Honda previews CMX1100

Since its release in 2017, Honda’s CMX500 bobber-style cruiser has seen more than 25,000 annual sales globally. Now, the LAMS-approved CMX500 has a big brother - the CMX1100.

Unveiled in November, the CMX1100 is essentially an up-engined version of the CMX500, offering similar overall dimensions, including seat height, wheelbase, length and width, but packing in an engine with more than twice the capacity.

That engine is the same 1084cc water-cooled parallel twin used in the Africa Twin adventure tourer, but re-tuned to deliver the bottom-end torque expected in a cruiser. While the crankshaft and 270-degree firing order are unchanged, the flywheel mass has been increased, there’s an all-new camshaft and revised valve and ignition timing, plus a redesigned airbox to feed air in and new header pipe and muffler design to draw spent gases out.

Honda Australia hasn’t released any official figures yet, but overseas reports list maximums of 64.8kW (87hp) at 7000rpm and 97.6Nm (72lb/ft) at 4750rpm from the re-tuned parallel twin. A ride-by-wire throttle is standard and carries over from the Africa Twin, as does a selection of riding modes and assistance systems, including four-level torque control, traction control and ABS. Being a cruiser, the CMX1100 also gets cruise control as standard.

The three pre-set riding modes are Rain, Standard and Sport, while a fourth mode allows riders to mix and match the various assistance systems, DCT shift points and throttle response to suit their tastes.

As with the Africa Twin, the CMX1100 will be offered in both six-speed manual and DCT form, with the latter offering the motorcycling equivalent of paddle shifters on the left-hand switchbank, allowing riders to toggle up and down through the gears if they wish. Chain drive is standard, regardless of transmission choice.

While the CMX1100 frame follows the configuration of the CMX500, the frame tubes are thicker to handle the engine’s increased mass and torque. Rake and trail is unchanged, while ground clearance drops by 15mm to 120mm. Wheelbase increases by 30mm to 1520mm, but seat height is up by only 10mm to 700mm. Kerb weight is where riders transitioning from the CMX500 will feel the difference, as the 190kg of the 500 increases to 223kg on the 1100 and 233kg for the DCT version, but both of these are lighter than comparable American cruisers.

With the extra weight and power in mind, braking has been upgraded front and rear, with the single 296mm/240mm disc combination on the CMX500 increased to 330mm/256mm. Images released so far suggest a four-piston front caliper and single-piston rear.

Front forks are 43mm (up from 41mm on the CMX500) and add preload adjustability, while the twin rear shock configuration is upgraded with Showa remote reservoir units that feature what Honda calls an all-new preload adjustment system. Wheel travel is unchanged at 121mm front and 95mm rear.

For the rolling stock, the CMX1100 retains the same 16-inch rear wheel as the CMX500, but ups the front wheel from 16 to 18 inches. The rear tyre is fatter at 180/65 compared to the 150/80 hoop on the CMX500, while the new, larger front rim runs with a 130/70 tyre.

Other known features at this stage include a comprehensive LCD instrument display, LED lighting, 13.6-litre fuel tank and a 3-litre underseat storage space with USB charge port.

Australian arrival of the Honda CMX1100 is expected in the first half of 2021, with pricing to be confirmed closer to local release.