Review of the Honda CTX700 / CTX700N motorcycle

Model series Honda CTX700

appeared on the market on July 11, 2013, introducing the
Honda CTX700N
- a road motorcycle with the features and ergonomics of a cruiser.
On August 6 of the same year, the line was replenished with a touring version of the Honda CTX700
, featuring plastic wind protection. The new model series CTX stood for Comfort, Technology, eXperience.

The base and configuration of the Honda NC700 was taken as the basis for the Honda CTX700. Thus, for the regular versions of the CTX700, models were offered with combined ABS (C-ABS), as well as with an automatic transmission (DCT - dual clutch transmission). In general, the CTX700 series is budget and has nothing in common, except the name of the series, with the Honda CTX1300 model.

The Honda CTX700 engine is an in-line 2-cylinder liquid-cooled unit with a displacement of 669 cm³ and produces 48 hp. power and 60 Nm of torque. The engine is a redesigned version of the Honda Jazz car engine with a 270° crankshaft.

Other features of the Honda CTX700 include a steel frame, simple suspension in the form of a conventional telescopic fork and a progressive rear monoshock absorber, a 12-liter fuel tank, a 6-speed gearbox and a curb weight of 219 kg.

The CTX700 series models were available primarily in the Japanese, North American and Australian markets. At the same time, the model is practically not represented on the European market.

The Honda CTX700 model was produced until 2022 inclusive, after which it was discontinued. As of late 2022, the 2022 model is available in the US market.

The main competitors of the Honda CTX700 in the class:

• Kawasaki Vulcan S

Brief history of the model

• 2013 (2014) - start of production and sales. This year's models are the same as 2014 models.

Model

: Honda CTX700 + ABS, CTX700D (DCT - dual clutch transmission);
Honda CTX700N + ABS, CTX700ND (DCT) (Japan, North America, Australia, Europe). Factory designation
: CTX700E, CTX700AE, CTX700DE; CTX700NE, CTX700NAE, CTX700NDE.

• 2015 - no significant changes.

Model

: Honda CTX700 + ABS, CTX700D (DCT);
Honda CTX700N + ABS, CTX700ND (DCT) (Japan, North America, Australia, Europe). Factory designation
: CTX700F, CTX700AF, CTX700DF; CTX700NF, CTX700NAF, CTX700NDF.

• 2016 - no significant changes.

Model

: Honda CTX700 + ABS, CTX700D (DCT);
Honda CTX700N + ABS, CTX700ND (DCT) (Japan, North America, Australia, Europe). Factory designation
: CTX700G, CTX700AG, CTX700DG; CTX700NG, CTX700NAG, CTX700NDG.

• 2017 - this year only the touring version with automatic transmission and the regular version with ABS are available.

Model

: Honda CTX700 ABS, Honda CTX700D (DCT) (Japan, North America, Australia, Europe).
Factory designation
: CTX700AH, CTX700DH.

• 2018 is the last year of production.

Model

: Honda CTX700D (DCT);
Honda CTX700N (DCT) (North America). Factory designation
: CTX700DJ; CTX700NDJ.

It couldn't be easier anymore

The motorcycle inspires confidence from the first contact. The 71 cm height of the sofa allows even very short bikers to have a secure contact with the ground, and when you sit at the control panel you will feel even more confident. The position behind the not-too-wide, flat steering wheel with far-placed footpegs is comfortable and barely improves for spirited driving. So full of relaxation. This assumption is emphasized by the DCT automatic transmission. Don't forget that the CTX can only be purchased with an automatic, especially the second generation.

This means that gear changes are smoother and the gears are better coordinated. You still have a choice between automatic modes - D (normal) and S (sport) and a manual mode in which you change gears using buttons on the left side of the steering wheel. You don't have to worry: you shoot, select D mode, you unscrew and go. It probably couldn't be simpler.

There is a choice between automatic modes - D (normal) and S (sport) and manual mode

CTX immediately goes spontaneously. Even when turning, the computer gently activates the clutch. Unfortunately, mode D is still not fixed as “D”, that is, it requires elaboration. The electronics set the maximum possible gear, which is really economical, but can be annoying at higher elevations or when driving with a passenger. Then the engine and crew of the equipment get tired. Added to this are jerks when the load changes in the lowest speed range. You have two options: either turn off the gas abruptly or reduce it manually.

