First ride: 2014 Honda CTX1300

Honda’s CTX1300 is listed as a touring bike on Honda Australia’s website, but surely it's not an ambit ‘claim’. That’s because the machine has such unique style and function compared to a traditional bagger that it can handle a number of multiple roles with aplomb, including commuting, cruising and just a little bit of scratching, all underscored by the magnificent vibration-free 1261cc engine which has now found a new home after the now defunct ST1300.

So when Honda says the all-new CTX1300 is “poised neatly between the laid-back feel of a pure cruiser and the functionality of a touring bike”, this is not hyperbole talking – the company is onto something, as the lockable and removable panniers, five-stage heated grips, self-cancelling indicators, a Bluetooth-enabled twin-speaker stereo system (no radio, though) and switchable traction control are joined by a low seat height (735mm), backswept handlebars and a hefty 1645mm wheelbase – straight from the cruiser handbook.

The CTX1300 has provided Honda’s CTX lineage – which stands for “Comfort, Technology and eXperience” – with an extra later of maturity following on from the launch of the CTX700 range in mid-2013 (review of CTX700N here). With all due respect to Honda, a lot of people probably failed to grasp the initial CTX concept in 700 guise, but there’s no doubt the CTX1300 is helping to crystallise the company’s goal of “bringing an enjoyable, comfortable and secure experience to riders of all sizes and experience levels”.

The V4 engine in the $18,499 (plus on-road costs) CTX1300 is an absolute gem, and the longitudinally mounted 1261cc water-cooled, 90-degree mill produces peak power of 83hp (62kW) at 6000rpm and 106Nm of torque at 4500rpm. There’s also a five-speed transmission and shaft drive, but no dual clutch option like the 700 series.

The V4 has already enjoyed a proud existence in the ST1300 sports tourer, and now with even more low and mid-range torque (revised cam timing and new throttle bodies has done the trick) it pulls hard from 2000rpm until redline (7000rpm) territory. The rev limiter kicks in about 8000rpm – but don’t bother pushing the envelope that far. It’s silky smooth as well – dual counterbalancers are in residence -- and the rich torque is a good match for the wide-ratio gearbox, which for the most part is agreeable even though I did hit a few false neutrals between first and second.

The CTX also gets off the line with some vigour, all beginning with the tactile hydraulic clutch actuation. Throttle response is also crisp without being too sensitive, while the tunes coming out of the chrome exhaust system are quite appealing.

Is the engine too smooth for some cruiser ‘traditionalists’ who prefer the hustle and bustle of a rougher donk? Maybe, but I know which one I’d prefer…

The traction control on the CTX1300 – only available in the ‘Deluxe’ model in some overseas markets -- is modulated by cutting fuel injection when the bike loses grip. I tried it out a few times on loose gravel – the benefits of country living… – and it works wells for what is a fairly straightforward system. The traction control can be switched off, while the anti-lock braking can’t.

Speaking of stoppers, the twin front 310mm discs and three-piston calipers are linked to the rear 316mm disc/three-piston caliper by combined anti-lock braking, which activates the front and rear wheels at the same time by application of the rear brake pedal. It’s quality hardware, and has more than enough muscle to deal with the 338kg (kerb) machine.

That’s a fair bit of carriage, but the CTX1300 dismisses that with the ability to take on corners with unexpected dexterity, manoeuvrability and stability – it feels glued to the ground the whole time.

In fact, it’s all quite easy for the big V4, with the low seat height and low-level 19.5-litre fuel tank (it’s under the seat) undoubtedly helping to keep the weight, err, low. In that sense, it flips the bird at the long wheelbase, modest steering geometry, 200-section Dunlop rear tyre as it hunkers down into turns.

As well as it handles though, the suspension is a little choppy over rough surfaces, delivering quite a sharp jolt through the handlebars and some bounce at the rear end – a lack of rebound seemingly the major issue there. The only suspension adjustment on the machine is preload on the rear, while the limit of ground clearance is reached with the rider’s footpegs.

On smooth tarmac, the CTX1300 delivers a pleasant ride, and my passenger even made the same observation. My sidekick also sang praises for the panniers, which are positioned quite low – about three inches below the seat -- to make it easy for pillions to mount and dismount. Just watch the locking mechanisms on the panniers when you’re opening and closing them – they are a little fiddly, and a few times I hadn’t fully engaged them on second inspection.

That aside, the 35-litre panniers integrate nicely into the CTX’s rear end and hold a reasonable amount of payload – perfect for a weekend away. On the open road, I also benefitted from the taller accessory screen, which retails for $231.13. Other accessories include a fog light, rear carrier, back rest, top box, and chrome galore. There are images of the smaller, standard screen in the attached image suite.

The taller screen is exceptional; the touring edge that I appreciated with my daily commute including about 40km of freeway. And the taller screen is a natural ally for the stereo system, which can be used with Bluetooth or USB-style plug, which is located in a small flip-up storage pocket located on the right-hand side of the cockpit.

Ergonomically, the CTX offers a fairly upright riding style, with legs positioned at a 90-degree angle. There’s also a relaxed reach to the bars, while the seat is not only wide (which it can be with such a low seat height) but also has plenty of padding and lower back support. The seat really is quite a deep well, so you’re certainly locked in for action – but this is not a sportsbike so body language doesn’t have to be paramount.

The cockpit is certainly spacious enough, and the instrumentation definitely follows the same script. There’s plenty there, with the analogue speedo and tacho sandwiching a LCD inset which includes fuel economy, time, average speed, air and engine temperature, a clock, odometer and trip functions.

It’s no surprise to anyone that Honda’s focus had changed in recent years, as it sets out woo new customers with a range of diverse products that we probably would have brushed aside a decade ago. The CTX range is a big part of the new order, and the 1300 version represents another interpretation on the bagger theme – and takes it off remarkably well.

TRANSMISSION
Type: Five speed
Final drive: Shaft
Clutch: Wet multi-plate

DIMENSIONS AND CAPACITIES
Rake: 28.3 degrees
Trail: 118mm
Claimed kerb weight: 338kg
Seat height: 735mm
Ground clearance: 130mm
Wheelbase: 1645mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $18,499
Colour: Metallic black or Candy Red
Test bike supplied by: Honda Australia, www.hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres