Many motorcyclists – myself included – started with a Honda Rebel, and they didn’t need to jump ship when they were ready for something more powerful. Honda’s line of Rebels includes the 300, 500 and 1100, providing a ladder for riders to climb when they crave something bigger. The lineup expanded last year with the addition of the Rebel 1100T DCT, a bagger-style cruiser.
Related: A girl and her Honda Rebel
The “T” in “1100T” stands for “touring” and additional features include a batwing fairing and saddlebags with a total storage capacity of 35 liters – not enough space to carry all your gear. You have enough room for clothes and personal items for a few days. The fairing includes a short windscreen and a taller or shorter windscreen is available as an option. In the standard version, the Rebel 1100 is designed for the solo rider, but is available with a passenger seat and footrest. The 2023 test bike used for this review is Bordeaux Red Metallic; For 2024, color options include Metallic Black and Matte Armored Green.
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Related: The 2024 Honda Gold Wing, Rebel and NC750X models return
TAKE OFF
The Rebel 1100 arrives in 2021. It is powered by the 1,083cc liquid-cooled Unicam parallel-twin engine from the Africa Twin but modified for cruiser application. With 87 horsepower and 72 lb-ft of torque, the Rebel 1100 makes less power than the Africa Twin, but peak torque is reached earlier in the rev range (4,750 rpm versus 6,250 rpm). /minute). The engine has a 270-degree crankshaft that creates a rumbling V-Twin-like character, and the Rebel uses different camshaft configurations and ignition timing for its two cylinders – one cylinder makes a lot of power more power at speeds below 4,000 rpm and the other cylinder produces more power at speeds above 4,000 rpm. It comes with four riding modes (Rain, Sport, Tour and User, customizable), each with different settings for throttle response, traction control, engine braking and (on DCT version) transmission shift point.
Like several models in Honda’s lineup, the Rebel 1100 is available with a 6-speed manual transmission or a 6-speed Dual Clutch Automatic. The DCT is a popular choice, accounting for about half of sales of available models, including the Africa Twin, Gold Wing and NC750X. With DCT, there is no clutch lever or foot shift lever. Just release the handbrake, press the car into Drive and pedal. Riders who want more control can switch to Manual mode and use the paddle shifters on the left side of the handlebars to change gears. For 2024, the Rebel 1100T is available in manual or DCT options.
This test was my first experience with Honda’s DCT and I shared the same concerns as everyone else – that an automatic motorcycle would feel strange and take away from the riding experience. It took some getting used to, but after more than 1,000 miles on the Rebel 1100T DCT, I saw the superiority and began to enjoy the powertrain.
The beauty of DCT is that it allows the driver to spend more time focusing on driving and less time worrying about shifting gears. There’s no need to change gears when rolling around town, which means you can pay more attention to traffic and your left hand won’t get tired pulling the clutch lever. When you go out for a more scenic drive, you’ll have more time to admire the scenery. And when you start taking turns and want more control, you can shift the car into Manual mode and change gears using the steering wheel paddle shifters.
In each of the Rebel’s four riding modes, a circular LCD display displays power, traction control and engine braking settings, and these parameters can be adjusted in user-configurable level. When in Auto mode, the travel point parameters are also displayed. I enjoyed the visual representation of how each mode changes the driving experience on the screen, and it made it easier for me to set my preferred parameters. Additional features include cruise control and a USB-C charging port located under the seat.
When riding a manual motorbike, I leave the bike in gear when parked. That’s not possible on the Rebel 1100T DCT, as it always goes into neutral when turned off. To keep the vehicle from rolling away, there is a parking brake lever on the left side of the steering wheel. Setting the parking brake is fairly easy, but I found releasing it a bit tricky, involving pulling the lever back while pressing the button on the side, requiring two hands. This means there are no hands on the handlebars when releasing the brakes so I have to keep my right foot on the rear brake pedal to keep the bike from rolling when stopped on an incline. This required a bit of a learning curve, but it wasn’t a problem once I got used to it.