It is not beneficial to spin high, just like when braking with an engine. If you want to use the motor's braking torque, you must reduce it manually. S mode allows you to drive longer in lower gears, pre-reduces and tries to generate more power from the drive unit. But he's not perfect either: he sometimes switches gears while winning, forcing him to correct course. But once you get used to it, you'll love the DCT - especially in the city. For example, you'll love that you don't have to swing your foot and keep squeezing the clutch lever.

The low center of gravity, good stability and the ability to do quite challenging work for such a low machine make for a lot of driving pleasure

The CTX isn't bothered by its surprisingly low output of 48 hp. – although the engine may become slightly taller. Don't be surprised if you turn off the ignition when overtaking. For consolation: this only applies to manual mode. The engine does not pull up to 7000 rpm. The 670cc Twin delivered more torque from the start. From just 2000 rpm, the long stroke oven delivers a decent hit. Dudney, while deaf, makes few interesting sounds from the exhaust. It's not beneficial to spin it high, because in the upper range of rotation it gets short of breath, and at a top speed of 158 km/h there is an irrevocable end to the song.

Extraprotein comforts you. Honda balances these shortcomings with great comfort: although the CTX weighs 230 kg, the city operates almost telepathically. The low center of gravity, good stability and the ability to do some pretty challenging work for such a low car will make it a lot of fun to drive, especially since you won't have to put much effort into torqueing.

Specifications

Technical characteristics of Honda CTX700:

Chassis and brakes

The frame of this bike is made of steel. The exterior looks stylish, including thanks to the elegant shape of the steering wheel and alloy wheels. The CTX 700 looks at least modern, and some would even say that this motorcycle has a futuristic look.

At the rear, the suspension is a monoshock, and at the front there is a 41 mm telescopic fork. A completely justified solution for such a machine. The CTX 700 brakes at the rear with a 240 mm disc and two-piston caliper, and at the front with combination brakes including a 320 mm disc and two-piston caliper. Possibly ABS.

Reviews

Reviews about Honda CTX700:

Expand Collapse

I myself have been riding this one since May 1st. Without fairing, white. I took it for 420. I have already passed TO1000. It drives well, I constantly restrain myself so as not to go beyond 80 km/h. From 2000 rpm it pulls perfectly. The seating position is very comfortable, feet first, but you can’t stand up on speed bumps. It is very easy to control and takes turns well. But I’ll make a reservation right away: this bike is not for racing, but for a measured ride. By the way, I don’t see any problems in the row spacing either: 85 cm in width along the handles is normal for me. I also drove with the second number - no problems either.

I took one for myself on the automatic with fairings! I can’t say anything bad yet! Handling is excellent! For me personally, the fit is comfortable, comfortable! But it’s still not possible to install panniers, a wind deflector, a trunk and arches (the sales guys say the model is new; nothing has been attached to it yet). I ordered everything I need, now I'm waiting! By next season I will be fully equipped!

For whom

Here's what's good about this car:

• comfortable fit;
• high-quality wind protection;
• good dynamic characteristics.

This model is suitable for connoisseurs of small motorcycles, suitable for leisurely riding both on city streets and on highways outside urban areas where the wind picks up. However, this bike is not the best option for traveling.

HONDA CTX 700N

The model with the N index is the closest relative of the CTX700A cruiser. The differences between them are minimal. The CTX700N lacks a windshield< and front fairing. This, again formally, allows us to classify it as a naked city motorcycle. But the riding position on both models is exactly the same, and the rear of these motorcycles (from the engine on down) is completely identical.

Nevertheless, the CTX700N has an important advantage - it is 20,000 rubles. cheaper than its brother.

The filler neck of the gas tank is hidden under a decorative plastic cap. There is also a small sealed compartment for small items such as a wallet or phone.

Who's against it?

In our market, which is flooded with old “square” sportbikes, it is even more difficult to find a universal motorcycle. It seemed that the M1NSK Goose fits the concept of a universal bike well: 400 cc, lightweight, but with enough engine for the track. Not a bad option, but also economical. But it costs $3,000 new, and how it will fare with spare parts is a big question. And this is one cylinder, not two. Usually these motorcycles have strong vibrations, which become annoying on a long journey.

Aprilia Pegaso and BMW F650GS are two related motorcycles. And there is an even more recent F800GS. Moreover, BMW is popularly called a “goose”, or more precisely a “caterpillar”, which is where the name M1NSK comes from. Our marketers. But the former consume about 6 liters per “hundred”, which is not particularly economical. In addition, there are some nuances with the Rotax engine, such as the overrunning clutch, which periodically requires replacement. And again, this is one cylinder - there are more vibrations. The more recent twin-cylinder F800GS? A good option. But in the used market it is more expensive than the Honda NC700X.