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Honda CTX 1300

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Make Model

Honda CTX 1300

Year

2014 - 15

Engine

Four stroke, longitudinally mounted 90° V-4, DOHC, 4 valve per cylinder

Capacity

1231 cc / 75.1 cu-in
Bore x Stroke 78 x 66.0 mm
Cooling System Liquid cooled
Compression Ratio 10.0:1

Induction

PGM-FI with electronic control IACV, four 36mm throttle bodies, eight holes per injector

Ignition 

Computer-controlled digital with 3-D mapping and electronic advance
 Starting Eclectic

Max Power

83.1 hp / 60.7 kW) @ 6000 rpm

Max Torque

106 Nm / 78.2 ft.lbs @ 4500 rpm
Clutch Wet Multiplate

Transmission 

5 Speed 
Final Drive Shaft
Frame Rigid tube steel diamond

Front Suspension

Inverted 45mm fork

Rear Suspension

Twin rear shocks with spring preload

Front Brakes

2X 310mm disc

Rear Brakes

Single 315mm disc (Deluxe model fitted with CBS ABS)

Front Tyre

130/70R-18

Rear Tyre

200/50R-17
Rake  28˚
Trail 114 3 mm / 4.5 in
Dimensions

Length 2195 mm / 86.4 in

Width  790 mm / 31.1 in

Height 1440 mm / 56.6 in

Wheelbase 1638.3 mm / 64.5 in
Seat Height 739 mm / 29.1 in

Wet Weight

328.4 kg / 724 lbs 

Fuel Capacity

22.5 Liters / 5.1 US gal
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CTX1300/CTX1300 Deluxe
The all-new CTX1300 expands the innovative concept first introduced with the CTX series—the idea of combining higher levels of comfort and technology to create a riding experience unique to Honda.
These bikes place a premium on ease of use and a spacious rider environment with comfortable ergonomics. But now, by extending Honda’s longstanding and successful heritage of V-4 technology, the CTX1300 adds a full load of 1300-class muscle with exhilarating right-now thrust accompanied by a distinctive V-4 engine pulse and exhaust note.


That helps make the CTX1300 an advanced motorcycle in multiple ways—one that incorporates class-leading comfort, unusually broad-shouldered versatility and new technology to deliver an unmatched riding experience. Its moderate weight, low center of gravity (CG) and nimble handling make the CTX1300 a joy to ride wherever the day may lead, while its styling gives it a unique look that makes it stand out in a crowd.
There’s also a Deluxe model that adds technology such as an audio package including Bluetooth® connectivity, self-cancelling turn signals, Anti-Lock Braking System (ABS) and Traction Control, plus blacked-out styling elements that all add to the CTX1300’s distinctive equation.

 

Key Features

  • Liquid-cooled 1261cc longitudinally mounted V-4 engine tuned specifically for exhilarating off-the-line thrust and easy-to-access linear power delivery.

  • CTX1300 powerplant furthers Honda’s longstanding and successful heritage of V-4 engine technology.

  • Blend of sporty performance with spacious and comfortable rider accommodations, including fairing, short windscreen and integrated hard saddlebags.

  • Low seat height of 29.1 inches, curb weight of 724.2 pounds and low CG combine to give the CTX1300 remarkably nimble manners.

  • Underseat fuel tank helps lower overall CG.

  • Fat 200-series rear tire for an especially brawny profile.

  • Long and low look for a unique styling package.

  • Speedometer/tachometer cluster with LCD information screen.

  • LED headlight with halo accent lighting.

  • LED taillight and turn signals.

CTX1300 Deluxe

Includes all of the above plus:

  • Anti-Lock Braking System (ABS) for added stopping confidence in varying road and weather conditions.

  • Traction Control limits rear-wheel slippage during hard acceleration or during acceleration on low-traction road surfaces.

  • Self-canceling turn signals.

  • Audio Package including Bluetooth connectivity for a new level of rider convenience.

  • Blacked-out styling elements for a distinctive look.

Honda Genuine Accessories† 

Tall Windscreen, Audio Package (for standard model), Heated Grips, Heated Grip Attachment, 12-Volt Accessory Socket, Rear Carrier, Centerstand, Chrome Handlebar Ends, Chrome Windscreen Garnish, Chrome Engine Shrouds, Chrome Back Mirror Covers, Chrome Valve Covers, Chrome Master Cylinder Cap, Chrome Clutch Lever, Chrome Brake Lever, Color-Matched 45L Rear Trunk, LED Fog Lights

 

Review

Honda targets a different kind of touring motorcyclist with its uniquely styled, V-Four-powered CTX1300 (starting at $15,999). Part cruiser, part touring bike, the CTX appeals to riders seeking an authentic riding experience, with elevated levels of comfort and technology, compared to what other brands offer.

