How Do You Know When to Shift on a Honda Rebel

Just when information technology looked like Honda was easing itself out of the cruiser business organization, the 2017 Honda Rebel 500 and 300 appear. With motors based on existing sportbike models, the cheap Rebels became an instant hitting.

Now, the 2021 Honda Rebel 1100 is here, and information technology's the perfect upgrade path for a Rebel rider looking to exist, well, more rebellious. In November, our Start Look of the Honda Rebel 1100 went over the technical aspects, so this time nosotros're going to focus on riding this intriguing new cruiser.

i. If you can ride a Honda Rebel 500 or 300, yous tin ride the Insubordinate 1100. That'south the nigh important thing to take away from this test. With a 27.5-inch seat height, meaty seat/grips/pegs triangle, and light weight, the 2021 Honda Rebel 1100 is ever under your full command without an undue amount of effort.

2. The DCT variant, which we tested, is fifty-fifty more welcoming than the transmission-clutch 500 and 300. Outset up the parallel-twin, and information technology's twist-and-go once you hit the Drive button on the right handlebar control pod. The Dual Clutch Transmission volition exercise all the shifting duties for you, in addition to automatically controlling the clutch. You can shift the six-speed 2021 Honda Insubordinate 1100 DCT manually, if you like, via paddle shifters on the left handlebar.

3. In that location are iii preset power modes on the Rebel 1100 DCT, though the Sport mode will get almost all the employ. In that location's a Rain manner, and it makes sense if the road is moisture—you want less power and lots of traction control. Next up is the Standard mode. It gives the rider more performance, while still considerably reining in the ability. Unless you're a rank beginner, you will want to apply the Sport way. It has maximum power, minimal traction control, moderate engine braking, and ambitious DCT shifting. The Sport mode is even so entirely smooth and controllable, and the Standard style feels lethargic in comparing.

4. The Secret Sauce is the customizable User mode. Honda lets you pick individually between three levels of power, traction control, and engine braking, and shifting aggressiveness. It'due south always a more enjoyable ride if you can prepare the motor upwards to your preferences, and Honda makes that piece of cake with the Rebel 1100. It's non a big deal, simply I similar plenty of engine compression braking. So, my User setting is maximum ability and engine braking, about ambitious shifting, and minimal traction command. If you want to jack up the traction control, I won't retrieve less of you lot, but on dry out roads that aren't covered with dirt, you won't be inadvertently spinning up the rear tire in whatever setting. In example you're wondering, ABS is non-adaptable and ever on.

five. Moving up to the 1100 does not compromise the Rebel's urban experience. The 2021 Honda Rebel 1100 DCT is as friendly equally it gets in traffic and on city streets. You're depression to the ground and you ever take the feel of being in full control, even every bit the DCT takes care of the clutching and shifting. Turning is absolutely intuitive, and cypher unexpected ever happens. It's a fun, relaxing, and efficient ride.

6. The 2021 Honda Rebel 1100 DCT is very much like riding the 500 or 300, simply with a lot more power on tap. Yous tin get upwardly to serious speeds between stoplights, if you're willing to twist the throttle to the stops and permit the DCT rip through the gears. Plus, if you're on the motorway and no one is looking, a "1" digit can be made to announced to the left of the two-numeral digital speed readout. Remember, that'due south the motor from the Africa Twin adventure bike, retuned for more low-rpm ability. That is what y'all want for battling city traffic. The firing sequence gives the Rebel 1100 motor a cracking 5-twin-like feel, and not a bad sound because our EPA masters must be satisfied.

7. With high speeds must come up effective braking. Honda wanted to keep the Insubordinate's spare wait, so the engineers went with a single front disc. However, that's a huge 13-inch disc and a radially mounted four-piston monobloc caliper. The dorsum wheel gets a big 256mm caliper, and both ends have fat tires with substantial footprints on the pavement.

8. Riding around town, I keep my hands on the grips and use the rear brake about exclusively—it's that powerful. Sure, you want the front brake to exist there when you demand to stop unexpectedly. However, you can easily ride all twenty-four hours in the city without actuating a hand lever. Of course, out on the twisties, such as Mulholland Drive through the Hollywood Hills, it'south time for the forepart restriction to earn its go on, and it does and so without misbehavior. Pad-to-disc engagement at both ends is smooth and anticipated, ramping upwards linearly equally y'all add together pressure.

