All Tests – Test CTX1300: Honda’s new cruiser – CTX 1300: between the CTX700 and the F6B

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CTX1300 test: Honda’s new cruiser

All Tests - Test CTX1300: Honda's new cruiser - CTX 1300: between the CTX700 and the F6B

The Honda regiment is completed this year by a new recruit: the CTX1300. Halfway between a custom and a road, this “ cruiser ” has as weapons an original look, the Pan European V4 and a host of standard equipment. Test !

CTX 1300: between the CTX700 and the F6B

On the small departmental roads of the Var, the CTX700 which accompanies the all new CTX1300 is struggling to keep pace: even stuck in S mode, the small 670 cc twin can not compete against the more muscular revolutions of the 1261 cc V4.

Conversely, if the F6B benefits from a more demonstrative 6-cylinder, it requires its pilot to make greater efforts to register it in the curves. Perfectly stable – almost too much – the Goldwing Bagger is more physical to take in the winding than the CTX1300.

It therefore quickly becomes apparent to Site that to trace in the Nice hinterland, the CTX1300 represents the best compromise between these three motorcycles. But the findings vary depending on the conditions: the CTX700 is more suited to the city and the F6B is better suited to long journeys..

Indeed, the capacity of the suitcases of the CTX1300 leaves a little to be desired with 35 liters each against 51 liters for the F6B: impossible to accommodate a full face helmet, or even a jet … Rather disappointing on the part of a motorcycle that wants to play GT.

Another disappointment about the same suitcases: they are not removable! Of course, we can separate them from the bike – we are also forced to access the preload adjustment of the shock absorbers! -, but this requires taking out the tool kit.

Hiding the view of the beautiful rear rim at five – no, ten! – sticks, the suitcases do not facilitate access to the valve of the rear tire, which the Japanese engineers did not deign to bend or offset … Hence the regret of MNC not being able to monitor the tire pressure directly on the dashboard.

To complete its range of – long – road motorcycles, the CTX1300 would also deserve to be equipped with a speed regulator … as well as a larger tank capacity: 19.5 liters, that’s 5 , 5 lire less than the F6B and 9.5 liters less than the Pan European.

The "drive-very-long-without-stopping" may be frustrated by the range of 330 km announced by Honda (for a consumption of 5.8 l / 100km while respecting the WTMC standards). FYI, the CTX1300 used by MNC during the first half of this test trip posted an average fuel consumption of 6.1 l / 100km.

The protection offered by the CTX1300 is almost non-existent at the level of the pectorals but this absence is deliberate, the look prevailing on this model. The thighs and shins are however well sheltered behind the tank and the cylinder heads while the ankles remain exposed to drafts – warm thanks to the collectors! -, even projections.

Placed far forward, the mirrors do not deflect the air from the hands and are not easy to adjust. But the most annoying remains the fact that the handlebars and the levers occupy a good part of the pilot’s field of (retro) vision, whatever the chosen position..

Concentrated on the rippling asphalt ribbon that runs in front of it, Site has no time to take offense at this little detail and drives at a pace that few owners will adopt during their quieter Sunday walks..

Because it is in this area that the CTX1300 excels: an outing over a day or two, in good weather – the rear tire flap does not drop very low -, the nose to the wind listening to the sound of birdsong. preferred group !

Because thanks to the Bluetooth connection, it is possible to access the songs from your smartphone and switch from one to the other via the commands posted on the tank. We would have preferred not to have to leave the handlebars, but the proximity of the keys – sound on the left, information from the table on the right – is practical.

Perfectly audible up to 90 km / h, the sound is no longer audible on expressways due to the lack of a large windshield. On the motorway, the pilot and his possible passenger – very well received, only a small backrest is missing – will therefore be rocked by the purring of the engine (4000 rpm at 120 km / h) and its whistling sound..

Omnipresent, this whistle is all the more noticeable as the exhausts lack voice. It was while crossing a backfiring Street Bob that Site suddenly realized that the CTX1300 would undoubtedly disappoint music lovers … but seduce bikers who seek to remain discreet !

The behavior of the engine will also divide: on the last report that can be kept even on small roads, the V4 is conciliatory under 2000 rpm, pulls vigorously from 3500 rpm and maintains its stride during the 3500 revolutions following.

Really torquey for some and too linear for others, but all users will agree that it is not by touching the red zone (7000 rpm) that the engine is the most efficient and the most charming: better to stay around from 4,500 rpm, where maximum torque is reached.

We follow the same reasoning about the cycle part, whose suspensions (not adjustable, apart from the preload of the rear springs) quickly show their limits. In town, high speed bumps or potholes must be tackled slowly, otherwise the fork hits a bit too hard, the shock being accentuated by the long handlebars..

On the road this time, we appreciate that the braking on the angle does not stiffen the steering. On the other hand, we regret that when we go around – big – gas, the rear axle starts to gesticulate a little too much, including on a perfectly smooth tarmac. But this Honda was made to roll, not to attack !

In order to maintain a good pace on small departmental roads, it is actually better to "roll up" the turns. Otherwise, the lug fixed under the wide footrests – or the heel of your boot! – calls you to order. The ground clearance is nevertheless satisfactory for this type of motorcycle..

The comfort on board is just as significant. In addition to the natural driving position, we appreciate the standard presence of heated grips whose diameter is comparable to that of standard grips and can be activated via their small button..

The saddle is another reason for satisfaction: low, as we have seen, but also wide and properly padded, it allows you to ride without getting tired. Sign that does not deceive: Site would have gladly continued the test until late in the evening, which would have made it possible to verify the effectiveness of the LED lights…

Before leaving the CTX, MNC tests one last point: the bending. Thanks to the handle hidden under the saddle, the cruiser is not too hard to install on its control unit (standard delivered). Ditto for the lateral, obvious to deploy and that we do not have to go too far forward to retract it.

Priced at 17,699 euros, the CTX1300 costs twice as much as its little sister CTX700 DCT. Too bad the suitcases are not twice as big too! To legitimize its price, the big sister can count on its impeccable finish, the pleasure and strength of its V4, its presence and its "real" sound system. !

The CTX1300 is a convincing alternative for those who salivated on the F6B but did not have the kidneys strong enough to hold the 384 kg of the beast and / or fill the check for 24,199 euros to the order of them! Honda France has planned to sell between 300 and 400 copies of this new CTX1300 this year. Their buyers, who will have read the MNC essay beforehand, will certainly not be disappointed.

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