2021–2026 · Cruiser · Buyer's Guide
Looks Hard, Rides Easy
Honda built this Rebel around the 1084 cc parallel twin that also powers the Africa Twin, and that single choice defines the whole machine. You get 87 hp and 72 lb-ft landing at 4,750 rpm, a 27.6 in seat, and a 59.8 in wheelbase that stretches the silhouette flat and long. At 494 lb wet there is real metal here, but the mass sits low enough that the number stops mattering the moment you roll away. ABS, traction control, ride modes, wheelie control and cruise control are standard, and Honda's third-generation DCT automatic sits on the options list.
On the road it behaves the way a Honda cruiser should: predictable, unfussy, built to be ridden on a Tuesday rather than saved for Sunday. The chopper stance holds up, the handling stays accessible in a parking lot or a slow U-turn, and the reliability score backs up long ownership rather than a first season of goodwill. The honest caveat is range. A 3.6 gal tank sets the rhythm of your riding day, and with a chain final drive and a thin factory touring kit, this is a back-road and weekend bike first, a coast-to-coast machine second.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 87 hp (64 kW) @ 7,000 rpm |
|---|---|
| Torque | 72 lb-ft (98 Nm) @ 4,750 rpm |
| Displacement | 1084 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Telescopic |
| Front brake | 330 mm |
| Front tire | 130/70-18 |
| Rear tire | 180/65-16 |
| Wheelbase | 59.8 in (1520 mm) |
| Seat height | 27.6 in (700 mm) |
| Wet weight | 494 lb (224 kg) |
| Fuel capacity | 3.6 gal (13.6 L) |
Equipment check
Chassis
Comfort
Lighting
Safety
The named systems that set this bike apart — and what each one does for you.
Drivetrain
The first thing that registers is how little the bike asks of you before you have even moved. The seat sits low, your feet land flat, and the bars arrive at your hands without a stretch forward. Thumb the starter and the twin drops into a hard, slightly uneven idle you feel through the pegs and the tank as much as you hear it. Around town it thrums. Wind it out and the vibration tightens into a steady pulse that stays alive without ever going numb or irritating. The switchgear falls where your thumbs already are, and nothing on this bike needs a manual open on the kitchen table. Out on an open two-lane at 70 mph the long wheelbase does its quiet work: legs stretched forward, elbows loose, the bike just tracking while the miles disappear behind you.
Nils has spent years collecting what riders actually say about this bike: paddock talk between sessions, conversations at club nights, owners cornering him at events, and the messages and mail that land in his inbox after a guide goes up. On the CMX1100 the chatter settles into a clear split. Almost everyone praises the way it runs and turns, and almost everyone has something to say about what they sit on and what holds up the back end.
The strongest thread in the feedback is the parallel twin. Riders describe it as lively and torquey, pulling hard from low revs with a muscular exhaust note, and many say it feels more energetic and more playful than the traditional cruiser V-twins they came from. Owners who ordered the optional dual-clutch automatic report seamless clutch-free shifts that adapt to how they ride, and they credit it for making both city traffic and long stretches easier. The other recurring note is agility: several riders say it corners with the composure and feedback of a naked bike, and the low seat comes up again and again from shorter riders who can finally flat-foot at a stop.
The loudest gripe is the seat on pre-2025 bikes. It's thinly padded and riders say it turns painful after roughly an hour, which Honda addressed with more cushioning for 2025. Right behind it come the rear shocks, described as harsh over bumps and prone to wallowing when pushed, with aftermarket replacements a common fix. Some owners also mention the chain final drive and the cleaning, lubing, and eventual replacement it asks for.
Leaky crankcase sealing bolt (2025 models)
A faulty crankcase sealing bolt on 2025 models can cause engine oil to leak onto the rear tire, increasing the risk of a crash. Honda issued a recall (NHTSA 25V358, Honda KS2) to replace the bolt. (Note: The 2024 models mentioned in this NHTSA campaign are XL750s, not Rebel 1100s).
Faulty radiator cap (2021 models)
An improperly formed radiator cap may leak or spray hot coolant. A recall (NHTSA 21V987000, Honda KN1) replaced the cap. Affected a limited number of early-build 2021 units.
Rust and water inside frame
Water can seep around the seat area and pool inside the steel frame, causing internal rust. Poor drainage is the suspected cause; some owners apply a spray protectant to mitigate corrosion.
Where this Honda CMX1100 Rebel pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the CMX1100 Rebel is actually built for.
Sturgis and Daytona run on stance and sound, and the Rebel delivers the low, long look with a parallel-twin voice instead of the V-twin one you may be expecting. Great fit if you ride for the road more than the badge.
Made for A1A — Florida Atlantic Coast · Black Hills / Sturgis Rally Hub · Daytona Main Street / Bike Week
Historic routes, quiet towns, an unhurried pace: the low seat and relaxed reach suit exactly that rhythm, and it holds a steady line all day. Just build your stops around the 3.6 gal tank.
Made for Acadia National Park · Austin / Handbuilt Motorcycle Show · Blue Ridge Parkway
Straight answer: not your bike straight out of the crate. The small tank and the missing center stand and luggage fight big two-up days, even though the engine and the high-speed composure are there.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
