isn’t too great. At the same time, more experienced riders will have plenty to enjoy with 81 hp and 68 lb.-ft. of torque delivered to the rear wheel.

The Rebel is still an affordable alternative to a Harley or Indian, but the keyword here is alternative. It offers its own unique take on what a cruiser can be. For some, that makes it authentically, proudly subversive. To others, it’s just a good motorcycle at a good price.

Updates for 2023
The Rebel 1100 went unchanged for 2023, though Honda has included new color options: Iridium Gray Metallic or Green Metallic.

Pricing and Variants
The 2023 Honda Rebel 1100 is available for $9,499. The Rebel 1100 DCT is available in the same colors, but features Honda’s automatic Dual Clutch Transmission (DCT) that brings the MSRP to $10,099.

Competition
The Rebel 1100 competes with the Harley-Davidson Nightster ($13,499) and the Indian Scout Rogue ($12,749). The Harley-Davidson and Indian both have modern V-twin engines and more true-to-type—though still forward-looking—cruiser styling. The Rebel’s parallel-twin engine and trellis frame help the Rebel step out of the shadow of Harley and Indian, allowing it to wear its Honda wing badge with pride. The Rebel is the only option available with an automatic transmission. Even though it costs $600 more than the base model, the DCT-equipped Rebel is still less expensive than the competition.

The 2023 Rebel 1100 in Green Metallic. The pinnacle of the Rebel lineup, the 1100 is a landing point for scores of riders who have cut their teeth on the Rebel 300 and Rebel 500. A low 27.5-inch seat-height, adjustable power delivery, and optional automatic transmission mean the leap from 500 to 1100 isn’t too great.Honda
Powertrain: Engine, Transmission, and Performance

The Rebel 1100 is powered by a liquid-cooled 1,083cc Unicam parallel twin derived from the Honda Africa Twin. Tweaked and modified to suit the cruiser vibe, the Rebel’s engine has unique engine mapping, a 20 percent larger flywheel for increased inertia, and revised camshaft profiles that give what Honda calls “power pulses,” as though to further mimic the feel of a V-twin. On the Cycle World dyno, the standard Rebel 1100 produced 81.02 hp at 7,010 rpm and 67.90 lb.-ft. of torque at 5,010 rpm. You can watch the Rebel 1100 dyno test here.

Power delivery is smooth and strong and the engine is well balanced. But even with that flywheel it doesn’t have the classic cruiser pulse. Or, for that matter, an exhaust note that makes you want to blip the throttle at a red light. Three programmed modes alter power delivery, engine-braking, traction control, and shift points (on the DCT model). Even with so much technology between the right hand and rear wheel, riding the Rebel is uncomplicated and pure. Twist the throttle and it goes; focus on what’s ahead, not what it takes to get there.

The Rebel 1100′s optional automatic Dual Clutch Transmission (DCT) eliminates the clutch lever and the need to manually shift gears. Naturally, it also prevents the possibility of stalling. A manual setting allows the rider to use paddle shifters to take back some control. It’s a nice touch on the Rebel, especially for less experienced riders. And considering it only adds $600 to the price tag, and 23 pounds to the curb weight, it’s an attractive option.

A 2021 Rebel 1100 (note: the Bordeaux Red Metallic color is not available in 2023). Power delivery is smooth and strong and the engine is well balanced. But even with that flywheel it doesn’t have the classic cruiser pulse. Or, for that matter, an exhaust note that makes you want to blip the throttle at a red light.Drew Ruiz

Chassis/Handling
The Rebel 1100 uses a steel tube trellis frame with a nonadjustable fork and preload-adjustable shocks, both from Showa. Handling, as we’ve come to expect from Honda, is delightfully neutral and inspires particular confidence at low speeds. Thanks largely to the engine placement’s effect on weight distribution, the already lightweight 487-pound (non-DCT) or 509-pound (DCT) Rebel feels incredibly well balanced and nimble. The chassis feels planted, with no pitching aft as you accelerate out of one corner and brake hard into another. Even leaned over, carrying speed through a turn, the chassis provides excellent feedback and allows for midcorner inputs without the worry of losing composure.

