2025 Honda CMX1100 Rebel Review: Superior Comfort Meets Thrilling Power

CMX1100

Engine

The 1,084cc SOHC 8-valve parallel twin-cylinder engine of the CMX1100 Rebel is based on the CRF1100 Africa Twin, which for 24YM saw a significant (and appreciable) increase in low- and mid-range torque without sacrificing peak power.

Additionally, the CMX1100 Rebel receives the same upgrade for 25YM, which gives it a competitive advantage in cruising. The engine now produces 65kW at 7,250 rpm, the compression ratio is 10.5:1 (up from 10.1:1), and the bore is still 92mm with an 81.5mm stroke. However, torque is crucial for a bike like this, and although the maximum output remains constant at 98 Nm at 4,750 rpm, the response is 32% stronger from the bottom of the rev range up than the Africa Twin engine.

Honda engineers have further customized the CMX1100 Rebel’s strong, distinctive engine by using a flywheel and camshaft designed specifically for the model, which highlights the engine’s inherent pulses.

Character is ensured by an uneven firing interval and a 270° phased crankshaft. Along with the exhaust design, the big Rebel’s heavy mass flywheel and specific valve timing/lift produce an even more intense “pulse” feel. Additionally, the engine pulse changes from responding to all throttle inputs in a harmonious manner at low revs to a more boisterous, sensation-heightening “throb” as rpm increases, which is consistent with the Rebel’s dual personality.

With updated settings to accommodate the new engine and new inlet trumpets feeding the throttle bodies from a 7L airbox, the engine is managed via Throttle By Wire (TBW) and PGM-FI. The exhaust note, which has been adjusted to produce a strong, high-frequency note as rpm increases and a deep, low-frequency sound pulse through the 5.3L oval-section muffler below 4,000 rpm, adds to the enjoyment of riding.

When combined with the Rebel’s low-slung frame design, the compact dimensions (made possible by the Unicam drive train and semi-dry sump crankcase) neatly center mass and provide a low center of gravity with maximum ground clearance.

Both the six-speed manual and DCT versions of the engine have identical crankcases with only slight external variations; the crankcases split horizontally, and the water pump is housed within the clutch casing with a thermostat built into the cylinder head. Biaxial balance shafts are used to cancel primary inertial and coupling vibrations, while the reciprocating motion of the pistons neutralizes secondary vibrations. The balancer shafts power the oil and water pumps.

An OBD2-2 sensor has been installed downstream of the catalyser for emissions compliance, and a crank pulsar with relator teeth spaced at 10-degree intervals controls misfire detection. Furthermore, the downpipes’ Linear Air Flow (LAF) sensors provide precise measurements of the air/fuel mixture ratio.

Electronics

Along with controlling the degree of Honda Selectable Torque Control (HSTC) with integrated Wheelie Control, TBW also controls engine performance and character. All rider aids have been updated for the new engine output and character, and the rider can select from three preset modes that cover a wide range of riding conditions. The left-hand switchgear controls mode selection, and when HSTC is operating, an indicator on the instrument display turns on.

With its middle engine power delivery (P), engine braking (EB), and HSTC settings, STANDARD provides a comfortable ride at low rpm and speeds while maximizing the Rebel’s potential as the revs increase.

For comfortable riding and added assurance on damp or slick surfaces, RAIN transmits low P delivery and EB matched to high HSTC.

To enable optimal performance, SPORT provides aggressive P and standard EB with minimal HSTC intervention.

Customizing the settings for the desired combination is possible with two USER modes. There is no need to reset the USER settings every time the ignition is turned on because they are automatically saved once they are set.

Dual Clutch Transmission (DCT)

Since the VFR1200F was the first motorcycle in Europe to be offered with DCT, Honda has sold more than 240,000 of these bikes. Since the CMX1100 Rebel’s launch, 57% of owners have opted for the DCT.

Honda’s development engineers set out to upgrade two DCTs as part of the 2025 Model update. First, it’s smoother to start from a stop and control at a low speed (less than 10 km/h) for U-turns and other maneuvers. A “quick yet gentle” driving force at small throttle openings is necessary for this.

The new technology, which surpasses the operating parameters of the previous generation DCT, improves clutch response by estimating the oil pressure of the clutch piston chamber and thoroughly reviewing the way feedback gain is applied, instead of merely depending on an oil pressure sensor upstream of the clutch piston. In addition to the fact that TBW now opens from closed, DCT has a setting specifically designed for running at very low speeds.

DCT provides smooth, reliable gear changes and quickly becomes a second nature. The mainshaft for each clutch is housed inside the other for small packaging, and it uses two clutches: one for startup and first, third, and fifth, and another for second, fourth, and sixth.

Every clutch has its own electro-hydraulic circuit that controls it independently. The system uses the clutch that isn’t in use to pre-select the target gear when a gear change occurs. The second clutch then engages and the first clutch is electronically disengaged at the same time.

A steady, quick, and smooth gear change is the end result. Additionally, any gear change shock and machine pitching are minimized because the twin clutches transfer drive from one gear to the next with little disruption to the drive to the rear wheel, making the change feel both direct and seamless. Additional advantages include reduced rider fatigue, low stress urban riding, durability (since missing a gear cannot damage the gears), impossibility of stalling, and more “brain space” to focus on pure riding skills like cornering, braking, acceleration points, and riding line.

Two different riding styles are available with the DCT system: the Automatic settings, which have pre-programmed shift patterns that continuously check engine rpm, gear selection, and vehicle speed to determine when a shift should happen, and the Manual Transmission setting, which uses paddle-shift-style triggers on the left handlebar to change gears.

