Motorcycle specifications HondaCMX 1100 Touring DCT 2025 Makeshift excavator

Let's talk Touring, let's go light, sorry for the luggage, let's get to the point. Because it's a small carrying capacity and a bit of protection that the "baggerized" CMX 1100 offers. Except that in 2025, it gives a little more. The range has decided to modernize, with a more alert twin. Honda's engine department has worked to make it docile towards Euro5+ while strengthening its power (+1.4 hp). The torque is revised upwards; not in maximum but in its intervention at low revs, more filled.

It's also time to equip yourself with a more modern meter. A surprising but very practical choice to have adopted the 5-inch color TFT screen common to all Hondas - we always expect to discover retro instrumentation on this type of machine. But the practicality wins with a good dose of information and smartphone connectivity. Some users will be satisfied to have control over their playlist, calls, notifications and simplified guidance.when it comes to baggers on the market, almost everything can be summed up in three words: Harley-Davidson / Indian. The Americans dominate the market, with a wide range of models built entirely from huge engines.

Let's include the Germans. BMW recently launched its offensive, with an 1800 R 18 B; also of high tonnage.
Honda is taking the opposite approach with a lighter bagger, both in terms of engine and price. By grafting the essentials of on-road equipment onto its big custom, the manufacturer offers its CMX 1100 Touring.

The essentials, nothing superfluous. The CMX is equipped as a backpack-cap outing. In no way does it aim for the long haul like a Street Glide or Challenger. Its hips hold 19-liter and 16-liter hard cases; the exhaust eats up part of the space available on the right. Not enough room for a helmet or gear for an extended stay. It would be more accurate to speak of large glove compartments, which will nonetheless find a fair amount of use on a daily basis or on a nice day's ride. Besides, it's much more elegant than a top-case.

The other distinctive feature of the CMX Touring is its fork head. With its Batwing design, it blends in perfectly with the style of the class. It totally changes the face of the bike. The added protection is welcome, but don't expect a windshield. Although it's as wide as the handlebars, the small bubble and light dimensions of this piece of fairing will have more of a role in relieving air pressure.
The CMX can also count on a choice asset: a seat height of just 700 mm.

But the Honda doesn't claim to be a Tourer or a GT. For travel, there's the GoldWing. Here, it's all about style and big pockets. With a rather atypical engine, even if it does feature a twin-cylinder.

yes, a custom bike can only be designed with a twin. V-shaped and fat. Except that the CMX 1100 travels with its own version of theAfrica Twin's block. A 1084 cm3 engine with pistons running side by side, in parallel. Honda has brought it down to 87 hp and made a few changes to make it more vigorous at low revs. Torque loses only 7 Nm, while its maximum output is available much earlier: at 4,750 rpm, compared with 6,250 rpm on the trail bike.

An American competitor certainly offers more, with its huge displacement. But let's set the record straight right away, because it comes with an extra 80 to 100 kilos, not to mention a price tag almost double that of the Honda. The target clientele isn't really the same, although there are obvious similarities in appearance.

The CMX 1100 T is also a technologically advanced product. The Americans like to show off their oversized, authentic side; the Japanese are more modern and/or futuristic. On board this bagger, the rider can enjoy an Acura-style digital speedometer, a USB-C socket, full LED lighting, cruise control, and four Driving Modes*. Each modifies power delivery, torque control (Honda's version of traction control), anti-wheeling and engine braking.

As the distant cousin Africa Twin is available with the DCT robotized gearbox, the CMX 1100 also gets it - the manual gearbox version is no longer offered. The system requires a certain financial effort, but the action is amazingly efficient on Honda models. Auto mode lends itself perfectly to cruising, with the Rain or Standard selection. Alternatively, the user can demand more dynamism with the choice of Sport or Manual mode for left-thumbed gearshifting. A User mode also lets you save your personal settings.

no need to spend money modifying the chassis. Rebel or Touring, the CMX 1100 is built on a tubular steel frame, with a wise 30° fork angle. Riding this custom bike is meant to be entertaining, not muscular. In any case, once you've exceeded 35° of lateral inclination, you'll quickly realize that you're going to have to use the boot and footrest.
The 43 mm fork and twin shocks have few adjustments, only preload, and there's only one brake disc per wheel. However, the front brake disc is 330 mm and uses a 4-piston caliper. The rear is rather timid, with 256 mm and a single piston.

Honda isn't going to upset the bagger clan with the CMX 1100 Touring. Rather, the aim is to offer a big CMX that's a bit roadworthy, a bit stylish and not too expensive. Electronics are abundant, but are they really adapted to this machine...?
But Honda doesn't care... It has no direct competitor and can show off its strengths as it pleases.

M.B - Manufacturer's photos

* Driving mode details :

- STANDARD: for most situations, with comfort at low revs and the ability to exploit a large part of the Rebel's potential at higher revs. Intermediate level for power, engine braking, torque control and anti-clogging.

- RAIN: for smooth operation, with extra assurance on slippery surfaces. Low power and engine braking, high torque control and anti-skid level.

- SPORT: for optimum performance. Dynamic engine behavior, normal engine braking, low level of torque control and anti-squat intervention.

- USER: allows the driver to define personalized settings. Once set, the choices are automatically memorized.