Celebrating the dual personality of the CMX1100, the new big sibling to the CMX500, we showcase two radical builds by French custom house ‘FCR Original’.
The CMX ‘Sport’ and CMX ‘Bobber’ have been designed to appeal to different sensibilities, but both clearly show the custom potential of the CMX1100 Rebel that is hiding just under the skin.
CMX SPORT
Honda CMX1100 Custom Sport
FCR Original wanted to highlight the practical and playful side of the CMX1100, but make it more sporty, muscular and aggressive.
Honda CMX1100 Custom Sport
They were also inspired by the chiseled covers of the DCT.
Honda CMX1100 Custom Sport
After roughing out sketches of the finished bike, the team went to work.
Honda CMX1100 Custom Sport
A swingarm modification allowed fitment of a pair of black Öhlins rear shocks, as well as 17-inch CB500F rear wheel and Dunlop D212 190/55-ZR17 tyre.
Honda CMX1100 Custom Sport
The front mud-guard is scratch-built and 25mm lower; oversize handlebars add leverage while the speedo has been moved to the top yoke.
Honda CMX1100 Custom Sport
The bodywork is result of a complete 3D scan and consists of custom polyester-carbon fuel tank (with aluminium filler) and rear seat unit with LED lighting and Alcantara seat.
Honda CMX1100 Custom Sport
Hand-built footrests add a racing feel while the red/black paint and detailing pays subtle homage to classic Honda imagery. The engine is stock, but breathes through an FCR Original stainless steel exhaust.
CMX BOBBER
Honda CMX1100 Custom Bobber
Inspired by the ‘elemental’ design of the CMX1100 Rebel, this interpretation has a more custom feel, pushing it even further toward the bobber style.
Honda CMX1100 Custom Bobber
The swingarm and suspension are stock, but lowered 25 mm at the front while custom-built black-spoke wheels wear fat Bridgestone tyres.
Honda CMX1100 Custom Bobber
Building on the bobber vibe are aluminium handlebars, leather seat with perforated leather ribbing, simple aluminium front mudguard (with Mirrachrome finish) and painted headlight surround.
Honda CMX1100 Custom Bobber
Mini-Bates FCR Original LED indicators tuck neatly away and like the CMX Sport a 3D scan produced the custom polyester-carbon fuel tank – with Mirrachrome/blue satin finish – and aluminium filler.
Honda CMX1100 Custom Bobber
A ceramic-coated FCR Original exhaust is the finishing touch.
The Honda Racing UK team has revealed their 2021 BSB line-up of CBR1000RR-R Fireblade SP mounted riders, featuring Glenn Irwin, Ryo Mizuno and Takumi Takahashi, alongside Tom Neave in the Pirelli National Superstock Championship.
Honda Racing UK 2021
For the 2021 season, the Honda Racing UK Fireblade goes back to its roots and features the iconic Tri-Colour livery, with the addition of a carbon fibre mudguard, belly pan and rear hugger, which can be purchased separately through Honda Genuine Parts for the road going machine.
Glenn Irwin
Eagle-eyed fans will spot the continuation of long-standing partnerships with Akrapovič and Castrol, as well as Performance Parts, Close Brothers, Nova Racing and Datatool, with a new sponsor onboard for the season, RK Chains.
Ryo Mizuno
Watch the full unveiling video here, as John Hogan introduces the new livery, while catching up with Team Manager Havier Beltran, as well as Glenn, Ryo, Takumi and Tom ahead of Round 1.
Takumi Takahashi
Honda Racing UK will debut the 2021 livery at the final official BSB test on Tuesday 8 June at Donington Park, ready for the start of the season at Oulton Park (25/26/27 June).
Honda’s CRF450R received a massive overhaul in 2021, essentially an all new machine taking inspiration and development from the MXGP winning CRF450RW. For 2022 we’re seeing a number of refinements to further polish the machine closest to a HRC racer off the showroom floor.
2022 Honda CRF450R
One area focused on for 2022 is the suspension, with the Showa forks and shock receiving a re-valve for better compression damping performance, with the aim of better balance between front and rear.
The Showa 49 mm USD coil-spring AF2 fork is based on the Factory unit used in the Japanese championships, now with 5 mm more stroke to 310 mm in total, with increased rigidity for the axle clamps.
Shock and fork settings have been updated on the 2022 Honda CRF450R
The low speed shim stack has been re-valved for firmer settings in both compression and rebound, with slightly less oil volume to 380 cc in total, with 13 adjustment positions for rebound, down two.
