All Tests – Test CTX1300: Honda’s new cruiser – Honda CTX 1300 technical update

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CTX1300 test: Honda’s new cruiser

All Tests - Test CTX1300: Honda's new cruiser - Honda CTX 1300 technical update

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 !

Honda CTX 1300 technical update

Engine

Coming from the Pan European, the 1261 cc 90 ° V-shaped 4-cylinder engine underwent several operations during its transplant in order to increase its performance at low and mid-range: timing of the distribution, intake air vents (butterfly 34 mm against 36 on the GT) and exhaust, in particular, have been revised.

In this new version, the V4 develops a maximum torque of 106 Nm from 4,500 rpm. Considered by Honda as "anecdotal on a machine of this category", the maximum power is reduced to 62 kW (84 hp).

We note that the idle, manually adjustable on the road, is managed automatically on the new "Cruiser Touring" by the IACV system (idle air control valve).

Honda claims to have optimized the sound and character "for the benefit of driving sensations by adopting a type 4 exhaust into 2 into 2". In fact, the song of the V4 remains particularly discreet, just like the vibrations – both bad and good -, always filtered by a pair of secondary balances.

"The connecting rod is one millimeter shorter than the "ST1300" version of the engine", specifies the press manager of Honda France,"for a lower compression ratio which goes from 10.8 to 1 to 10.0 to 1 on the CTX, therefore compatible with the RON90 index". A catalytic catalyst with oxygen sensor ensures the reduction of exhaust emissions …." naturally ".

The response to throttle opening has also been adjusted to provide both linear and exciting acceleration. The staging of the box is "rather longHonda announces. FYI, Site observed that in fifth and final gear, the CTX 1300 was gaining 30 km / h at 1000 revolutions.

Much more visible than on the Pan European, the engine receives "a specific mat black finish and some of its pipes are masked by housings", underlines Honda France press manager Bruno Skotnicki.

Installed in a longitudinal position – what else? -, the V4 also remains faithful to its main characteristics: 78 mm bore and 66 mm stroke, two 8-valve cylinder heads, power supply by PGM-FI electronic injection, liquid cooling, hydraulically controlled clutch and final drive shaft.

Part-cycle

The frame is a brand new double tubular steel cradle shaped to accommodate the tank under the rider’s seat and not above the airbox. Despite this original configuration, the saddle is only 735 mm from the ground, 55 mm lower than on the "ST".

The capacity of the tank reaches 19.5 liters – against 29 on the Pan European – and allows, according to Japanese engineers, to travel "approx. 330 km between refueling (WMTC consumption: 5.8 l / 100 km)".

The geometry of the CTX1300 is typed "Custom": caster angle of 28.3 °, drag of 118 mm and wheelbase of 1645 mm. The weight of the motorcycle (all full) is 338 kg, distributed 48% on the front and 52% on the rear.

To limit the weight precisely, the inverted 43 mm fork (not adjustable) is hydraulically braked only via the right tube, the left tube containing only a single spring. At the rear, the 690 mm swingarm works with two combined shock absorbers, adjustable in preload.

In foundry aluminum, the rims of 3.5 x 18 at the front and 6.25 x 17 at the rear receive gums of 130/70 and 200/50: "the same dimensions as on the future F6C", explains Bruno Skotnicki. Two tire models are fitted as standard on the CTX1300: Dunlop D423 or Bridgestone G853 (AV) and G852 (AR).

Braking is provided at the front by two 310 mm discs with 3-piston calipers and at the rear by a single 316 mm disc and 3-piston caliper as well. They are assisted by the Honda CBS-ABS system which couples the rear brake to the front brake.

"The right lever operates all the pistons of the right caliper and the outer two of the left caliper", the Honda France press manager reminds us,"while the pedal activates the three pistons of the rear caliper and the center of the front left caliper".

Standard equipment

The CTX1300 inaugurates a new type of petal key, shorter and more solid than other Honda models, which still incorporates the HISS (Honda Ignition Security System) chip. The key controls the closing of the two suitcases, or even the top case (optional).

The two cases are perfectly integrated into the motorcycle. Too bad, however, that their volumes of 35 liters do not accommodate a helmet. Fixed by screws, they are "removable" but not "detachable". Shade !

An audio-stereo system (but not radio!) Is also part of the original equipment. Its controls are on the tank cover and allow you to associate an MP3 player or a smartphone via Bluetooth, or via the USB cable housed in the right storage compartment (deeper than the left).

A new automatic turn signal cancellation system has appeared on the CTX1300, which will be used on the future VFR800. Unlike the mechanical one mounted in the steering column of the Goldwing, that of the CTX is electronic !

"When the pilot activates the turn signals, an electrical signal is sent to the flasher unit, describes Honda to us. "When cornering, the flasher unit receives signals from the front and rear wheel speed sensors".

It was by measuring and analyzing the speed differences between the two wheels that the control unit decided on its own to stop the flashing. "If the vehicle slows down strongly or stops, the automatic cancellation system is deactivated.", specifies Honda.

In the event of a simple lane change, the speed differences are less, so that the control unit switches off the indicators after 120 m in town – at a speed below 50 km / h – or after 7 seconds if the motorcycle is moving faster.

Finally, the CTX1300 has the TCS (Traction Control System) on board. "If the data analysis (wheel speeds and gas position among others, Editor’s note) shows the beginnings of loss of grip, the TCS intervenes to temporarily reduce the engine power and guarantee reassuring control of traction".

Without wrinkle-by-wire, the TCS cannot act on the throttle opening – controlled by the throttle via a cable – but reduces the volume of fuel injected into the combustion chambers.

A contactor can be used to deactivate this assistance … but what for? Even Honda France is dry on this question…

Finally, the heated grips with five adjustment levels are also standard on the CTX1300. With a diameter comparable to that of standard handles, they are adjusted via their button on the left stalk. The selected setting is read on the same button – it flashes! – or directly on the dashboard, which is much more practical.

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