2022 Honda CMX1100 Review

In a segment dominated by big American V-twins, the all-new 2022 Honda CMX1100 might be a tough sell for the Japanese firm but, as they preach in the classics, never judge a book by its cover.

The 2022 Honda CMX1100 is like that kid that got bullied at school that grows up to be a superstar. While the big, bad Harleys of the world stand and laugh, the CMX1100 might just be secretly building a legacy of its own. It’s fast, fun, and handles like a dream. And it is uniquely sensible. Actually, it’s not really like a cruiser at all.

Of course, there is nothing overtly special or striking about the CMX1100. It has tough, cyberpunk-like looks, but it won’t necessarily turn heads like a Harley, an Indian, or even a BMW.

But with an engine sourced from the Honda Africa Twin adventure bike and, in the case of our test unit, a Dual Clutch Transmission (DCT), this Japanese cruiser has an understated uniqueness and simplicity that means it is definitely worth a look.

Related Reading:
Best new cruisers under $20,000
All-new 2022 Honda NT1100 tourer revealed
Honda CMX1100 Rebel looming

The first thing you should know about the 2022 Honda CMX1100 (also known as the Rebel in overseas markets) is that it’s born from the popular Honda Africa Twin adventure tourer. Of course, the CMX clearly isn’t like the Africa Twin at all, but it does borrow its 1084cc parallel-twin engine.

Honda has also used the same engine platform in the upcoming NT1100 sportstourer, proving that it has strong faith in the parallel-twin platform.

It is also worth mentioning that this isn’t Honda’s first rodeo when it comes to the cruiser game. Far from it, actually. You might already know that Honda also has a LAMS-approved CMX500 in its line-up, but the Japanese brand has quite the cruiser history. As well as a single-cylinder 250 Rebel and the flat-six Valkyrie platform, Honda also once had a long-line of V-twin cruisers.

But the CMX1100 is a new chapter in Honda’s cruiser book, and it is an absolute gem.

While the Honda CMX1100 utilises the Africa Twin’s 1084cc parallel-twin engine, it does lose a bit of power and torque on paper. Where the Africa Twin puts out 100hp at 7500rpm and 105Nm at 6250rpm, the CMX only provides 86hp at 7000rpm and 98Nm at 4750rpm.

But don’t be fooled by the drop in numbers, because the CMX powerplant is presented in a way that makes it feel fast, punchy, and a little bit mean – compared to the Africa Twin at least.

Other key facts and figures you should know about include the 330mm/256mm disc braking package complete with ABS, the 13.6L fuel tank, the 120mm ground clearance, 700mm seat height, and the 233kg wet weight (the standard, non-DCT version is 10kg lighter). See the specs below for the full rundown.

As tested here, the CMX1100 with DCT checks in at $21,263 ride away, but the standard manual-gearbox version drops that price tag to $20,133 ride away. For reference, the base Africa Twin checks in at $24,702 ride away, but it does come with a little more tech including electronic suspension and Apple CarPlay/Android Auto.

When compared to the big players, the CMX1100 is a bargain. The cheapest Harley-Davidson cruiser in Australia is the Softail Standard that starts from at $22,995 ride away, while the Indian Scout starts at the same figure. The BMW R 18 is priced from $24,870 ride away.

As for Honda’s Japanese compatriots, Kawasaki offers the Vulcan 900 Custom for $14,470 ride away and Suzuki offers the much bigger 1783cc Boulevard M109R for $21,990 ride away.

The CMX1100 is well built, high tech, and a joy to ride, so I think it is fair to say that it is priced exceptionally well. Sure, it might not have a reputation like Harley, but you get a lot of substance for an affordable price.

The Honda CMX1100 separates itself from many of its competitors in the level of tech it carries. It comes standard with ride-by-wire throttle, ABS, traction control and cruise control, but it also features three standard ride modes and a custom user mode (the R 18 also has ride modes, but they are not customisable).

Also featured is a digital LCD screen which adopts a classic shape and has plenty of information. The interface is a little fiddly to navigate at first and it is very busy with words and numbers, but once you get used to it, it works well.

Perhaps the most notable feature is the Dual Clutch Transmisson. If you’re a Honda fan then you’ll know that DCT is not a new thing. It was first introduced on the VFR1200F in 2010 and has been utilised and improved on various Honda models since.

But while Honda is the first to apply it in the motorcycle industry, DCT is not a Honda invention. In fact, DCT first appeared in a production vehicle way back in 1961 with the Hillman Minx mid-size car.

Without getting too technical, DCT basically uses two individual clutches that each take care of odd and even gears respectively. This means that the bike is essentially always in gear, resulting in smooth and seamless shifts. A shift motor also switches gears automatically, meaning there is no need for a user-operated clutch or gear lever.

