It took us a while to chase down the updated 2025 Honda Rebel 1100 DCT SE for a thorough test ride, but we finally did it. This detailed Honda Rebel 1100 review covers all the important updates for 2025, including revised ergonomics and an upgraded electronics package. If you’re considering the 2026 model, you’ll be happy to know it’s nearly identical except for color and a small price increase.
The Honda Rebel 1100 received an ergonomics rejiggering, and it works. The Rebel 1100 platform has always been comfortable, especially for riders with shorter inseams. The new version moves the footpegs forward two inches, and at 5-foot-9, I appreciate the additional legroom. The new footpeg placement also avoids conflicts with the clutch cover. Concurrently, the grips sit a half-inch higher and are an inch closer to the rider. With the already narrow handlebar, the rider gets standard upright ergos for the upper half of your body, and relaxed, moderately feet-forward cruiser ergos for the bottom half. It works, as the Honda Rebel 1100 is comfortable to ride, yet still gives the rider a sense of authority over the 509-pound motorcycle.
The Africa Twin-based 1084cc motor returns with three preset ride modes, and two customizable modes. One of the nice things about using the AT powerplant is that you get a lot of the electronic goodies. The three ride modes are self-explanatory: Sport, Standard, and Rain. The two customizable modes allow you to pick your favored levels of power, traction control, shifting (on the DCT), and engine braking. Honda wisely keeps it simple with three choices for each parameter. I’m a fan of engine braking and traction control, so my custom modes were the same as Sport and Standard, but with TC and engine braking bumped up a notch on each. Honda makes it easy with a graphic that shows each preset mode, helping you create satisfying personal modes.
Everything is controlled through new switchgear and a matching 4.7-inch TFT dash. The user interface is quite good, so you probably won’t have to break out the owner’s manual to figure out how to set up the dash and the user modes. Honda offers three different dash faces, and the dash alternates between backgrounds and brightness settings, either manually or automatically. This is a major upgrade, as all sorts of information is available, and you have configuration control over the display. If you like, you can pair your iOS or Android smartphone with the dash via Honda RoadSync to add navigation, weather, and phone-related features. As a bonus, there’s a 3-amp USB-C port behind the dash, guarded by a water- and dust-resistant rubber boot. There are also two USB-C ports under the seat.
The Dual-Clutch Transmission settings have been upgraded and simplified. Honda used to have a strange DCT interface that mixed Standard and Sport, though with three Sport levels. That’s gone, thankfully, and there are three easily understood levels of shifting aggression. The Sport mode seriously holds off on upshifts, so access to acceleration is always available. Standard level upshifts fairly quickly, so you’re likely to feel like the transmission is a gear or two too high, at least until you get used to it. In the Rain mode, the DCT tries to keep you in as high a gear as possible to prevent tapping into traction control too often. They all make sense for various conditions.
Between the DCT and the power modes, the 2025 Honda Rebel 1100 DCT does what you want it to do. In Sport mode, or in a rider mode with the DCT, you get to rev the engine quite high before upshifts happen. You can even run up on the freeway to 65+ mph, and the transmission is still in 5th gear rather than 6th. Let off the throttle, and it will shift up and stay there. Sport mode is a bit abrupt around town, and Standard mode smooths that out with a creamy power delivery and upshifts to keep revs down. In the tightest of traffic, Rain mode dials everything down for easy use. The dedicated Mode button on the left switchgear is nice, though it is inconvenient that you can only cycle through in one direction.
The Rebel 1100 DCT’s new ergonomics do not diminish the handling. The bike continues to behave as expected. There are no excessive requirements for changing direction, and the big Rebel holds its line perfectly. While the 18-/16-inch wheel combo is unusual, it works with the chassis, and the 130mm-wide front tire has a reassuring footprint. Stability on the freeway is excellent, and the bike is a confident lane-splitter, especially with the DCT.
Despite being relatively plain-wrap, the Dunlop D428 tires do all that’s asked of them. The Rebel 1100 has a generous lean angle, so that’s not a slam dunk. Sticky tires are essential for braking, and the Rebel 1100 decelerates confidently. The huge 330mm front disc is slowed by a radially mounted four-piston caliper quite ably. The 256mm rear disc is more modest in its performance. Should you need more slowing, you can downshift the transmission with a right thumb switch for more engine compression braking. That’s about the only time I take the DCT out of automatic. Should you feel the need, there are upgrade paths for the rubber, if you’re willing to sacrifice wear rates.
The suspension is basic, yet effective. You get a good feel for the road, yet you’re protected from jolts by the piggyback-reservoir Showa shocks and traditional fork with a cartridge-type damper. The fork has 5.5 inches of travel to work with, and the shocks get by with 3.7 inches of wheel travel. As expected, nothing is adjustable other than the spring preload on the shocks and fork.
The SE features are more about looks than function. The seat is the star, with its quilted cover. It’s comfortable, and I like the look of a solo saddle. The front end gets the rest of the SE features. The lightly bobbed front fender and fork gaiters are all about moving the styling cues back a few years. The headlight cowling looks good, though the amount of wind protection it offers is limited, at best. Bar-end mirrors are popular these days, so Honda put them on the SE for a more rakish look. The Rebel 1100 is a cruiser with unorthodox styling that has built a strong following, and the SE kicks it all up a notch.
The latest iteration of the Honda Rebel 1100 DCT is its best. The new footpeg position is a winner, as is the upgraded electronics package. If you like the Flare Orange Metallic of the 2025, check around with dealers, as you might find one on a showroom floor, and maybe at a discount. Otherwise, Deep Pearl Gray it is for 2026 at a price increase of less than 1%. Feel free to get the 2025 Honda Rebel 1100 DCT SE if the features package is worth $800 to you.
2027 Suzuki GSX-R1000R + BTR Build Off Winner + Brian Bentley and the Ducati 916
byMotos and Friends by Ultimate Motorcycle
Hello and welcome again to the Motos and Friends Podcast. This episode is brought to you by Leod Escapes. My name is Arthur Coldwells.
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Have you ever wanted to ride a real MotoGP track? Well, here’s your chance! Leod Escapes does all sorts of amazing European tours, including the incredible Munich to Mugello tour at the end of June, or you can try the Core of Catalunya or the Portimão Andalusia trips, both in October. These are incredible touring experiences with the very best that Europe has to offer, as well as riding these amazing tracks on brand new BMW S1000RRs. So for the trip of a lifetime, visit LeodEscapes.com, now!
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In our first segment, Nic de Sena tells us all about his recent trip to Spain to ride the new 2027 Suzuki GSX-R1000R. Suzuki did a slightly different spin on this particular launch where they split the journalists into teams of 3, and had a 6-hour endurance ‘race’ to see how well everyone fared. Nic gives us the lowdown on what it’s like to the new Gixxer and for such long track sessions!
Rider Market from just outside Orlando, Florida, is the winner of the recent Royal Enfield BTR Build-Off competition in the Road Race category. Brian Koster is the Parts Director at Rider Market and he tells us briefly about the machine and parts he selected that made this retro-looking Royal Enfield stand out and take the trophy.
Our guest for this episode is Brian Bentley. A few years ago, just prior to Covid, Brian had a chance to buy a Ducati 916. He’s always been a major fan of the bike ever since it launched in the early nineties. He’d actually been looking for a 748 for a while, but when this great example came to his attention he couldn’t resist. The only snag was that it was completely disassembled. So, Brian did what any reasonable bike-fanatic would do: he loaded all the endless boxes of parts into the trunk of his SUV, headed home to Daytona Beach, and started the build. Brian recounts the story of this incredible machine and what eventually happened to it in the end.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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