Our Long-Term Test Sadly Comes To An End
I remember how it felt the first time. At nine years old I threw a leg over a Honda Trail 90 and basked in the discovery of power, speed, wind and freedom, like God was pedaling my Schwinn Stingray, thrusting me forward with each twist of my mighty right wrist. I explored fields, streets and Pacific Northwest mountains just outside my back door with my smelly metal missile that opened up the world. Any motorcycle that recaptures that feeling of youth, the reason why we ride in the first place, is worth every cent. I never thought I would find it in a Honda Rebel.
Dual Clutch Transmission works seamlessly and fits the design intent of the Rebel 1100.
Lukewarm was the best way to describe how I felt about the previous Honda Rebel I tested in 2024 before the updates. Even though it won our 3-way cruiser test in the South, the Honda was easy for me to leave behind. It had a confusing seating position, uncomfortable seat, ugly dash, and lacked personality. Certainly it was better than Harley’s Nightster and Indian’s Scout Rogue, but those bikes were easy company to defeat. Rebel secured the victory not because it was good, but because of the appalling mediocrity of its competition.
Then Honda addressed everything I disliked about the previous version, changing the riding position by moving the handlebars 0.5 inches higher and 1.1 inches farther back, moving the footpegs 2 inches forward, thickening the seat 10 mm and retuning the 1100 parallel twin for more torque. Finally, they threw in a TFT dash and introduced the SE model with bronze wheels, fork gaiters, bar end mirrors, stitched seat, chopped front fender and color matched headlight cowl. Honda dropped one off as a long-term test bike a couple of months ago and after putting hundreds of commuting, sporty and cruising miles on the Rebel, there is one thing I know for certain.
When asked to be sporty, the Rebel responds.
I love this bike. The riding position is appropriately relaxed, the seat is comfortable, the engine is loping and torquey when cruising then rips when asked to go full trot, the dash is pretty and the SE trim strikes a gorgeous pose. Small detail changes to the newer version are much more than the sum of their parts and make the Rebel ride and feel like a better motorcycle. If I had the previous model, I would seriously consider upgrading. And on this bike, with its design intent, the DCT SE is a winner.
Riding the Rebel 1100 is so pure and natural it takes me back to being a kid on an old Honda Trail 90. Just the other night, as the summer sun began its slow descent into another breathtaking sunset, I looked at the Rebel and thought, “What am I doing? Here is a gorgeous motorcycle just sitting there. Why am I not on this thing?”
In two minutes I threw on my helmet, slipped on gloves, fired up the big parallel twin and just hit the gas. No shifting, no clutch, no windscreen, no barriers, no excuses. Twist and go. I am a child again.
Cruising among the pines is where the Rebel shines.
I headed for the mountains. Parallel twin, narrow chassis, quick steering and centralized center of mass made easy work of the sweepers and hairpins leading up to my mountain while the strong front brake dealt with the additional speed I demanded of the Rebel. Only 520-ish pounds for the 72 ft lbs of torque meant changing gears (you can choose manual mode if you want) is optional. I am giggling inside my helmet, a stupid kid with his mighty machine all over again.
Having too much fun to go home, I cruised to our local airport. Yes, you read that right, I cruised. I actually…slowed…down. Not for long, but I did. As a cruiser the Rebel is light, easy, simple. At times the bike disappeared beneath me and just purred along, big twin loping lazily, my feet forward and relaxed. I noticed birds meandering above, observed puffy clouds floating in the blue sky and smelled the apple orchards passing by my elbow, completely forgetting there was a bike between my legs. Rob would be proud. So good is the Rebel that it becomes an extension of you.
I parked at the airport, gazed at aircraft and looked over my shoulder at the grey and bronze Rebel as the sun slipped away. Then I cursed Honda for giving me such a wonderful bike that I eventually have to give back.
The Rebel in SE trim with the DCT retails for $11,199. Budget in money for extra peg feelers.
Honda’s refined Rebel takes me back to why I ride, evoking all the same feelings that got me addicted to the sport so young. It is simple, fast, agile, beautiful and a joy. Since I got the bike from Honda I cannot stop riding it and have not ridden any of my other bikes since. Not one mile on The Unicorn. Not one mile on my Superhawk. Not even one trackday. Read that again. Let it sink in.
So, to you American Honda, I hereby formally apologize for the absurd amount of miles I piled on your pretty press bike. Please don’t check the odometer and do the math. You might need a calculator. And they were very gentle miles done in a very easy manner, I swear. Also, I must formally apologize for grinding the peg feelers down to itty bitty teeny weeny little nubs.
Actually no, I don’t apologize. It’s not my fault. It’s your own damn fault for making such a lovely motorcycle. Good luck trying to take it back from me.
Ted
Here’s more specs & deets on the 2026 SE-
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