The automatic (even though it is not really an auto at all) nature of the DCT system allows the rider to focus on throttle control, braking and handling. You can start the bike, take off from a standing start and come to a stop all without worrying about engaging the clutch, shifting gears, or stalling.

Some critics say that this sucks some of the fun out of riding, but the simplicity of the riding experience is strangely exciting and refreshing. The responsiveness of the DCT can be customised in the settings, while the system can also be overridden with handlebar-mounted up and down switches (like paddle shifters in a car). And, if you’re still not convinced, the traditional manual transmission is always available, and for $1130 less.

I am a little bit dumbfounded that no other manufacturer has embraced DCT. The technology is used widely in the four-wheel world, especially in high-performance cars (including race cars).

DCT is currently banned in MotoGP, but in a world where humanity is forever chasing quicker lap times, I can see a point where DCT (or a more advanced system) becomes commonplace.

First, let’s talk about the ride position. For all intents and purposes, the CMX1100 is a cruiser. But with mid-mount foot controls and a 'bar position that favours an upright ride position, the CMX feels a little sportier than a typical cruiser.

The CMX1100 also has a decent amount of ground clearance and a nice suspension setup, meaning that this beast can attack corners with a little more spirit than its competition (though it is still possible to get it scraping). Perhaps my only complaint with the ergonomics is that the seat isn’t so comfy after a full day of riding.

In the engine department, the CMX continues to tick all the boxes. Honda is a relatively conservative company in my humble opinion, and that shines through a little with the CMX1100. But don’t think that translates to an underperforming bike, because this cruiser packs plenty of punch – it just doesn’t show it off as much as other brands.

At first, it might seem like the Africa Twin-sourced engine is a little mellow, but when you need to get going, the power is there. It won’t blow your socks off, but the engine has plenty of character and purpose. Unlike other cruisers, the CMX doesn’t rely solely on meaty low-down torque. Instead, it offers torque right through the rev range, making for a relatively sporty ride.

Of course, all this is influenced by the DCT system which will feel a little alien to riders not familiar with it. The DCT works pretty well here, but it isn’t entirely perfect. In the standard setting, the bike tends to smash through the gears quite quickly, meaning you’re generally riding lower in the rev range. Meanwhile, another setting holds the gears a little too long, resulting in too many revs.

Fortunately, the handlebar-mounted up and down switches allow you to override the system when it doesn’t quite do what you want it to. Wrap your head around all of that, and the DCT actually becomes surprisingly enjoyable.

Overall, the CMX1100 is equal parts thrilling and user-friendly. Experienced riders will have a blast, but newer riders won’t feel like they are out of their depth. The bike hides its weight well, and the ride modes and DCT settings offer plenty of customisation depending on your level.

A Japanese cruiser isn’t necessarily a rock star bike in the way an American V-twin is but, with the CMX1100, Honda has created something even better. It might be a little more subtle than its competition, but the CMX arguably exceeds the others in performance, while maintaining a sharpness and a practicality that makes it a brilliant daily driver.

Honda may call the CMX1100 the 'Rebel' in international markets, but the CMX isn’t a guns-blazing type of rebel. Instead, it is more like a Batman-style rebel – an outcast who flies under the radar and gets the job done without fuss.

Is the Honda CMX1100 a great cruiser? You bet it is! In fact, it might just be one of the best cruisers out there, from a purely functional point of view. It isn’t traditional or in-your-face like many cruisers are, but it is a bike that makes so much sense and would deserve a place in anyone’s garage.

ENGINE
Type: Liquid-cooled, four-stroke, eight-valve, SOHC parallel-twin
Capacity: 1084cc
Bore and stroke: 92.0mm x 81.5mm
Compression Ratio: 10.1:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 86hp (64kW) at 7000rpm
Claimed maximum torque: 98Nm at 4750rpm

TRANSMISSION
Clutch type: DCT auto
Transmission type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame
Front suspension: 43mm telescopic fork, preload adjustable, 121mm travel
Rear suspension: Twin shocks, preload adjustable, 95mm travel
Front brakes: Single 330mm disc, ABS equipped
Rear brakes: Single 256mm disc, ABS equipped
Wheels: Cast alloy

DIMENSIONS AND CAPACITIES
Claimed wet weight: 233kg (standard model 223kg)
Seat height: 700mm
Wheelbase: 1520mm
Ground clearance: 120mm
Fuel capacity: 13.6 litres

OTHER STUFF
Price: $21,263 ride away (standard model $20,133 ride away)
Colour: Black
Warranty: 24 months/unlimited kilometres
Bike supplied by: Honda Motorcycles Australia