Retained from 2021 is the frame and subframe, aluminium Pro-Link swingarm and 6.3 L titanium fuel tank. Renthal Fatbars also remain, alongside a twin-piston brake caliper and 260 mm wave rotor. The rear is a 240 mm wave unit with single-piston caliper.
The bike is otherwise unchanged from the overhauled 2021 model
DID rims are unchanged, with Dunlop MX33 tyres standard fitment.
The 449.7 cc Unicam engine is unchanged, but ECU mapping is updated aiming to offer a more linear throttle response. Bore and stroke remains at 96 x 62.1 mm with compression ratio of 13.5:1.
ECU map updates should offer more linear power delivery
Continuing across from the 2021 is the Honda Selectable Torque Control (HSTC) with three modes plus off, as well as a three level HRC Launch Control system. The Engine Mode button offers three maps for different engine outputs and the HRC setting can further tailor aggressive and smooth modes.
PRA No. – 2021/18979 Date published – 23 May 2021 Campaign number – 3LS
Supplier – Honda Australia Motorcycles Traders who sold this product – Honda Australia MPE authorised dealers Where the product was sold – Nationally Dates available for sale – 1 June 2020 – 22 October 2020
The left cushion connecting plate may have been reversed when fitted. Over time, the connecting plate may break.
What are the hazards?
If the connecting plate breaks, the vehicle may drop in height suddenly, increasing the risk of an accident and injury or death to rider(s) and other road users.
What should consumers do?
Consumers should contact their nearest Honda motorcycle dealer and arrange for their motorcycle to be inspected and repaired at their earliest opportunity.
For further information, consumers should contact their authorised Honda Motorcycle Dealer directly or contact the Customer Relations Department on 1300 559 846 (Monday to Friday, 8:30am – 6pm) or email [email protected] or via the website https://motorcycles.honda.com.au/contactus
After first launching to the Japanese domestic market last year the Honda ‘RC30 Forever’ replacement parts scheme expands to Europe this month, which of course means easier access for Australian consumers.
Approximately 150 genuine parts will be available for the legendary RC30, for order through the Honda dealer network
Honda started the ‘RC30 Forever’ programme after meetings with well-established RC30 owners’ clubs in Japan and Europe, during which the owners expressed their strong desire to keep these iconic bikes on the road and in the best condition by using genuine Honda spare parts.
Honda ‘RC30 Forever’ replacement parts scheme
Under the scheme, Honda produces approximately 150 genuine replacement parts for the RC30 that cover the engine, chassis, bodywork and electronics. These have been chosen based on owners’ requests and the experience of experts within Honda’s R&D and manufacturing facilities.
At the beginning of the ‘RC30 Forever’ project, an investigation through the RC30 archives undertaken in 2017 revealed that none of the original wooden models or moulds for the RC30 had been retained. It was clear that the original drawings would be needed to move the project forward. Like all motorcycles produced at the time, the manufacture of the RC30 was based on 2D hand-drawn wireframe blueprints, from which models and moulds were created. Compared with modern methods of 3D computer modelling and digital drawings, these blueprints contain far fewer specific details, which complicated the reproduction of the new parts.
New moulds created from original parts – Honda ‘RC30 Forever’ replacement parts scheme
The blueprints available were digitised, enlarged to a 1:1 scale and compared with existing parts borrowed from the remaining RC30s within the Honda family and owners’ clubs to ensure their accuracy. Despite this, there were still clear and obvious gaps in the detailed information needed to produce the quality of parts required for the scheme. To ensure the parts met these very high standards, it was vital to involve the original team members, many of whom were in their 60s, to share their knowhow, passion and experience when the project team re-created the new wooden models and moulds from scratch.
It is this combination of tangible elements like new digitised drawings and available parts, with longstanding unquantifiable factors like the experience of returning members of the Honda family, that ultimately led to the successful creation of the scheme in Japan.
The VFR750R (RC30)
Honda ‘RC30 Forever’ replacement parts scheme
The legendary RC30 was first revealed at the Tokyo Motor Show in 1987, making its way to Europe in 1988. Limited to approximately 5,000 units worldwide, it was created to comply with the homologation rules required to compete in the newly formed World Superbike Championship.
Hand-built in the Hamamatsu factory, the RC30 was powered by a liquid-cooled 748cc 90° V4 and featured cutting edge race technology of the time – an approach unheard of hitherto. Honda’s development engineers made maximum use of exotic materials like carbon fibre, Kevlar and magnesium throughout the bike. The engine featured titanium connecting rods and a slipper clutch, that worked together with the tall race machine-style gearing. Wheels and brakes featured quick release mountings and the suspension was fully adjustable front and back. The bike prominently featured an unmistakable single-sided Pro-arm swingarm designed to help with rapid rear wheel changes during races.
