Honda CTX 700 N in the test

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Honda CTX 700 N in the test
Bilski

Honda CTX 700 N in the test

Honda CTX 700 N in the test

Honda CTX 700 N in the test

Honda CTX 700 N in the test

15th pictures

Honda CTX 700 N in the test
Bilski

1/15
The Honda CTX 700 N is the implementation of a very simple idea to combine the best attributes of cruiser and street motorcycle.

Honda CTX 700 N in the test
Bilski

2/15
The low center of gravity enables surprisingly playful handling. With unusually low steering forces, the CTX can be steered almost telepathically through the thicket of curves.

Honda CTX 700 N in the test
Bilski

3/15
The tank has a total of 12.4 liters.

Honda CTX 700 N in the test
Bilski

4/15
The NCs can do that better: Only summer gloves fit in the storage compartment. The actual fuel tank is far below.

Honda CTX 700 N in the test
Bilski

5/15
Luggage can be lashed with a hook on the pillion seat, as the CTX 700 only has one tiny storage compartment.

Honda CTX 700 N in the test
Bilski

6/15
Kuddelmuddel: Visually tidy looks different, plastic panels and clumsily shaped exhaust manifolds look less valuable. The dominant feature is the engine, which is leaning far forward, and the large bell of the double clutch transmission.

Honda CTX 700 N in the test
Bilski

7/15
Openly visible metal or sparkling chrome are almost in vain. The exception is the fat solo exhaust.

Honda CTX 700 N in the test
Bilski

8/15
At the front there are disc brakes with a diameter of 320 mm.

Honda CTX 700 N in the test
Bilski

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The cockpit only offers the most necessary information, including a gear indicator. Typical Honda LCD tachometer, which is difficult to read.

Honda CTX 700 N in the test
Bilski

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The operation of the light.

Honda CTX 700 N in the test
Bilski

11/15
Family ties: The face inherited the CTX from the sisters. Chic and more recognizable: the indicators light up permanently and broaden the silhouette of the front.

Honda CTX 700 N in the test
Bilski

12/15
Thanks to the modular system, the motor, frame and chassis are closely related to the NC 700 models, only the rear frame is lower in order to enable ergonomics typical of a chopper.

Honda CTX 700 N in the test
Bilski

13/15
Lowrider: Almost lying cylinders allow frame tubes to be drawn down far and thus a delicate 71 centimeter seat height.

Honda CTX 700 N in the test
Bilski

14/15
No other manufacturer offers a really sporty cruiser in the 48 hp class. Especially not with a standard dual clutch transmission.

Honda CTX 700 N in the test
Bilski

15/15
For around 8,000 euros, Honda offers a coherent overall package. She is definitely an easy rider.

motorcycles

Honda CTX 700 N in the test

Honda CTX 700 N in the test
With cruiser attributes and dual clutch transmission

Modular system, the fourth: Honda’s family ties consisting of the NC 700 S and X and Roller Integra are growing. In the form of a cousin who initially only roamed North America. The Honda CTX 700 scores with cruiser attributes and dual clutch transmission.

Johannes Muller, Thomas Schmieder

03/13/2014

Well, after Peter Fonda and the cult road movie by Dennis Hopper it definitely doesn’t look like the new Honda CTX 700 N. Ok, the low line is clearly that of a chopper. And the sweeping rear is vaguely reminiscent of the FX 1200 Super Glide – Harley-Davidson’s first custom bike in 1971. Only on the 2014 Honda the full-surface rear fender is made of disgusting plastic. At the front, the typical NC family face seems more friendly than angry. Openly visible metal or sparkling chrome are almost in vain. The only exceptions are the fat solo exhaust and the telescopic fork. So what is that?

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Honda CTX 700 N in the test

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With cruiser attributes and dual clutch transmission

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Very simple: This is the implementation of a very simple idea to combine the best attributes of cruiser and street motorcycle. “Typically Honda”, the flat machine should meet the driver, not the other way around. Not a bad approach. Following the success of the NC 700 models, which recently enjoyed a refresh with a displacement increase to 750 cm³, the Honda CTX 700 designed for the USA is arriving in Germany one year late. And here it stands alone for the time being: no other manufacturer offers a cruiser with a sporty touch in the 48 hp class. Especially not with a standard dual clutch transmission.

Trust even when standing thanks to the low center of gravity

Thanks to the modular system, the engine, frame and chassis are closely related to the NC 700 models, only the rear frame is lower in order to enable ergonomics typical of a chopper. A seat height of 71 centimeters allows even petite people to have safe contact with the ground. Thanks to its low center of gravity, the Honda CTX 700 N inspires confidence even when stationary. The flat, not too wide handlebars come far towards the driver and, together with the footrests that are far forward, result in a super comfortable, albeit passive, sitting position.

On the show mile, the soft cruiser in “Pearl Fadeless White” is gradually finding admirers: ladies stop shopping while scooter drivers keep their fingers crossed during rush hour. Do the viewers know about the stress-free drive, with which you never have to couple yourself? While Honda’s dual clutch transmission (DCT) costs 1000 euros extra for the NC 700 cousins, the Honda CTX 700 N is only available with the second generation DCT. The driver has the choice between the automatic modes “D” (normal) and “S” (sport) as well as the manual mode, in which you switch with buttons on the left end of the handlebar.

The automated six-speed manual transmission without a clutch lever underlines the user-friendly claim of the white flounder. Playful usability fits the concept like the cucumber slice goes with the cheeseburger. Perfect. Simply set to “D”, turn the throttle and enjoy almost uninterrupted acceleration.

