Honda CTX 700D / DCT


Make Model

Honda CTX 700D / DCT




Four stroke , Parallel twin, SOHC, 4 valves per cylinder


670 cc / 40.8 cu-in
Bore x Stroke 73 × 80 mm
Cooling System Liquid-cooled
Compression Ratio 10.7:1


PGM-FI electronic fuel injection


Computer-controlled digital transistorised with electronic advance 
Starting Electric

Max Power

38.1 kW / 51.1 hp @ 6250 rpm

Max Torque

62 Nm / 46 lb-ft @ 4750 rpm
Clutch Wet Multiplate


Automatic six speed with two modes and a manual mode
Final Drive Chain
Frame Rigid tube steel diamond

Front Suspension

41 mm telescopic forks,
Front Wheel Travel 120 mm  /  4.3 in

Rear Suspension

Single monoshock damper,
Rear Wheel Travel 120 mm / 4.3 in

Front Brakes

Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads

Rear Brakes

Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads

Front Tyre


Rear Tyre

Rake  27˚
Trail 110 mm / 4.4 in

Length 2195 mm / 86.4 in

Width 790 mm / 31.1 in

Height 1440 mm / 56.6 in

Wheelbase 1525 mm / 60.2 in
Seat Height 718.8 mm / 28.3 in

Wet Weight

234 kg / 516 lbs

Fuel Capacity

12 Litres / 3.17 gal

Wouldn’t it be nice if we all had eight or nine new motorcycles in our garages, so we could pick the perfect machine for our next ride? But unless you’re a rock star, who’s living that life? The rest of us want our bikes to offer a wide range of ability, to be as much fun on a leisurely boulevard cruise as on a weekend-long trip. That versatility is what Honda does best, and there’s no better example of that than the CTX700. Equipped with a full fairing, it provides superior comfort and weather protection when you’re spending a long day in the saddle. The laid-back riding position, including the forward-set hand controls and footpegs, help make it comfortable for relaxed street rides. And a full range of Honda Genuine Accessories lets you set it up with saddlebags, backrests and just about any other touring- or comfort-related feature you could ever want. Best of all, you can get the CTX700 in two versions: one with our conventional six-speed manual transmission and one equipped with our exclusive automatic transmission, the revolutionary Honda Dual Clutch Transmission (DCT).

Options & Pricing

As if the CTX700 weren’t innovative enough, we’re offering two versions: one with a conventional six-speed transmission and a second with our exclusive automatic transmission, Honda’s Dual-Clutch Transmission (DCT).


•670cc Parallel-twin engine
•Integrated storage area
•Low seat height
•Full Fairing

Incredible Technology, Incredible Value

The CTX700 offers an automatic transmission and ABS version. With the DCT automatic transmission, you can shift with the push of a handlebar-mounted button, or select the automatic mode and the bike will shift itself. Plus, you get Anti-Lock Brakes for improved stopping in less than ideal conditions.


Comfortable Cruising.

With its relaxed riding position, the CTX700 allows you to settle down into the bike a bit more, and get to stretch out more, too. The up-front pegs and low seat make it easy to put your feet down at stoplights, too.

Your Power Partner.

The CTX700’s 670cc liquid-cooled parallel-twin engine produces tons of torque and enough power for easy two-up touring. Honda twins are famous for their wide powerbands and fuel efficiency, and this engine is one of our best.

Convenient Storage.

We want the CTX700 to be a bike you’ll want to ride every day, not just on weekends. That’s why we went out of our way to design in user-friendly features like the integrated storage—perfect for items you need to access fast.

Full-Fairing Comfort.

With its full-coverage fairing and windscreen, the CTX700 lets you enjoy long trips in comfort. But that fairing is a great choice for commuters on chilly mornings too—this is a bike that can really do it all.

The Features, Quality and Valve Only a Honda Can Offer.

Our CTX series—with bikes like the CTX700—are a perfect example of Honda innovating and moving forward when everyone else is standing still. These superior machines offer the technology and features that modern riders want and need, and do it all at a price nobody can match. Add that to Honda’s reputation for quality and durability, and the CTX700 is a machine you can count on for thousands of fun, trouble-free miles.