The legacy of the RC30 was cemented when it won the World Superbike Championship in both 1988 and 1989 with Fred Merkel. It also notched up victories in multiple national and international races, including wins on the Isle of Man in the hands of celebrated riders like Joey Dunlop, Carl Fogarty, Steve Hislop and Philip McCallen.
Only days after separating from long term sponsor Penrite, Yarrive Konsky has signed 31-year-old South Australian Kirk Gibbs on to their new look Factory Honda Motocross Team to contest the 2021 Australian Motocross Championship.
Queensland based since turning senior, Gibbs won the Australian MX1 Motocross Championship with KTM in 2015. He has also twice represented Australia at the prestigious MXoN.
Australian Champion Kirk Gibbs will compete alongside Brett Metcalfe in the MX1 class.
New look Factory Honda Motocross Team
Kirk Gibbs
“You are always aware of what your competition is doing, and Honda have won many championships and many more races and after three days of testing with the team I can see why,” said Gibbs.
Kirk Gibbs
Gibbs, the current New Zealand champion hopes to achieve another championship with Honda and has signed on under a MX only program with Honda for 2021.
“The team is committed and focused and has competitive resources available to them and there is no reason we can’t contend for the championship next year. I know its what people expect me to say but the new Honda 450 is fast, amazingly fast and after three days of testing we have a great package that will only get better.”
Kirk Gibbs
Brett Metcalfe has signed on to race motocross and supercross for a 4th year with the Honda Factory Team and the American runner-up MX champion and 2019 SX runner-up champion believes the new Honda 450R is a game changer.
“I raced the new 450R stock, pulled the holeshot and won both races against other factory riders. I haven’t experienced a bike that fast in standard trim,” said Metcalfe.
Brett Metcalfe
Metcalfe stayed behind following his victory in the AMX Open last weekend to test with the team this week
“Following three days of testing I feel we have made some significant gains and I am looking forward to our next scheduled test in January,” concluded Metcalfe.
Brett Metcalfe
The team has also resigned Emma Milesevic to race in the Women’s Motocross Championship and Kyle Webster to compete in the MX2 class and the 2019 runner up champion can’t wait for the revamped Pro Motocross Championship to start.
“Racing the M-X-OPEN was great and winning was a bonus but I can’t wait for the all new PROMX championship to start. The factory Honda Team has developed a powerful and competitive 250 and I can’t wait to race it again,” said Webster.
Kyle Webster to compete in the MX2 class
Team Director Yarrive Konsky
“We are focused and have strengthened our technical team to manage our expectations. Our team is made up of some of the world’s best riders and we believe in them and our motorcycles. The new 450R has already exceeded our expectations and together with Team HRC in America and Europe we believe we will prove its capabilities. Tim Gajser has already shown everyone what the new 450R is capable of doing.”
The team will make further announcements regarding sponsors and its Australian supercross team over the coming weeks.
Tony Hinton, Honda Australia’s General Manager of Motorcycles
“We look forward to racing with all three riders in the new PROMX championship on our race winning CRF range. We are working closely with the factory and we will be prepared for round 1 in April. I wish everyone a safe and happy new year and all of the best with their respective racing.”
New look Factory Honda Motocross Team
The new look eight-round ProMX Championship will kick off in the challenging sand of Wonthaggi on April 11.
The Monster Energy Honda Team is hoping to retain the title claimed by American Ricky Brabec last year, with Brabec, José Ignacio Cornejo, Kevin Benavides and Joan Barreda the four official Monster Energy Honda Team riders to take part in 2021.
Now Team HRC returns to the Dakar Rally with the latest version of the stage-winning Rally bike. In 2013, the participation of Team HRC with the prototype based on commercial competition enduro model, generated valuable information on key areas such as engine power, aerodynamic performance, durability and maintenance requirements, which was used as a basis for the design of new CRF450 Rally.
For 2015, the Rally bike was updated with some new technologic additions, maintaining the fuel injection system PGM-FI which has proven effective even under severe environmental conditions and highly variable as exist in Dakar. 2018 saw the bike further updated and proudly wearing the Monster claw and in 2020 the bike won Dakar.
