Introducing the Honda CTX700 and CTX700N. As we revealed back in February, Honda’s two brand-new motorcycles are aimed to appeal to newer, shorter – and younger – riders. Honda is confident the incorporation of its automatic Dual Clutch Transmission (DCT) and antilock brakes (ABS) along with a manageable 28.3-inch seat height, exceptionally nimble handling and practical performance will appeal to anyone intrigued by motorcycling – and perhaps their parents as well.
The
CTX700N (base MSRP $6999) and CTX700 ($7999) feature 670cc parallel-Twin
engines first introduced on the NC700 series, and they share the same frame as
well. The “N” here stands, presumably, for Naked, as the non-N CTX700 adds an
upper fairing for rider comfort and touring/commuting practicality. Both of
those MSRPs represent standard models with manual transmissions, but for $1000
more you can get Honda’s second-generation Dual-Clutch Transmission and
antilock brakes. You can’t get one without the other, but at a thousand bucks,
the future is a bargain.
Introduced
on the sporty VFR1200, the second-generation DCT has been fine-tuned and dialed
in to achieve shifting perfection. Occasional clunky transferals and
unpredictable gear changes are gone, replaced by smooth functionality and crisp
actuation. In Automatic mode, both up- and downshifts occur at precisely the
right points, whether set at Drive or Sport, providing worry-free clutch-less
shifting. Tickle the paddle shifters with your thumb and forefinger on the left
grip and the CTX changes gears seamlessly, providing extra power or engine
braking when desired.
Both
CTXs straddle the line between Standard and Cruiser without appearing
schizophrenic; it’s a strange and different look, yet somehow it works. With
angular headlights and broad shoulders, they resemble a street standard,
punctuated by short, tight front fenders and long, pointed rear fenders.
But
the round brushed exhaust canister is side-mounted low, a clear cruiser-esque
touch, and forward foot controls and the upright rider position are also
obviously cruiser-inspired.But Honda didn’t look to a throwback, classic V-Twin
cruiser for that inspiration. In the spirit of creating something totally new,
they wanted the CTXs to be fresh, innovative motorcycles, and thanks to that
modern mindset the overall visual effect is rather akin to a slim-cut,
three-piece suit: classic yet contemporary, stylish but not overly bold.
Suspension
is provided by a 41mm fork offering 4.2 inches of travel and the rear
suspension provides 4.3 inches of travel. The braking system is comprised of a
two-piston caliper gripping a 320mm single disc up front and a single-piston
job biting a 240mm disc in the rear. On the road, both CTXs displayed great
all-around suspension on various terrain, and the brakes worked flawlessly with
the DCT to provide a real two-wheel rush in the twisties.
How’s
the power? We dyno tested the NC700X in our recent Middleweight Multi-tool
Shootout and measured a peak power output of 47.7 hp at 6400 rpm, and 42.6
ft-lb. of torque at 4700 rpm. Honda says we should expect similar, if slightly
lower, numbers from the CTX models. Regardless of what the charts say, I’m here
to testify that both bikes have plenty of grunt for whatever an entry-level
rider will ask of them.
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