Suspension duties are handled by Showa parts, with a non-adjustable 43mm fork with 4.8 inches of travel and a pair of rear shocks with adjustable preload, piggyback reservoirs and 3-stroke travel. .7 inches. Stopping power comes from a single radial-mount 4-piston front caliper with 330mm disc and 1-piston rear caliper with 256mm disc. ABS is standard and although few riders are likely to need it, the Selectable Torque Control system (Honda’s term for traction control) includes three levels of wheelie control.
With a high, centrally placed footrest, the Rebel 1100 has an impressive tilt angle of 35 degrees. The wheelbase is 59.8 inches, wet weight is 520 pounds, and fuel capacity is 3.6 gallons. Honda could have added more touring capabilities to this bike with a larger fuel tank. During this test, the low fuel light came on whenever the odometer reached about 110 miles, and I averaged 46.4 mpg (about 167 miles of range).
Seat height has always been right on Rebels, and that’s true on the 1100, which has a very low seat height of 27.5 inches. As a short rider (5-foot-1), I appreciate the ability to be able to put my feet flat on the motorcycle. However, the footrest position of the Rebel 1100T requires the driver to sit slightly bent on the vehicle. The seating position puts pressure on the rider’s spine, which becomes uncomfortable after a few hours in the saddle. While I wasn’t expecting the Gold Wing’s level of comfort, a bagger-style cruiser like this would benefit from a more relaxed riding position. However, after a quick rest at a viewpoint or gas station, I’m ready to get back in the saddle.
Although I found the riding position uncomfortable for long hours, the Rebel 1100T DCT was a blast to ride on twisty roads. Low weight and responsive handling make it easy to get into corners, and the engine pulls hard when accelerating out of bends. On particularly technical roads, I like to shift the car into Manual mode and change gears using the paddle shifters, which provides a simpler experience without having to pull the clutch or release the throttle, making gear changes quicker and easier. easier.
The Rebel 1100T’s fairing and saddlebags are the only differences between this model and the standard version, but those extras make for a more practical package for overnight rides. The wind shield has a good windproof effect and blocks wind from the chest and arms. The saddle bag has enough storage so I can pack everything I need for a few nights. My only complaint about the bags is that the latch mechanism is a bit complicated and it takes a bit of effort to close. The top pockets are lockable or can be left unzipped for quick access.
The equipment on the Rebel 1100T may not be enough to make it a full-fledged long-distance touring bike, but it’s a useful addition to the trips I like to take, lasting two or three days with Minimum luggage. The pockets allow me to pack clothes and essentials without wearing a backpack, and the visor provides enough protection to keep me comfortable for longer periods of time.
In addition to the Rebel’s practicality, the sporty engine, good cornering clearance and low weight meant that as I approached my destination, I could enjoy the roads in a way that a heavier bagger wouldn’t let me. permission. In terms of compromise, this strikes the right balance for my needs. And with the Dual Clutch Transmission, I can focus less on shifting gears and more on driving.
Honda Rebel 1100T DCT 2023 technical specifications
- Basic price: $11,299 ($11,349 in 2024)
- Guarantee: 1 year, not yet introduced. mile
- Website: Powersports.Honda.com
- Engine Type: Liquid cooled, horizontal parallel twin, SOHC w/ 4 valves per cylinder.
- Move: 1,083cc
- Diameter x piston stroke: 92.0 x 81.5mm
- Horse power: 87 horsepower at 7,000 rpm (factory announcement)
- Torque: 72 lb-ft @ 4,750 rpm (factory claim)
- Transmission process: 6-speed automatic dual-clutch transmission
- Final drive: Chain
- The standard long: 59.8 inches
- Rake/Trail: 28 degrees/4.3 inches.
- Seat height: 27.5 inches.
- Wet Weight: 520 lbs
- Fuel quantity: 3.6 gallons.
- Petroleum consumption: 46.4 mpg
- Estimated range: 167 miles