Here’s a look at Ricky Brabec’s 2021 Dakar Monster Energy Honda CRF450 Rally machine:
Riders new to adventure will have another option to consider in 2021 with the arrival of the CRF300L and CRF300 Rally in Australia next March, 2021.
2021 Honda CRF300L Rally
Both shod with proper off-road sized rims, 18-inch at the rear and 21-inch at the front, these bikes will be some of the most confidence inspiring once the going gets rough while the tractable engine is strong enough to propel them up the steepest of hills. Their predecessors certainly tractored up anything I pointed them at without much fuss.
The liquid-cooled DOHC engine of the previous CRF250L has grown to 286cc, gained Euro5 compliance and now produces 27 horsepower at 8,500 rpm (up from 24 hp).
2021 Honda CRF300L Rally
Thanks to a longer stroke it also boasts 18 per cent more torque with a peak twist of 26.6 Nm climaxing slightly earlier at 6500 rpm. New cams along with revised air intake and exhaust systems contribute to the gains which add up to a 13 per cent improvement in the power-to-weight ratio.
2021 Honda CRF300L
Shorter ratios for the first five gears amplify the benefits of the increased grunt, while sixth is taller for more relaxed highway work.
2021 Honda CRF300L Rally
An slip-assist clutch now manages the rear wheel and offers 20 per cent less effort at the lever.
A redesigned steel semi-double cradle frame, aluminium swingarm and bottom yoke are major contributors to a 4 kg overall weight loss and features more lateral flex for increased feedback and feel.
Steering geometry has been adjusted to match alongside longer travel suspension and increased ground clearance, with the CRF300L actually boasting more ground clearance at 285 mm, gaining 30 mm.
2021 Honda CRF300L Rally
The Rally in comparison gained 5 mm to 275 mm total. Both models receive an extra 10 mm of suspension travel at the front, while the CRF300L also gains 20 mm at the rear.
The CRF300L features a slimmer 7.8L fuel tank and seat, and new, easy-to-read positive LCD instrument display. Kerb weight is also down to 142 kg.
2021 Honda CRF300L
The riding position, too, has been improved to encourage light-steering manoeuvrability – the handlebars are pulled back slightly, the foot pegs lowered and moved rearwards. Seat height grows 5 mm to 880 mm.
2021 Honda CRF300L
At 885 mm the CRF300 Rally’s broader, rubber-mounted seat is now 10 mm lower; the fuel tank grows 2.7 L to 12.8 L. Honda claim that offers a range of up to 410 km. Its handlebars feature internal weights to minimise vibration and the foot pegs are topped with rubber inserts, while LED indicators are now flexibly mounted for durability.
As on the previous CRF250 Rally, the larger 296 mm front rotor is retained, as well as the different headlight and screen setup. Weight is down 4 kg as on the CRF300L, but reaches 153 kg at the kerb for the Rally.
2021 Honda CRF300L and CRF300 Rally Specifications
Motorcycle Test by Wayne Vickers – Images Rob Mott
I had another scooter in the shed recently. Totally different proposition to the big Tmax I had a couple of months back which you can read more about here. This lwas Honda’s ADV150 and it wasn’t a bad little jigger. Honda are dubbing it an ‘adventure scooter’ which is probably having a bit of a laugh in comparison to genuine adventure bikes, but it’s certainly a little bit different and worth a look.
Honda ADV150
What are we looking at? Well, 150cc fuel injected single cylinder, auto gearbox, ABS both ends and even Showa shocks. It tips the scales at 133 kilos and will set you back around 6 grand.
My impression didn’t necessarily start off that well, it has a not-very-intuitive at first key fob and startup system. The key fob (it has no key as such so you can just keep it in your pocket) has three buttons with icons and no text and a start-up process that involves a push-and-turn dial on the bike as well as having to have the side stand upright and brakes on to start it. It took three blokes about five-minutes to get it started for the first time. The alarm had to be turned off and the dial turned to the right position before it would jump to life. A simple key would have certainly been quicker… but once you figure it out and get used to it, it’s ok. The fob comes with a button to make the bike beep if you’ve lost it in a car-park (although I didn’t test the range on that…), an alarm on and off button. I honestly left them all alone and just got on and rode.
Wayne found the Honda ADV150 annoying with many needless steps required before you get on the move
On the road it’s quite refined. The auto clutch take-up is seamless, the engine is smooth and quiet while the ABS stoppers both ends feel up to the task. Mechanically its Honda through and through and feels bulletproof and well sorted.
