Honda CMX1100 Rebel DCT 2024 — Specifications

Who would have bet, ten years ago, that Honda would return to the big custom arena with a parallel twin borrowed from an adventure bike? Hardly anyone. And yet the CMX1100 Rebel DCT exists, it sells, and it shakes up the conventions of a segment long dominated by American V-twins. The concept is simple: take the 1084 cc engine from the Africa Twin, recalibrate it to suit cruiser duties, and wrap it in modern bobber bodywork. The result looks like nothing else out there. Not like a Harley Softail, not like an Indian Scout, not even like the Kawasaki Vulcan S that first cracked open the door to non-conformist customs. Honda plays its own tune.

The engine, precisely, deserves a closer look. This Unicam twin produces 87 hp at 7,000 rpm and, more importantly, 98 Nm of torque from just 4,750 rpm. Compared to the Africa Twin version, Honda increased the flywheel mass by 32%, revised the cam timing, and adapted the valve lift profiles. The character changes radically: you lose 15 horsepower compared to the adventure bike, but torque arrives much lower in the rev range. That is exactly what you expect from a custom. Against Milwaukee's Softail 114, the raw numbers don't stack up, but the comparison is meaningless: the Japanese machine isn't trying to replicate the American recipe. It offers something else entirely, with a compact, lightweight, modern engine that accepts without complaint the centerpiece of the whole package: the DCT dual-clutch gearbox. The first custom in the world to receive this automated transmission, the CMX1100 turns every ride into an effortless cruise. Select automatic mode and forget about your left foot. Four maps manage the six gear changes, from the ultra-smooth Rain mode to Sport mode, which lets the twin rev out freely. For purists, paddles on the left switchgear allow manual override. The weight penalty is real—roughly ten extra kilos—but the ease of use more than compensates.

On the chassis side, no revolution. The steel double-cradle frame borrows its architecture from the CMX500, with larger-diameter tubes to handle the increased power. The generous wheelbase and 30° rake angle favor stability over agility. At 233 kg wet and with a seat height of just 700 mm, the machine is immediately reassuring, even for shorter riders. The 43 mm fork offers preload adjustment, as do the twin rear shocks. Braking remains measured: a 330 mm front disc squeezed by a radial-mount four-piston caliper, a 256 mm rear disc with a single-piston caliper, all monitored by ABS. Adequate for the claimed 180 km/h top speed, but you won't be chasing outright performance on 130/70-18 and 180/65-16 tires designed for comfort.

The onboard electronics are surprising for a machine of this type. Cruise control, HSTC traction control, four configurable riding modes, anti-wheelie. That last point raises a smile: nobody is going to lift the front wheel on a long-wheelbase cruiser. But the overall specification reflects a level of refinement that traditional customs struggle to match. The round LCD dashboard, understated in appearance, proves comprehensive once lit up, with a crisp and legible display.

At €12,149, the Honda CMX1100 Rebel DCT sits well below American customs of comparable displacement. It targets a broad audience: the urban rider who wants style without hassle, the weekend cruiser drawn to automatic transmission, the experienced rider tired of predictable formulas. Honda had the nerve to copy no one and to bet on technology rather than tradition. The small 13.6-liter tank limits range and will put off aspiring tourers—that is the main drawback. But for everything else, this Rebel proves that the modern custom no longer needs to play American to earn its place.