The DCT shift patterns are connected to the three riding modes via TBW control.

The DCT shift pattern in STANDARD riding mode provides a balance between low-gear, full-throttle excitement and high-gear, low-speed cruising.
RAIN accelerates the selection of higher gears for an incredibly smooth ride.
SPORT provides lower gears and higher rpms, maintains revs longer before upshifts, and downshifts at higher rpms for greater engine braking effect.

Additionally, the USER option lets the rider switch between the three DCT shift patterns in any riding mode based on personal preference.

 Chassis

The tubular steel frame of the CMX1100 Rebel is a style statement in and of itself. It is based on the unadorned and straightforward design of its sibling and has the same distinct “theme” line that runs diagonally from front to back. The fuel tank is situated above the main tubes, which have a diameter of 35 mm and are, of course, larger than those of the CMX500 Rebel. The swingarm, which has a diameter of 50.8 mm, also has a “engineered” appearance.

Revisions to the riding position have been made for about 25 years based on owner feedback; the handlebars move 28 mm backward toward the rider and up 12 mm, while the footpegs move 50 mm forward. In addition, the seat, which is made of new, premium urethane foam, is 10 mm thicker and marginally wider without affecting ground reach (the seat height has been raised from 700 mm to a very manageable 710 mm). The riding position becomes more spacious and comfortable as a result of all these adjustments.

The forks have a 30° cruiser angle, 2° off from the 28° “rake” line itself; the wheelbase is 1,520mm; and the trail is 110mm. Along with straight-line stability and precise, effortless handling, this combination produces the ideal appearance. With a manual transmission, the kerb weight is 226 kg, and with a DCT, it is 236 kg. The CMX1100SE Rebel weighs 237 kg, while the CMX1100T Rebel weighs 240 kg when manual and 250 kg when DCT.

According to Honda test engineers, the overall geometry permits generous lean angles of 34.4° on each side, which means the CMX1100 Rebel can clip apexes with the best of them and experience a twisty “canyon” ride.

The blacked-out two-piece lowers of cartridge-style front forks are made of die-cast and extruded aluminum and are attached to 43mm stanchions that have been coated in a dark navy titanium oxide. A pressurized “piggyback” reservoir and a 12.5mm rod are features of the twin rear shocks. The spring preload on the front and rear suspensions can be changed.

ABS controls the braking power provided by a single piston caliper at the back that grabs a 256mm disc and a front radial-mount monoblock four-piston caliper that bites a 330mm floating disc. For a deliberate stance in profile or three quarters, cast aluminum wheels with five sporty Y-shaped spokes and fat sidewall tires (130/70B18 up front and 180/65B16 down back) are used.

Styling & Equipment 

The same US-based Honda R&D studio that established the CMX500 Rebel’s aesthetic also produced the CMX1100 Rebel, which offers a straightforward, unpolished, and “unprocessed” appearance. Its sculpted 13.6L flangeless fuel tank sits atop a long, low, and narrow body, giving it a minimalist presence with genuine depth. The proportions are naturally balanced with a rider on board.

The front and rear mudguards are mounted on die-cast aluminum brackets and are made of 1mm thick steel. In addition to having a classic design, the low set 175mm diameter headlight features four LED bulbs with thick inner lenses for a distinct frontal signature. The oval, clear-lensed LED taillight adds a modern touch and blends in with other Rebel accents, while the small 55mm circular indicators also have a classic appearance.

A new five-inch full-color TFT screen that employs optical bonding to enhance visibility in direct sunlight has replaced the circular instrument display of the previous design. Glare is decreased and backlight transmittance is enhanced by using resin to seal the space between the cover glass and TFT screen. It has customizable Bar, Circle, and Simple display patterns and supports Honda RoadSync for iOS and Android smartphones.

Alongside a streamlined, user-friendly, backlit 4-way toggle switch on the left handlebar, this feature enables simple, on-screen turn-by-turn navigation and the ability for the rider to use Honda RoadSync to make calls or listen to music through a Bluetooth helmet headset. All an owner needs to do is connect to the CMX1100 Rebel, download the Honda RoadSync app from the Play Store or the App Store, and get going. For convenience and ease of use, the USB-C port has been moved from beneath the seat to the left side of the screen.

As before, the Rebel rider has a convenient 3L storage space underneath the seat and can travel alone or with a passenger thanks to the rear seat pad’s quick and simple unbolting. The ignition key locates on the left side of the frame and opens the seat without having to be removed from the ignition. Cruise control comes standard on long highway days.

With even more built-in comfort and practical carrying capacity, the CMX1100T Rebel is made for riders who want all the features of a standard bike plus the ability to go farther. Only the CMX1100T Rebel has the fork-mounted half-fairing, which is both aesthetically pleasing and provides good wind deflection thanks to its custom stubby screen. Hard rear panniers with hinged top lids look great and carry 35 liters (left 19 liters, right 16 liters), which is 11 liters more than the nylon accessory saddle bags.

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Additionally, the CMX1100SE Rebel’s street custom chic has joined the Rebel roster for 25YM. With the exception of the renowned RC213V-S, it is the first factory Honda to sport bar-end mirrors, a chic, anti-glare aluminum cut design. Additional factory-fit accessories include a short, sporty front mudguard, a specially made fork leg gaiter, and a color-matched nose cowl. While an anodized radiator cover highlights the SE difference, a diamond-stitched seat adds flair and additional comfort.

If you’re interested in learning more about visit 2025 Honda Rebel 1100 Range – First Look