The CTX sports a unique form—one that won’t be recognizable by most. But it’s that way by design, and despite being listed as a touring bike on American Honda’s website, ‘New-Age Cruiser’ might be a more fitting term considering who Big Red is going after. And with a stretched wheelbase, wide and sweptback handlebar, along with a super low seat height—it plays the part well.

Even with a rather hefty fully-fueled curb weight of 724 pounds, in action the CTX is responsive and highly maneuverable for a motorcycle of its size. Direction changes are made swiftly with a light touch of the bar and it’s very easy to get a feel for its neutral handling manners. The suspension generally delivers a smooth ride but things do get a little springy feeling on rough roads. A passenger and a full load of luggage will likely compound this, however, it’s worth mentioning that the rear shocks do allow the rider to dial-in different preload settings (we rode in the lowest and most comfort-oriented setting) to better accommodate heavier loads.

Through turns the CTX feels glued to the ground though ground clearance is somewhat limited with the rider’s footpegs reaching pavement at even modest lean. Although the CTX’s rear disc brake is hydraulically linked to the twin front binders the front set-up is actuated independently— a nice touch say if you need to scrub off a few MPH mid-corner. Both brakes also feature anti-lock functionality on the up-spec Deluxe model. In a simulated panic stop the ABS proved to be one of the more seamless-feeling set-ups we’ve tested on any motorcycle (high-performance bikes included) and is a welcome feature. We also appreciated the strong yet not overly sensitive feel of the heavy-duty Nissin front calipers.

The CTX features a wide and generously padded seat and there is plenty of room behind the controls even for a taller rider. The rider’s footpegs are positioned at a more traditional street bike-style angle, which is great for city riding, but it would be nice if Honda offered another pair of forward-mounted footpegs so you could stretch your legs during touring-oriented rides on the freeway.

It is obvious Honda spent considerable time fine-tuning the CTX’s user interface and though the instrumentation looks cheesy and overly automotive-based, you can’t argue with how well it functions. Both analog-style speedo and tachometer gauges are positioned high up so your eyes don’t have to leave the road to check on the bike’s vitals. A multi-functional LCD sits between both gauges and displays the remaining fuel capacity of the 5.1-gallon tank, as well as fuel economy, coolant and air temperature, clock, odometer and trip functions. The display also lists the track/artist name of music (Deluxe model) that can be streamed wireless via Bluetooth or via the included USB-style plug under the right-side pseudo fuel tank flip-up pocket (the actual fuel tank is located underneath the rider’s seat). Other goodies for the Deluxe model include self-canceling turn signals and a wheel-speed enabled traction control system that modulates engine torque (via fuel injection cut) when excess rear wheel spin is detected.

We got a chance to feel how the TC reacts on loose gravel and were pleased with the way it gently interrupts power to restore traction in a smoother fashion than other touring-based systems we’ve tried recently.

Equally as impressive as the CTX’s highly-refined chassis is its water-cooled V-Four engine. There’s plenty of power on tap from idle all the way up through its indicated 7000 rpm redline. It’s smooth power too—the kind that you want when passing slower vehicles. In fact, the powerband is so rich in torque that you can pretty much lug the engine in any of its five gears and simply twist the throttle if you want to go faster—it’s that easy.

The CTX’s clutch features hydraulic actuation which nets a light lever pull and highly progressive feel. And paired with the engine’s potent low-end grunt the CTX is an exceptionally easy motorcycle to launch from a standstill. The gearbox performed well, but it would be nice if it had a more secure engagement similar to what Harley-Davidson or Yamaha/Star motorcycles currently offer. Furthermore, we’d love to see the convenience and thrilling acceleration feel of a Dual-Clutch Transmission as well.

The engine is also devoid of any hint of annoying, hand-numbing vibration. We also love its sound with it offering a much more high-tech mechanical melody than the traditional potato-potato boom synonymous of a V-Twin. Throttle response also proved to be spot-on with it offering a connected feel to the engine yet not being overly sensitive

or difficult to master. Another nice touch is that the engine is tuned to run on lower grade 87-octane fuel. Speaking of fuel, we achieved an average of 37.2 mpg during a moderate paced touring-style ride. This should equate to a range of roughly 189 miles.

All in all there isn’t a whole lot to not like about Honda’s CTX1300. Sure, its suspension gets a little bouncy and there aren’t any highway friendly forward foot rests, beside those two gripes it’s hard to find any fault. Surely with its refined riding experience and almost too smooth engine the CTX won’t appeal to more traditional V-Twin riding enthusiasts. However, if you’re seeking a simple, fun and easy-to-ride touring motorcycle, then Big Red has got you covered.

Source Motorcycle USA