Honda Rebel 1100 are famend for his or her pleasant demean-or and simplicity of use through truly any sized rider, short or tall. And the 1100 keeps the format. Mid-foot controls, a low seat, and narrow powertrain make for a motorcycle that’s smooth to straddle, mainly for smaller riders. Although a tad narrow, the handlebar has a nice upright bend, with the intention to work nicely for most. Overall the controls are nicely-proportioned however a tad cramped for a 6-foot-tall rider.
Honda Rebel 1100 optional $700 DCT is a sport changer for newbie and greater skilled riders alike. It takes the concern out of synchronized clutch and gear-shifting movement replacing it with a totally automatic experience, just like a scooter. Still, riders can pick each of the six gears, manually through paddle-like buttons at the left-hand-aspect transfer gear. A monochrome round-face sprint show continues tabs on automobile vitals and is simple to examine at a glance.
The 1,084cc (66-cubic-inch) parallel dual employs an choppy firing order designed to imitate the firing pulses of a V-twin. Since its Honda, the engine is smoother and much less rowdy compared to different 270/540-degree. Still, it’s rambunctious sufficient to position a grin in your face, and we admire its calculated degree of engine vibration that doesn’t come to be disturbing after more than one hours withinside the saddle.
Adjustable engine energy, traction, and engine-brake management make for a tailor-made using experience. With a push of a button the Rebel can pass from moderate to wild. Cruise management is likewise standard.
Design and features
Steadily subtle over the past eleven years, Honda’s DCT programming is so intuitive to manipulate input and so speedy in operation (we’re specially keen on its race bike-like auto-blip downshift feature) that it’ll make you suspect twice approximately using a manual-transmission-geared up motorcycle. Another plus: the machine is truely maintenance-free. Our simplest gripe is that the gearbox doesn’t provide the Africa Twin adventure bike’s “G switch,” allowing faster (and greater sporty feeling) take hold of engagement.
With around 80 hp to be had on the 16-inch Dunlop rear tire, the Rebel 1100 zips round city with sufficient mph to raise the front wheel in first gear. Although its less punchy than the Africa Twin’s engine from which it’s far borrowed.
Twin hydraulic disc brakes do a satisfactory activity of slowing down the Honda Rebel 1100 and consist of IMU-powered ABS. Although styling-clever we needed the Rebel used a dual the front disc setup, we can’t knock the overall performance of the solo setup.
In the end, Honda has taken a version that’s traditionally been geared toward novices and given it sufficient overall performance to full fill veteran riders. While as compared to fashions like Harley Davidson’s $9,999, 564-pound Iron 1200 and Indian’s $12,399 (with ABS), 561-pound Scout, the Honda Rebel 1100 has the leg up in each manner besides outright engine character, rectangular inches of chrome, and, relying on your priorities, country of origin. Then again, a few would possibly recollect the Rebel’s Japanese engineering an asset.
It can be referred to as a Rebel, however it’s quite darn sensible.
|2021 HONDA REBEL 1100|
|Price (MSRP)||$9,299 with manual clutch, $9,999 with DCT|
|Engine||1,084 cc, liquid-cooled, eight-valve, parallel twin|
|Frame||Tubular-steel double cradle|
|Front suspension||Showa 43 mm fork, adjustable for spring preload, 4.8 inches of travel|
|Rear suspension||Showa shocks, adjustable for spring preload, 3.7 inches of travel|
|Front brake||Single Nissin four-piston caliper, 330 mm disc with ABS|
|Rear brake||Single Nissin single-piston caliper, 256 mm disc with ABS|
|Rake, trail||28.0 degrees, 4.3 inches|
|Seat height||27.5 inches|
|Fuel capacity||3.6 gallons|
|Tires||Dunlop D428, 130/70-18 front, 180/65-16 rear|
|Claimed weight||487 pounds (manual clutch), 509 pounds (DCT)|
|Warranty||12 months, unlimited miles|