9. Even on the brutally mismanaged streets of Los Angeles, the 2021 Honda Rebel 1100 doesn't lose its composure. Potholes and ripples are nicely managed by the Rebel 1100, every bit it has near four inches of cycle travel in the dorsum and near v inches of fork travel—plus the chubby Dunlops suck up some road indignities. This is some other place you get an upgrade from the smaller Rebels, which use thinner fork tubes and less sophisticated twin shocks. Interruption adjustment is pre-load only at both ends, and that's fine. The suspension is tuned correctly at the factory.

ten. The Rebel 1100 DCT has a sporting side. With a standard-fashion seating position, the Rebel 1100 feels natural when riding aggressively in the canyon. Cornering clearance is quite good, with the Dunlop D428 tires giving yous confidence all the fashion until your heel touches downwards when heeled over at speed. With the high-profile tires, the Rebel 1100 is more than about stability than agility, yet it doesn't require undue endeavour to plough. The DCT will occasionally shift at an inopportune moment, so the about sporting of its riders volition manually shift instead.

11. Shifting on the DCT is a constant work in progress. Honda has been in the motorcycle DCT game since the 2010 VFR1200F. It is continuously refined and has significantly improved over the past decade. The 1100 DCT will work flawlessly for all merely the most enervating riders. From your speed and throttle position, the system knows when you're riding difficult and responds appropriately. When you're cruising, information technology's cruising. Add in the ability to arrange the shifting aggressiveness, and the event is a transmission that welcomes new riders into the fold and makes life easier for the seasoned crowd. The hardest matter for experienced riders to remember is to see the parking brake.

12. Honda gives the Rebel 1100 DCT a definite steampunk styling slant. It'south an appealing mix of retro and futuristic. The DCT lump on the right side only adds to that steampunk look. While many think of belt drives when cruisers come up to mind, Honda stuck with the classic chain drive. Metal Black is the way to all-time enjoy the era-undetermined look, with the Bordeaux Red Metallic paint option for those who similar to brand a splash. Other favorite styling touches include the round LED headlight, twin piggyback-shocks, lightly adorned radiator, and overall blacked-out eyebrow. The solo seat looks purposeful, with a pillion and passenger pegs available as an option. If yous think the muffler seems a bit lumpy, and it does, check out the Vance & Hines Upsweep Slip-On as a replacement.

13. The 2021 Honda Insubordinate 1100 DCT is a remarkably likable motorcycle. The Insubordinate 1100 DCT makes itself then easy to ride that it is hard to not capeesh its efforts. It looks and sounds cool, and will grab a sport rider out if he's not giving your mount due respect. To get all this fun, style, operation, and convenience for under $10k is just icing on a well-constructed block.

Photography by Kelly Callan

RIDING Style

• Helmet: Scorpion Exo-R1 Air Corpus
• Jacket: Joe Rocket Sprint TT Archetype
• Back protection: Alpinestars KR-Jail cell
• Gloves: Racer Kansas
• Jeans: Joe Rocket Accelerator
• Boots: Tourmaster Vintage WP 2.0

2021 Honda Insubordinate 1100 DCT Specs

ENGINE

• Blazon: Parallel twin
• Bore x stroke: 92 x 81.5mm
• Displacement: 1084cc
• Compression ratio: 10.i:1
• Valvetrain: SOHC; four valves
• Fueling: EFI w/ throttle-by-wire
• Manual: 6-speed
• Clutch: Dual Clutch Manual w/ manual or automated shift
• Final drive: 525 O-ring chain

CHASSIS

• Front suspension; travel: Bound-preload adjustable 43mm cartridge-style fork; 4.8 inches
• Rear intermission; travel: Spring-preload adaptable Showa piggyback-reservoir shocks; 3.viii inches
• Tires: Dunlop D428
• Front tire: 130/70 x 18
• Rear tire: 180/65 x 16
• Front brake: 330mm floating disc w/ radially mounted four-piston monobloc caliper
• Rear brake: 256mm disc w/ unmarried-piston caliper
• ABS: Standard

DIMENSIONS and CAPACITIES

• Wheelbase: 59.7 inches
• Rake: 28 degrees
• Trail: 4.3 inches
• Seat superlative: 27.5 inches
• Fuel capacity: 3.half dozen gallons
• Curb weight: 509 pounds
• Colors: Bordeaux Red Metallic; Metallic Black

2021 Honda Rebel 1100 DCT Price:

• $9999 MSRP

2021 Honda Rebel 1100 DCT Photo Gallery

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Source: https://ultimatemotorcycling.com/2021/02/08/2021-honda-rebel-1100-dct-review-13-fast-facts/

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