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Welcoming new riders since the ’80s, the littlest Honda Rebel becomes even more beginner-friendly with its latest evolution. (Photos by Adam Campbell)
The Honda Rebel 250 was introduced in 1985, and in the decades since, it became the go-to recommendation for beginner motorcyclists, and for good reason. It was a simple, small, no-frills cruiser that stuck around for years with minimal changes, sporting its ’80s-era styling into the 2010s.
Then in 2017, Honda gave the Rebel a serious facelift, moving from an air-cooled 234cc parallel-Twin to a liquid-cooled 286cc Single, replacing the ’80s look with modern blacked-out bobber styling, and adding a second model that would serve as a step up: the Honda Rebel 500. In 2021, the Rebel 1100 was added to the lineup. Now there are eight Rebels to choose from, including standard versions, SE versions, T (touring) trim options, and Dual Clutch Transmission options, in various combinations.
I started my own moto journey on a 2014 Honda Rebel 250, which I bought on my 20th birthday from a Navy guy who was soon to be deployed and willing to give a college student a good deal. It wasn’t an impressive bike that turned heads while I bopped around town, but I was proud of it and proud that it was mine. I kept it well past the time many riders would have moved on to a more powerful motorcycle, partly to save money and partly because I liked it too much to see it in someone else’s hands. And I’m far from the only rider whose motorcycling story began with a Rebel. The Rebel 250 was often used in the MSF Basic RiderCourse, giving many riders their first experience on a motorcycle.
Although the Rebel 300 is aimed at new riders, our group of moto journalists had a great time aboard the little Rebel.
But time moves on, and so has the Rebel. In January, we were invited to Los Angeles to test the new 2026 Honda Rebel 300 E-Clutch. From the photos in this review, you might think it looks exactly the same as last year’s model, and you’d be mostly correct. The only update for 2026 is the addition of the E-Clutch, and Honda won’t offer a model without it for 2026. Although a single update doesn’t seem like much to write home about, this one is more significant than it appears.
Although it’s as easy to ride as anything, the Rebel carries a big-bike attitude that makes it look meaner than it is.
The E-Clutch system is a clever bit of technology that adds a lot of utility for no more space than it takes up. The bike still has a regular manual transmission, but the E-Clutch takes over the clutch work when the rider chooses to use it. The system is operated by two electric motors that engage and disengage the clutch, using information taken from the electronic control unit, such as shift-lever load, gear position, throttle position, rpm, and wheel speed. A three-part clutch-lever shaft allows the transition between manual control of the clutch, motor control using the E-Clutch, and override control that allows the rider to momentarily use the clutch.
The new E-Clutch takes up very little real estate on the bike.
In simple terms, the E-Clutch does the rider’s clutch work for them, and although the bike still comes with a clutch lever, the rider can choose to ignore it completely, shifting with the foot lever as they normally would but never touching the clutch lever. This versatile system also allows the rider to turn the E-Clutch off completely, or riders can turn it off for a few seconds by grabbing the clutch lever.
The LCD dash is nicely uncluttered but can be hard to read in direct sunlight.
Although it would seem to fill a similar role as Honda’s Dual Clutch Transmission, the two systems provide quite different experiences. The DCT uses two clutches, one for odd gears and the other for even gears, to provide a fully automatic ride without the rider needing to shift. Riders can switch a DCT bike into Manual mode and shift via buttons on the left switchgear, but bikes with DCT do not include a clutch lever or foot shifter. In contrast, the E-Clutch is more like an extra-duty quickshifter.
To clutch or not to clutch: You get to decide.
Our day in L.A. started at Bike Shed Moto Co., in front of which sat a line of 10 matte-black Rebels. After breakfast and a technical presentation with the good folks of Honda, we walked out and claimed a bike. Turning on the motorcycle and popping it into 1st gear without using the clutch lever, opened the throttle a bit, and the bike smoothly inched forward.
The E-Clutch can handle the clutch work, but the rider still needs to shift using the foot lever.
As we rolled out on our counterclockwise loop around L.A., I ignored the clutch lever for the first few miles and let the E-Clutch do its thing. Right away, I noticed that the E-Clutch solves all the complaints I had about the DCT, which I tested on the 2023 Honda Rebel 1100T DCT. I found the DCT to be a bit jumpy at slow parking-lot speeds, and riding the rear brake to help smooth things out never felt as intuitive as feathering a clutch. However, the E-Clutch was every bit as smooth and predictable at slow speeds as I can manage with manual clutch, with no herky-jerky movements. And if I wanted more control, all I had to do was reach out and grab the clutch lever to turn the E-Clutch off for a few seconds.
