2023 Honda Rebel 1100T DCT

The bagger-style Honda Rebel 1100T DCT fills out Honda’s Rebel lineup, adding style and versatility to an already great platform. Thanks to a lightweight design and affordable price tag, the bike opens up the bagger world to a larger segment of riders.

If the Rebel 1100 is the reinvention of the metric cruiser, then the Rebel 1100T DCT is the reinterpretation of the bagger. While most baggers weigh in excess of 800 pounds and cost north of $20,000—often way north—the 1100T weighs a claimed 524 pounds and costs $11,299.

The 1100T DCT differentiates itself from the Rebel 1100 DCT with hard saddlebags and a fairing/windscreen. And that’s about it. It’s a pretty no-frills model for a category that often has from-the-factory “custom” paint and integrated speakers in the saddlebags. But that’s part of the Rebel T’s appeal. For decades, many of the Big Four’s cruiser offerings were chromed-out imitations of America’s highest-selling motorcycles. Often, they were reliable, finely engineered machines catering to a certain segment of the market that didn’t care—or at least claimed they didn’t care—what badge was on the tank. For many of today’s consumers, however, perceived authenticity is a firmly held value, and a “Harley clone,” no matter how well-made, is anything but authentic.

Honda’s revamped Rebel lineup and the Rebel 1100T DCT take a different approach. Rather than imitate some other brand’s schtick, Honda gave the 1100T its own identity, right down to the parallel-twin engine derived from the company’s Africa Twin adventure bike.

While the 59.8-inch wheelbase, 28-degree-raked front-end, and mid-controls immediately announce “cruiser,” Honda’s DNA shines through; the1100T has electronic rider aids, ABS, a sweet-handling chassis, and an automatic transmission.

Think of the Rebel 1100T DCT as an affordable alternative to a Harley or Indian, but the keyword here is alternative. It offers its own unique take on what a bagger can be. For some, that makes it authentically, proudly subversive. To others, it’s just a good motorcycle at a good price. No matter how you look at it, it’s a whole lot more accessible than big V-twin baggers.

The Rebel 1100T DCT was a new addition to Honda’s lineup for 2023. It’s available in Metallic Black or Bordeaux Red Metallic.

The Rebel 1100T DCT is available for $11,299. For comparison, the standard Honda Rebel 1100 is available for $9,499, while the DCT-equipped version is $10,099.

The Rebel 1100T DCT is sort of in a class of its own. While the standard Rebel models  compete with the Harley-Davidson Nightster ($13,499) and the Indian Scout Rogue ($12,749), neither of those models come in bagger variations. Mind you, both of those bikes are an accessory windscreen and saddlebags away from similar functionality.

The Harley-Davidson and Indian both have modern V-twin engines and more true-to-type—though still forward-looking—cruiser styling. The Rebel’s parallel-twin engine and trellis frame help it step out of the shadow of Harley and Indian, allowing it to wear its Honda wing badge with pride. Of the three, the Rebel 1100T is the only one that includes an automatic transmission.

The Rebel 1100T is powered by a liquid-cooled 1,083cc Unicam parallel twin derived from the Honda Africa Twin. Tweaked and modified to suit the cruiser vibe, the Rebel’s engine has unique engine mapping, a 20 percent larger flywheel for increased inertia, and revised camshaft profiles that give what Honda calls “power pulses,” as though to mimic the feel of a V-twin. On the Cycle World dyno, the standard Rebel 1100 produced 81 hp at 7,000 rpm and 67.9 lb.-ft. of torque at 5,000 rpm.

Power delivery is smooth and strong and the engine is well balanced. But even with that flywheel it doesn’t have the classic cruiser pulse. Or, for that matter, an exhaust note that makes you want to blip the throttle at a red light. Three programmed modes alter power delivery, engine-braking, traction control, and shift points. Even with so much technology between the right hand and rear wheel, riding the Rebel is uncomplicated and pure. Twist the throttle and it goes; focus on what’s ahead, not what it takes to get there.

The Rebel 1100T’s automatic Dual Clutch Transmission (DCT) eliminates the clutch lever and the need to manually shift gears. Naturally, it also prevents the possibility of stalling. A manual setting allows the rider to use paddle shifters to take back some control. It’s a nice touch on the Rebel, especially for less experienced riders.

The Rebel 1100T uses a steel tube trellis frame with a nonadjustable fork and preload-adjustable shocks, both from Showa.

Handling, as we’ve come to expect from Honda, is delightfully neutral and inspires particular confidence at low speeds. Thanks largely to the engine placement’s effect on weight distribution, the 524-pound Rebel 1100T feels incredibly well balanced and nimble. The chassis feels planted, with no pitching aft as you accelerate out of one corner and brake hard into another. Even leaned over, carrying speed through a turn, the chassis provides excellent feedback and allows for midcorner inputs without the worry of losing composure.

The 1100T stops with a Nissin dual-piston caliper on a 256mm disc in the rear and a single radially mounted Tokico four-piston caliper on a 330mm rotor in front. Brakes are responsive with good feel through the adjustable lever, allowing for precise application to help explore the limits of the front suspension and the OE-fitted Dunlop D428 tires. ABS is standard.

Cycle World-measured fuel economy on the non-T Rebel 1100 is 37.6 mpg.

The Rebel 1100T has a 27.5-inch seat height and shares a similar ergonomic configuration to siblings. The standard Rebel’s ergonomics are somewhat cramped for taller riders. Mid-mounted footpegs sit high on the frame and put riders in sort of a cannonball position, which can be uncomfortable on longer stretches of highway. This peg positioning is reflected in the Rebel’s 35 degrees of claimed lean angle—significantly greater than its competitors—but testers unanimously agree they’d trade some lean angle for cruising comfort.

Cruise control and ABS are standard. Other nice features include 3 liters of underseat storage and a USB-C charging port.

The 1100T brings a windscreen and fairing to the party as well as hard saddlebags. Unfortunately, with a combined capacity of 35 liters (the Harley-Davidson Low Rider ST’s luggage capacity is nearly 54 liters), long-distance hauls will require additional luggage options.

The Rebel 1100T has three riding modes (Rain, Sport, Tour) that preselect power delivery, engine-braking, and traction control, while a fourth User mode allows riders to customize the settings. The Rebel 1100 also gets full-LED lighting and a basic LCD display to relay all pertinent riding information. ABS comes standard.

Honda offers a one-year, transferable, unlimited-mileage limited warranty for the Rebel 1100T.

The Rebel 1100T feels well engineered and boasts some high performance for what is otherwise a friendly cruiser. Plastic paneling and an excess of wires and exposed plumbing rob it of top-notch aesthetics. Still, blacked-out finishes, clean welds on the frame, high-quality metalflake paint, full-LED lighting, and other touches exude Honda quality. The 1100T is clearly built to a very high standard and without much flash or glitz to distract. Honda has found its own style with the Rebel line, rather than mimic American cruisers.