Honda CTX 700 N on markt.motorradonline.de

DCT a source of joy

The switching operations smoothly slide into one another under tension. This even helps with the traffic light sprint, the Honda CTX 700 N moves quickly from the spot. Even when turning maneuvers, the on-board computer engages smoothly enough. When driving, the electronics always switch to the highest possible gear in D mode, which emphasizes the cruiser idea, but is annoying on inclines or with a passenger. Then the twin starves to death in the sixth, struggling unnecessarily. In addition, there are violent load change reactions in the lower speed range. But “Kickdown” by jerking the gas or downshifting manually with your thumb, the twin gets on the jumps. The same is recommended at the entrance to the town in order to generate at least some engine braking torque. The S mode keeps the lower gears longer, downshifts earlier and looks a bit livelier.

But even then, the automatic system sometimes switches in the middle of the curve, forcing a correction. Once you have got used to the peculiarities, such as the parking brake when parking on sloping roads, DCT is a source of joy. The 670 cubic twin of the Honda CTX 700 N was designed from the outset for A2-compatible 48 hp and, with its torque-oriented design, fits perfectly into the “Chopperle””. The Langhuber pulls through quite vigorously from just under 2000 tours. And thunders with a melodious, but rather subtle boom from the fat cannon barrel exhaust.

Beginner-friendly without being boring

Turning out doesn’t do much for the Honda CTX 700 N, especially since the limiter kicks in early at 6750 rpm. Better to shift up a gear. Then the “bottom-center motor” with a 90 degree crank pin offset and 270 degree ignition offset shows off its beefy character. At the top, his propulsion ebbs away early, at top speed 158 it is finally over.

The positive picture continues with driving behavior. 230 kilograms are only five more than an NC 700 S with DCT. And the low center of gravity enables surprisingly playful handling. With unusually low steering forces, the Honda CTX 700 N can be steered almost telepathically through the hustle and bustle of the city and the thicket of bends. This Honda drives light and airy. Thanks to the moderately long wheelbase (1.53 meters), there is also stable, very neutral handling even in deep lean angles. Even if the pegs are already sparkling, the 700 remains stable on the track.

Spring elements and dampers are of simple design (only the spring preload at the rear can be adjusted), but the relatively tight coordination offers decent feedback. Nevertheless, the Honda CTX 700 N is quite comfortable. The 41 mm telescopic fork in particular smooths out unevenness. Only the rear seems underdamped. The 700 series with narrow tires is easy for beginners without ever being boring. The single disc at the front decelerates really strongly, its rear counterpart helps inconspicuously, albeit a bit bluntly. In contrast to the relatives, the CTX has to do without Honda’s composite brake CBS.

Honda CTX 700 N in the test

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3.3 liters consumption on the country road is fine

There is light and shadow in the chapter Suitability for everyday use. The turn signal switch is under the horn button – when turning, you inevitably sound the horn in the getting used to it. Where the NC 700 shines with a huge, helmet-compatible storage compartment under the dummy tank, the Honda CTX 700 N only has a tiny storage compartment. So you just have to lash the luggage with a hook on the pillion seat.

There is joy at the gas station: 3.3 liters of gasoline consumption on the country road are fine. With a tank capacity of 12.4 liters, the range is 375 kilometers suitable for touring. Long, 12,000 maintenance intervals invite frequent drivers. For around 8,000 euros, Honda offers a coherent overall package. Okay, Peter Fonda would hardly ride a Honda CTX 700 N, but she’s still an Easy Rider.

Technical data Honda CTX 700 N


Honda CTX 700 N in the test


Bilski

Lowrider: Almost lying cylinders allow frame tubes to be drawn down far and thus a delicate 71 centimeter seat height.

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, an overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, 12 V / 11 Ah battery, six-speed dual clutch transmission, O-ring chain.
Bore x stroke: 73.0 x 80.0 mm
Displacement: 670 cm³
Compression ratio: 10.7: 1

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 240 mm, single-piston floating caliper, ABS.
Cast aluminum wheels: 3.5 x 17; 4.5 x 17
Tires: 120/70 ZR 17; 160/60 ZR 17
Tires tested: Bridgestone BT023 F / R

mass and weight
Wheelbase 1530 mm, steering head angle 27.4 degrees, caster 114 mm, suspension travel f / r 107/110 mm, seat height 710 mm, weight with a full tank of 230 kg, payload 187 kg, tank capacity. 12.4 liters.
Warranty: two years
Service intervals: every 12,000 km
Colors: white, black
Price: 7990 euros
Additional costs: 265 euros

Readings


Honda CTX 700 N in the test


Bilski

Kuddelmuddel: Visually tidy looks different, plastic panels and clumsily shaped exhaust manifolds look less valuable. The dominant feature is the engine, which is leaning far forward, and the large bell of the double clutch transmission.

Readings

Top speed * 158 km / h
acceleration
0-100 km / h
0-140 km / h		 6.3 sec
15.0 sec
Draft**
60-100 km / h
100-140 km / h		 4.0 sec
8.5 sec
Speedometer deviation
Effective (display 50/100) 		 48/97 km / h

consumption

Country road 3.3 l / 100 km
Theor. Range  375 km
Fuel type great

Offers for the Honda CTX 700 N


Honda CTX 700 N in the test

Used Honda CTX 700 N in Germany

Anyone interested in this unique hybrid should take a look at the used motorcycle market. There are not many Honda CTX 700 N, but maybe the right one is there: Used Honda CTX 700 N in Germany

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