GEAR UP
- Helmet: Shoei RF-1400
- Jacket: Cortech Hoyden Ladies Leather
- Airbag Vest: Alpinestars Tech-Air 5
- Gloves: Cortech Women’s Hoyden
- Pants: Pando Moto Mila Cargo
- Boots: Pando Moto Apex Sneakers
While cruising north to the Griffith Observatory and then west on Mulholland Drive toward our lunch stop in Studio City, I discovered that the system works best if the rider keeps the throttle steady while shifting. Shifts were clean and quick, whether slow-rolling through traffic or chasing other journalists along twisty pavement.
The solo saddle provides a nice perch.
Although the Rebel 300 returns otherwise unchanged with the exception of the E-Clutch, this was my first time aboard one. I was pleased to discover that what I loved about my 2014 Rebel 250 carried over into the new generation. It’s so easy to ride that it almost feels like cheating. The seating position is natural and upright with all controls within close reach, although I’ll add a caveat that I’m a shorter-than-average rider at 5-foot-1, and tall riders will most certainly feel scrunched with the close placement of the footpegs. The bike is a lightweight at 379 lb, but it feels even lighter than that. The 286cc Single worked quite well for our around-town ride. One of the drawbacks of my Rebel 250 was that its 70ish-mph top speed made highway stints a bit scary. The extra 10-15 mph offered by the 300 provides just enough extra power to give the rider some confidence when traveling at higher speeds.
The Rebel 300 is only available in Matte Black Metallic or Pearl Smoky Gray for 2026. Honda, can we get some color?
Regarding chassis components like brakes and suspension, the Rebel gets the job done without drama or glamor. In other words, they’re perfectly adequate but nothing special. Single calipers front and rear pinch 296mm and 240mm discs respectively, and ABS is standard equipment, providing a nice safety net. Suspension is nonadjustable and includes a 41mm telescopic fork with 5.5 inches of travel and dual shocks offering 3.7 inches of travel. These components worked just fine for our L.A. ride, providing compliance and confidence while maintaining an attainable price point.
Out of all the bikes that Honda could’ve added the E-Clutch to, it will be most appreciated on the Rebel 300. Everything that made the Rebel a great beginner bike before is maintained, and adding the E-Clutch has the potential to truly open doors for new riders. Learning to ride, especially for people who haven’t driven a manual vehicle before, can be overwhelming, but with the E-Clutch, new riders can save that step in the learning process for after they’re comfortable with other techniques like steering, braking, and throttle control. Then when they’re ready, simply switching off the E-Clutch transforms the bike into a regular ol’ motorcycle, allowing them to learn clutch work on a bike they’re already comfortable and familiar with.
The Rebel’s neutral seating position puts the rider in charge.
It’s also important to note that the four bikes now in or coming to Honda’s lineup with the E-Clutch are all city-oriented machines. The E-Clutch debuted on the 2024 CB650R naked bike and CBR650R faired sportbike, and a second-generation system with throttle-by-wire will soon be added to the CB750 Hornet. This decision makes sense, as the E-Clutch is not only a useful tool for new riders but also a big relief during stop-and-go traffic. During the first half of our ride day, I swapped between using the clutch lever and using the E-Clutch, but between our late lunch and our rush-hour ride back to the Bike Shed, my left hand was happy to let the bike do the work. Riders who often find themselves in traffic will greatly appreciate not having to use the clutch lever if they don’t want to.
For four decades, the Honda Rebel has been getting new riders into the saddle and showing them the joys of motorcycling. It isn’t updated often, but when it is, those updates are in service of the many more riders Honda expects to start their journeys on a Rebel. The new E-Clutch will be a significant chapter in that story. If you can, give it a try.
2026 Honda Rebel 300 E-Clutch
2026 Honda Rebel 300 E-Clutch
- Base Price: $5,349
- Website: Powersports.Honda.com
- Warranty: 1 yr., unltd. miles
- Engine Type: Liquid-cooled Single, DOHC w/ 2 valves
- Displacement: 286cc
- Bore x Stroke: 76 x 63mm
- Horsepower: 31 hp @ 9,000 rpm (factory claim)
- Torque: 20.3 lb-ft @ 8,000 rpm (factory claim)
- Transmission: 6-speed w/ Honda E-Clutch
- Final Drive: Chain
- Wheelbase: 58.7 in.
- Rake/Trail: 28 degrees/4.3 in.
- Seat Height: 27.2 in.
- Wet Weight: 379 lb
- Fuel Capacity: 3.0 gal.
The post 2026 Honda Rebel 300 E-Clutch Review appeared first on Rider Magazine.
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