It has quite a nice, nimble lightness to it that I think a lot of folks would find appealing. In traffic it’s able to hold its own against most cars from the front of the lights. Pumping out 14 horsepower and about the same number of Newton Metres of torque, it’s no rocket ship and doesn’t scream away from the lights. But for a nimble low-capacity scooter it goes ok in traffic.
2020 Honda ADV150
Around town and on shorter jaunts it’s in its element – and certainly the slightly bigger than average sized wheels (for a scooter), help navigate rougher urban roads, potholes and tram tracks etc. But I wouldn’t want to spend extended hours touring on one out in the countryside. In fact, after the first 40 kilometres of mind numbingly boring highway work on the way home from picking it up I was already feeling it in my lower back and hips. I got used to it with some more time aboard, but it’s worth noting that the seat is quite firm and there’s not a lot of soaking up of serious bumps going on for longer trips.
So I’m not sure what sort of ‘Adventure’s’ Honda has in mind. While yes, it will handle good quality gravel roads (just like any other bike), I wouldn’t suggest you to have any plans to tackle anything gnarlier than that on it. I wouldn’t like to ride it through loose gravel.. (I did see a youtube video of someone trying it. And they tucked the front at the first sign of soft gravel and dropped it… so…), and I don’t think the undertray would like you for it either. On the flip side – It does have slightly taller ride height than some of its competitors, so it’s probably less likely to scrape on gutters. Maybe ‘Urban Adventurer’ might be more apt?
Honda ADV150
An 8 litre fuel tank is going to force you to stop fairly regularly on any longer trips too. I was averaging around 3.5L per hundred kays overall, but was seeing 4.5 – 5L/100ks on the dash while holding it pinned at 110 down the freeway (tucked in behind the adjustable two position front screen), so don’t expect to be getting any more than 200 kilometres per tank. I’d suggest it’d get better mileage than that on full time urban work. Especially with the auto stop-start enabled via the simple switch on the rhs switchgear which worked just as expected. Sit still for a few seconds. It shuts down, twist the throttle and it starts back up again. Nice.
I did note one interesting thing however in that if you turn the engine off fully with the dial while having it on auto stop, then you need to give it a little rev to get it started.. It wont just start by pressing the button. Had me scratching my head again for a bit.
2020 Honda ADV150
When it comes time to park, the centre-stand is a doddle to use as it’s such a lightweight bike for even the most physically challenged amongst us. Super easy to put on and off the stand.
The dash is a bit unusual. It has a display that shows you the day and month and it also shows you ambient temp. But doesnt show you the engine temp, which I’m starting to see more of on the latest motorcycles and can’t say I like it. And where I was expecting a tacho that space is instead replaced with an ‘insta fuel consumption’ readout. I did pay attention to it every now and again initially for curiosity’s sake, but I’m not sure I’d look at it much after the first couple of weeks if it was mine. I think most folks understand that when you twist the throttle harder it uses more fuel… 🙂
Honda ADV150 instrumentation
Styling wise it seems nicely executed if a little busy but I don’t mind it. Lots of individual surface details and they’re all quite nicely finished with good quality materials. Plenty to look at while you’re sipping your latte. I did seem to have to keep wiping the bike down in that colour scheme, the footrest areas in particular just kept showing up dirt and scuffs.
Honda ADV150 underseat storage
And although there’s plenty of useful storage space including a charger equipped 2 Litre pod in the dash, note that the underseat storage didn’t fit either of the two full face helmets I tried which I thought was disappointing. We tried every which way to make it fit, but it was about an inch short of closing. Probably would have got it to shut if I forced it, but I’m not going to do that to a helmet… I’d expect it’s made for open faced helmets even though the blurb says full face… So you’d want to check it before buying a lid.
Fairing pocket too
To top it off – that great price tag for Honda build quality and confidence. And for that, you can ignore some quirks in the dash etc. I actually think it’s a pretty solid offering. Plenty to like, especially for those wanting something a little different to the Vespa look.
Honda ADV150
Why I like it:
Light, nimble, get on and go once you get used to the fob
Honda build quality – good smooth engine, no shortfalls mechanically
That price!
I’d like it more if:
The underseat storage actually fitted my full faced lids
The adjustable screen had some more height to it
The seat could be a little softer for soaking up our rubbish roads
2020 Honda ADV150 suspension and seat could be improved
From my first experiences with a DCT equipped Africa Twin I thought right from the off, ‘this powertrain would work great in a cruiser’. With more crank weight and a different state of tune of course, but the fundamentals were there for Honda to capitalise on their well-proven and increasingly well-tuned DCT gear-box. It was always going to happen, but I had expected the first cab off the rank to be a low slung bagger.