In a comparison test that also included the Harley-Davidson Nightster and Indian Scout Rogue, Cycle World testers commented that “the Honda Rebel was easiest to ride and the quickest through a canyon. Midcorner handling and a significantly greater lean angle than the other bikes make the Rebel more confidence-inspiring at high speeds.”

The Rebel 1100 uses a steel tube trellis frame with a nonadjustable fork and preload-adjustable shocks, both from Showa. It uses a dual-piston Nissin caliper up front, and a Tokico four-piston caliper in the rear.Honda

Brakes
The 1100 stops with a Nissin dual-piston caliper on a 256mm disc in the rear and a single radially mounted Tokico four-piston caliper on a 330mm rotor in front. Brakes are responsive with good feel through the adjustable lever, allowing for precise application to help explore the limits of the front suspension and the OE-fitted Dunlop D428 tires. ABS is standard.

Fuel Economy and Real-World MPG
Cycle World-measured fuel economy is 37.6 mpg.

A somewhat cramped rider triangle may pose a problem for taller riders. A low 27.5-inch seat height should inspire confidence in less experienced riders.Honda

Ergonomics: Comfort and Utility
The Rebel 1100 has a 27.5-inch seat height and shares a similar ergonomic configuration to its smaller-displacement kin. The Rebel’s ergonomics are somewhat cramped for taller riders. Mid-mounted footpegs sit high on the frame and put riders in sort of a cannonball position, which was uncomfortable on longer stretches of highway. This peg positioning is reflected in the Rebel’s 35 degrees of claimed lean angle—significantly greater than its competitors—but testers unanimously agree they’d trade some lean angle for cruising comfort.

Cruise control and ABS are standard. Other nice features include 3 liters of underseat storage and a USB-C charging port.

The Rebel’s simple LCD dash is basic but straightforward to use, allowing riders quick adjustment of various settings.Honda

Electronics
The Rebel 1100 has three riding modes (Rain, Sport, Tour) that pre-select power delivery, engine-braking, and traction control, while with a fourth User mode riders customize the settings. When the bike’s ignition is turned on, the ECU remembers the previously selected mode.

Although probably not needed, Honda Selectable Torque Control has a wheelie control function. The Rebel 1100 also gets full-LED lighting and a basic LCD display to relay all pertinent riding information. ABS comes standard.

Warranty and Maintenance Coverage
The Rebel 1100 has a one-year, transferable, unlimited-mileage limited warranty.

Quality
The Rebel 1100 feels well engineered and boasts some high performance for what is otherwise a friendly cruiser. Plastic paneling and an excess of wires and exposed plumbing rob it of top-notch aesthetics. Still, blacked-out finishes, clean welds on the frame, high-quality metalflake paint, full-LED lighting, and other touches exude Honda quality. The 1100 is clearly built to a very high standard and without much flash or glitz to distract. Honda has found its own style with the Rebel line, rather than mimic American cruisers.

2023 Honda Rebel 1100 Claimed Specs

MSRP: $9,499 (base)/$10,099 (DCT)
Engine: 1,083cc, SOHC, liquid-cooled Unicam parallel twin; 4-valve/cyl.
Bore x Stroke: 92.0 x 81.5mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: PGM-FI electronic fuel injection w/ 46mm throttle bodies
Clutch: Wet, multiplate
Engine Management/Ignition: Ride-by-wire/full transistorized ignition
Frame: Steel-tube trellis construction
Front Suspension: 43mm conventional telescopic fork w/ dark titanium oxide coating, spring preload adjustable; 4.8 in. travel
Rear Suspension: Dual Showa shocks w/ 12.5mm shafts, piggyback pressurized reservoirs, spring preload adjustable; 3.7 in. travel
Front Brake: 4-piston monoblock, radial-mount hydraulic caliper, floating 330mm disc w/ ABS
Rear Brake: 1-piston hydraulic caliper, 256mm disc w/ ABS
Wheels, Front/Rear: Cast; 18 in. / 16 in.
Tires, Front/Rear: Dunlop D428; 130/70-18 / 180/65-16
Rake/Trail: 28.0°/4.3 in.
Wheelbase: 59.8 in.
Ground Clearance: 4.7 in.
Seat Height: 27.5 in.
Fuel Capacity: 3.6 gal.
Wet Weight: 487 lb. (base)/509 lb. (DCT)
Contact: powersports.honda.com