Cast Aluminum 17-inch Wheels


The 17-inch wheels give you a wide choice of premium tires to choose from, and really help the CTX700 handle like a pro on the street. The cast wheels are light and strong, too.
Front- and Rear-Disc Brakes with Available ABS

Single front- and rear-disc brakes give the CTX700 great stopping power. The ABS option incorporates anti-lock brakes (ABS) for the best possible stopping power, especially under challenging conditions.
41mm Fork

With 4.2 inches of travel, the CTX700 soaks up the bumps and jolts in rough pavement, but also provides excellent handling and superior feedback through the handlebar.
Full-Coverage Fairing

With its full-coverage fairing and windscreen, the CTX700 really adds to your comfort on long trips. The fairing also allows you to add accessory speakers so you can take your tunes with you.
LCD Instrument Panel

Full digital LCD instrumentation includes digital speedometer, digital bar-type tachometer, clock, low-fuel gauge and two tripmeters. The instruments are light, compact and easy to read, too.
Integrated Storage Compartment

The CTX700 offers a convenient utility compartment that’s in the fuel-tank area, making it easy to reach. It’s big enough to hold small items, and is a perfect example of how this bike fits into your life seamlessly.
Electronic Fuel Injection

Honda’s Electronic Fuel Injection means easy startups on cold mornings and flawless running even at high elevations.

With its cylinders tipped 62 degrees forward for better weight distribution, the CTX700’s engine is a big step forward in modern powerplant design. The two-cylinder format produces tons of low- and mid-range torque, and the 270-degree-phase crank and uniaxial primary balancer make it smooth, too.
Steel Truss Frame

Light, strong and with just the right amount of stiffness, the CTX700’s truss chassis is the foundation for impeccable handling.
Optional Automatic Transmission

Shift with the push of a handlebar-mounted button, or select the CTX700’s automatic mode and the bike will shift itself. Honda’s Dual-Clutch Automatic Transmission (DCT) has been a huge hit, and once you ride a CTX700 with DCT, you’ll see why.
Low Center of Gravity

The CTX700's low center of gravity makes for a more confidence inspiring, all-around riding experience.
Pro-Link Rear Suspension

Offering 4.3 inches of rear-wheel travel and teamed with a Honda Multi-Action System (HMAS) rear shock, the CTX700 eats up rough pavement while giving you a smoother ride.
Relaxed Rider Position

The CTX700 was designed for a comfortable, confidence-inspiring ride. The rider triangle was designed to provide a relaxed riding position for most riders, so you won't feel cramped up after just a few miles down the road.
Low Seat Height

With a seat height of just 28.3 inches, the CTX700 is confidence-inspiring and comfortable. Combine that with the forward-set controls, and it’s easy to flat-foot it at stoplights or in parking lots.
Front and Rear Disc Brakes with Available ABS

Single front- and rear disc brakes give the CTX700 great stopping power. The ABS option incorporates anti-lock brakes for the best possible stopping power, especially under challenging conditions.




There’s nothing wrong with being sensible and practical, is there? That might have once described unattractive and prudent shoes, but don’t let that dissuade you from checking out the 2015 Honda CTX700 DCT ABS. This is one well thought out bike that is immensely practical and functional, while also being an easy, fun ride.

Cruiser by nature, but with modern lines and a clean look, the CTX700 DCT ABS uses technology to provide plenty of options for different conditions, mood, and riding style. This is, perhaps, the CTX’s most appealing trait – multi-functionality that can be changed as often as you like with the push of a button.

Powered by a 670cc parallel twin, the mid-sized CTX700 DCT ABS is a cool 516 pounds at the curb, which might sound intimidating–except that it’s not. The cylinders are tilted forward 62 degrees to lower the center of gravity, and with a decently low 28.3-inch seat, many riders will be flat-footed at stops. With abundant torque at low rpm thanks to an undersquare motor, getting underway and maneuvering, even at very low speeds, couldn’t be easier.

