Motorcycle specifications HondaCMX 1100 Rebel DCT 2025 Un cow-boy de Westworld

The big CMX may look Classic, with its bobber physique, but it is nonetheless attentive to the sirens of technology. Here it is equipped with a 5-inch TFT color dashboard. A screen that is about to conquer most of the Honda range. The screen offers 3 types of display (bar / circle / simple), essential data and the possibility of controlling your smartphone with the "RoadSync" app (music, notifications, phone calls, simplified navigation).

As it must comply with the E5+ standard, it lets the technical staff take care of its mill. Excellent idea: with a new sensor in the exhaust, adapted electronic management and an increased compression ratio, the big Rebel gains 1.4 horsepower but above all a more present torque from low revs. The DCT gearbox improves in flexibility at start-up. Comfort is also in the file of developments. A 10mm thicker saddle with a new type of foam, a raised (12mm) and closer (28mm) handlebar to the rider, and 5cm forward footrests aim to provide a more relaxed riding position.

honda has returned to the large custom segment with a machine that goes against the grain. A big Rebel that understands that there's no point in akin-ing Harley anymore, and embraces the atypicality of the CMX 500.

or the Kawa 650 Vulcan S. Custom motorcycles with a parallel twin, unconventional styling and a certain cheekiness. This time, Honda is going all out with an 1100 twin to mark its presence as well as its difference...

. ..its difference from classic custom bikes! Because between the 500 and the 1100, it's pure clone. From the frame to the tank, from the seat to the face, from the quad-lenticular headlight to the single brake disc, it's really the same suit. Just cut down to XL size.
But you soon realize that the man's a different breed. The blackened fork looks beefier; the radiator takes up more space; and in the belly, you can make out a palpitant that's had a long journey to the coronaries.

this block has earned itself a good reputation... in a completely different field. If I tell you about a 1084 cm3 twin-cylinder with Unicam technology for the ACT (derived from motocross CRFs), with a grunting snore and mud all over the crankcases!
Jackpot! That's theAfrica Twin's mechanics. Except that to power a custom bike, you have to change its behavior. That's exactly what we've done, with a 32% heavier flywheel, modified valve timing, adapted valve lift laws and recalibrated electronics. The results are clear: power figures have changed dramatically.

the 1100 now boasts 88 horsepower - 15 less than on the big trail bike. But what interests us is when the watts are available. TheAfrica maxes out at 7,500 rpm, while the Rebel reaches it 500 rpm earlier. This is particularly noticeable in terms of torque, which is the most sought-after value on a custom bike. With 10 mkg at 4 ,750 rpm, we only lose 0.7 mkg, while it takes 1,500 rpm less to get the pistons humming.
Admittedly, it's not as copious as an H-D Softail 114 - but the American benefits from a much stronger displacement. As we've said before, the Japanese manufacturer doesn't want to play in the same league.

with theAfrica Twin block, Honda has not only installed a modern, compact powertrain. It can also graft all the technology that goes with it. Especially its favorite weapon for comfort and transmission: DCT. The CMX 1100 Rebel is the first custom bike in the world to be fitted with a robotized gearbox, and a dual-clutch one at that.
A godsend for all those who want to cruise without question. The left foot is free to roam. It's up to the rider to select the mode that suits him best: manual, using the triggers on the left-hand commodo to change gears - or fully automatic, simply by turning the handle and letting the bike do the work. There are 4 driving modes:
- Standard: this favours the higher gears when riding cool, and plays on the first gears when teasing the throttle.
- Rain: this favours the higher gears, so as not to let the power get the better of you.
- Sport: the electronics let the engine rev up and dynamically manage the gears.
- User: here, the rider chooses the settings.

the DCT gearbox is now standard. The cost in terms of price and weight (+10 kilos) are not insignificant, but use is convincing.
The CMX 1100 is no slouch when it comes to electronics. It features cruise control, an under-seat USB-C socket, HSTC traction control, four riding modes and anti-wheeling. Is that really useful on a custom bike? It's not the 1520 mm wheelbase, nor the machine's form and function, that will make you want to pitch up. But then again...
It's true that at 233 kilos, the big Rebel isn't very heavy in its class, but would that really be an incentive to scrape off its metal mudguards? No, more a criterion to reassure the worried rider. Another appreciable point is the seat height, very accessible at 700 mm.

well , we're getting away from electronics now. Let's return to the Driving Modes, whose names are identical to those of the robotized gearbox. Each sets certain parameters to a specific level:
- Standard: intermediate level for power, engine braking, traction control and anti-clogging.
- Rain: low power and engine braking, high level of traction control and anti-clogging.
- Sport: dynamic engine behavior, normal engine braking, low level of traction control and anti-jamming.
- User: allows the driver to define personalized settings. Once set, choices are automatically memorized.

on the speedometer side, the CMX seems to keep things simple with a round module, just as on the 500. Once switched on, it's top-notch. With the same LCD technology but a larger screen and smaller "pixels", the instrumentation gains in graphic quality and information displayed.

but it's not all that silicon that holds the engine and wheels together. It's a frame made of steel tubing, as traditional as it gets. While its layout is identical to that of the 500, the 1100's tie rods are larger-diameter tubes (35 mm). With its long wheelbase, wide 130/180 mm tires and 30° fork angle, the machine is clearly aimed at stability, not too much at twisting and turning. The manufacturer specifies that it can take 35° of angle on each side. What does that correspond to? Well, it's the industry average; it rubs well before a roadster.

the Big Rebel's fork is indeed better made. Wider at 43 mm, it also benefits from preload adjustment - as do the two rear shocks. At its feet, braking is far from overkill: the 330 mm disc is gripped by a 4-piston radial caliper. ABS takes care of it, as well as the single-piston mandible mated to the 256 mm rear disc.

the days of the Shadow are long, long gone. The Japanese and Europeans have clearly understood that there's no point in doing what Harley or Indian did to conquer the custom market here. Unlike in the States, where there's a plethora of products on offer. Honda abandoned the big custom bike 10 years ago after the 1300 Fury (not to mention the 1300 CTX episode). Now it's back, with the heart of an Africa Twin in the body of a bobber, and an exceptional level of engineering for a custom bike.
The CMX 1100 Rebel can be fitted with various accessories, in the Street category to make it a gavroche - or Tour to transform it into a flowing bagger.

M.B - Manufacturer's photos