Big Red’s Rebel cruiser line grows this season with the addition of the 2021 Rebel 1100 ($9,999 as tested, with optional Dual Clutch Transmission). Honda’s latest cruiser builds upon the Rebel’s lovable character by adding power and high-end electronic rider aids, including Honda’s exclusive DCT.
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Rebels are renowned for their friendly demeanor and ease of use by virtually any sized rider, short or tall. And the 1100 continues the format. Mid-foot controls, a low seat, and slim powertrain make for a bike that’s easy to straddle, especially for smaller riders. Although a tad narrow, the handlebar has a pleasing upright bend, that will work well for most. Overall the controls are well-proportioned but a tad cramped for a 6-foot-tall rider.
Honda’s optional $700 DCT is a game changer for novice and more experienced riders alike. It takes the worry out of synchronized clutch and gear-shifting action replacing it with a fully automated experience, much like a scooter. Still, riders can select each of the six gears, manually via paddle-like buttons on the left-hand-side switch gear. A monochrome round-face dash display keeps tabs on vehicle vitals and is easy to read at a glance.
Steadily refined over the last 11 years, Honda’s DCT programming is so intuitive to control input and so fast in operation (we’re especially fond of its racebike-like auto-blip downshift feature) that it will make you think twice about riding a manual-transmission-equipped motorcycle. Another plus: the system is virtually maintenance-free. Our only gripe is that the gearbox doesn’t offer the Africa Twin adventure bike’s “G switch,” enabling faster (and more sporty feeling) clutch engagement.
With around 80 hp available at the 16-inch Dunlop rear tire, the Rebel 1100 zips around town with enough oomph to lift the front wheel in first gear. Although to be fair, it feels less punchy than the Africa Twin’s engine (read the report in the 2020 Honda Africa Twin Adventure Sport ES DCT MC Commute Review) from which it is borrowed.
The 1,084cc (66-cubic-inch) parallel twin employs an uneven firing order designed to mimic the firing pulses of a V-twin. Since its Honda, the character of the engine is smoother and less rowdy as compared to other 270/540-degree firing interval parallel twins we’ve ridden (i.e., Aprilia’s 660, KTM’s LC8c, and Yamaha’s CP2 power units). Still, it’s rambunctious enough to put a smile on your face, and we appreciate its calculated level of engine vibration that doesn’t become annoying after a couple of hours in the saddle. Adjustable engine power, traction, and engine-brake control make for a tailored riding experience. With a push of a button the Rebel can go from mild to wild. Cruise control is also standard.
In spite of its 509-pound curb weight (claimed), in typical Rebel fashion it impresses with how light and maneuverable it feels in motion. It hugs turns well and offers a surprisingly lean angle before the footpegs kiss asphalt. The calibration of the suspension is equally pleasing and overall ride quality is astounding, even over rough, broken pavement despite having less than 4 inches of rear suspension travel. The Rebel 1100 is the most versatile riding mid-control cruiser we’ve ever ridden. Well done, Big Red.
Twin hydraulic disc brakes do a fine job of slowing down the Rebel and include IMU-powered ABS. Although styling-wise we wished the Rebel used a twin front disc setup, we can’t knock the performance of the solo setup. We also appreciated the power and response of the rear brake.
Aside from its exemplary performance, the Rebel offers a high level of build quality. Though we wish it would have done a better job of hiding the instrument and switch gear wiring. Designed with customization in mind, a wide range of OE accessories are available and Honda says the Rebel can be stripped easily. Aftermarket companies like Burly and Vance & Hines also offer a variety of bolt-on accessories to make the Rebel yours.
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