Both manual and DCT versions will come to Australia, for my money the DCT will be the go
Instead Honda have effectively up-sized the successful CMX500 bobber and at a glance, from a distance, you would hardly be able to tell the new CMX1100 and well-established CMX500 apart as they are clearly cut from the same cloth. This also provides riders of the CMX500 a logical pathway to upgrade once they have achieved their full licence. With more than 25,000 CMX500 sold each year across the globe there are plenty of CMX riders that might be keen to upgrade.
Wheelbase is 1,520mm; the forks have a 30° angle for cruiser style, 2° offset from the 28° ‘rake’ line itself; trail is 110mm.
The CMX1100 will come in both conventional manual and DCT guises so people will still be given that choice. To my mind though the DCT in this application is a natural fit and would be simply fantastic around town.
Seat height is a very manageable 700mm and with the mid-mount pegs the rider is firmly ‘in’ the motorcycle
Seat height is a very low 700 mm and the 13.6 litre fuel cell narrow between the knees.
Braking power is served up by a front radial-mount monoblock four-piston caliper biting a 330mm floating disc and rear single piston caliper/256mm disc, both managed by ABS
While the CMX1100 is very much a stripped back bobber there are a cavalcade of accessories to extend its touring credentials. A bat-wing style front fairing, soft panniers and a luggage rack will all add long-distance amenity to the CMX1100.
An optional front fairing and saddle bags add some touring amenity
Most Japanese manufacturers have pretty given up on trying to gain a significant foot-hold in the Australian big-bore cruiser market. Most of their large capacity models were simply too expensive to compete against comparable Harley-Davidson models and thus they simply stopped importing them, choosing to keep only affordable mid-capacity models in their line-up.
Steel mudguards front and rear sit atop a 130/70-18 front hoop and 180/65-16 rear
In the modern cruiser world the CMX1100 could not exactly be called a big-bore, but at 1084 cc it does perhaps tread some fertile middle ground between most current offerings, before that huge step up to the real big American iron on offer.
Under the seat there’s a 3L storage compartment which features a USB-C charging point.
For the Rebel, Honda have added an extra 32 per cent flywheel mass over the Africa Twin while new camshafts are tuned to accentuate the power pulses.
The Honda’s 270-degree firing parallel twin is quite charismatic, especially in the DCT variant where more reciprocating mass adds to that character.
Twin rear shocks feature a pressurised ‘piggyback’ reservoir. Both front and rear suspension are adjustable for spring preload.
I really look forward to riding the DCT version of the CMX1100. The DCT engine even looks more muscular thanks to its extra width and those chiselled covers. It will boast an even stronger beat thanks to the extra weight of the DCT internals.The DCT can be left completely to its own devices or the rider can select gears manually via paddle shifters on the left bar.
DCT version would be Trev’s pick
Indian’s Scout is perhaps its most direct competitor.The CMX1100 matches the Indian for torque and delivers that peak 98 Nm of twist 1250 rpm earlier than the Scout, despite a 50 cc deficit. The American bike does claim 14 more ponies than the Honda, but the CMX1100 tips the scales 30 kg lighter.
Claimed Power 86 hp at 7000 rpm Claimed Torque 98 Nm at 4750 rpm
At 35-degrees Honda claim six more degrees of lean angle than the Indian and also boasts larger forks and piggyback shocks.
Cartridge-style front forks feature blacked-out 2-piece lowers (manufactured from both extruded and die-cast aluminium) mated to 43mm stanchions finished in a dark navy titanium oxide coating
Both the Scout and the CMX only run one brake at the front but the Honda’s is a higher spec’ radial mount four-piston monoblock with much larger 330mm rotor.
Honda claim 35-degress of lean angle which is very generous for this class, especially considering that low 700 mm seat height
Cruise control is standard as is traction control, ABS, and selectable riding modes.
Offset 120mm negative LCD instrument display
If priced right then Honda could have a winner on their hand. Strip off any of the extraneous stuff, add a nice set of pipes along with some bar end mirrors and I reckon it would be a nice thing to buzz around town on.
1,084cc SOHC 8-valve parallel twin-cylinder engine is based on that of the CRF1100L Africa Twin
Australian pricing will not be set until sometime in the new year and the bikes are expected to arrive sometime in the first half of 2021.
2021 Honda CMX1100 Rebel Specifications
Engine
1084cc, SOHC liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and Uni-cam, EURO5 compliant
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