The DCT ABS in the CTX700’s name denotes the second-gen automatic Dual Clutch Transmission (and ABS package) that gives the rider a choice between a fully automatic transmission, a paddle-shifting override option for finessing the automatic transmission at will, or complete manual shifting if you choose to turn off the ‘auto’ mode altogether. There is no manual clutch. My four-wheel transportation is a 6-speed manual – i.e. I like shifting – so I was surprised to find that of the three options, I used the manual mode the least.

efault mode on the CTX700 DCT ABS is semi-automatic upon start-up, but you can flip a switch on the right handlebar to set the bike in the fully manual mode before you set off. Otherwise, you’ll be choosing between two semi-automatic modes, Drive and Sport.

Drive is perfectly suitable for most situations with a relaxed, but responsive power delivery aimed at everyday casual riding around town. Good acceleration can still be had in this mode, but you have to give the throttle a healthy twist. In Sport, the engine revs higher before shifting, so everything happens quicker and with just a small twist of the wrist. You can flip between D and S with a push of the right handlebar-mounted toggle switch.

The CTX700 DCT ABS makes a terrific commuter bike. While one might expect that slow moving traffic would be the perfect scenario for the fully automatic mode, but this is where I used the thumb/finger paddle shifters on the left grip the most. The automatic transmission tends to shift the CTX into a higher gear sooner than I would choose in the Drive mode as this optimizes fuel efficiency, but this means I have to brake more often in the constantly changing traffic.

I don’t like the momentary free-floating feeling as the transmission regroups and downshifts, but I found paddle shifting in the semi automatic mode was the perfect alternative. Manually overriding the auto transmission to downshift instead of braking, then letting the auto transmission kick back in, allows me to smoothly slide through traffic make time splitting lanes in my usual manner.

When the congestion loosens up, I let the automatic transmission have free rein, enjoying the ease of riding without minding the gears. The CTX’s relaxed ergonomics make it a perfect companion for longer rides; the forward-mounted pegs give your legs room to stretch, the wide saddle has plenty of wiggle room, and the bulk of the windblast is directed over and around you by the discreet windscreen and fairing without blocking your view. The CTX feels quite solid and stable at freeway speeds thanks to a 60-inch wheelbase.

The feet-forward cruiser position is comfortable, but over rough road you will be bounced around a bit. That is to be expected to some degree, because your weight is not over your feet; it is a bit insecure-feeling when moving along briskly through winding hills, transitioning through rough corners. The Bridgestone Battlax tires are more than up to the job of providing high-quality traction for the CTX700.

When the pavement is pristine, though, the CTX is a dream, surprisingly nimble and as easy to control as I imagine steering a powerboat might be. The low-carried weight surely helps counteract the lengthy cruiser profile, and there’s plenty of cornering clearance.

You can enjoy the sporty side of the CTX thanks to confidence-inspiring brakes. There’s just a single 320mm disc up front, but it has an initial soft touch and linear response. No one is going to get in trouble with a clumsy grab, but a good firm squeeze delivers enough deceleration to slow you down.


The rear brake pedal is perfectly positioned under your right toes and delivers useful power from the 240mm rotor. As added security, ABS is there to back you up.

There’s a small storage compartment on top of the 3.3-gallon gas tank, which puts the fuel weight a bit lower in the chassis. There’s room enough for wallet, keys, gloves, but you won’t be stashing your Arai like you can on the NC700X.

While there’s no built-in cool vibe or old-school charm to the 2015 Honda CTX700 DCT ABS, it is a neutral slate from which you are encouraged to customize it to your needs. Billet accents, saddlebags, heated grips, and a full windscreen are some of the available options from the Honda Genuine Accessories catalog.

Delivering a claimed 60+ mpg on a welcoming platform, Honda’s 2015 CTX700 DCT ABS is a terrific ride if you’re not trying to impress anybody but yourself. There is a stripped version without DCT and ABS, but the low-revving motor makes more sense with an automatic transmission. Spend the extra $600.

This sporty cruiser is a great choice for newer or returning riders and is unexpectedly fun and capable, and it’s a Honda so reliability is there and maintenance is low. You can’t go wrong.