RIDING IMPRESSION
P86
2014 HONDA CTX700/CTX700N
ever ridden. And the first things
I noticed were its low seat height
and low center of gravity; it's
seemingly centered right at the
footpegs. Sitting at a standstill,
it takes quite a bit of tipping over
before you feel as though you're
getting close to the point of no
return.
The CTX is extremely comfortable, with the footpegs mounted
just a tad more forward than usual, putting you in a very relaxed,
semi-stretched out position.
The CTX700's 670cc paralleltwin motor makes good, useable
power. It's extremely smooth and
controllable, yet produces just
enough beans at higher rpm to
keep the more experienced rider
happy.
But shifting, or the lack of
shifting, is what really defines the
DCT CTX700s. I was extremely
impressed how seamless the
DCT-fitted CTX changes gears
on its own. It does so flawlessly. You hear each gear-change
more than you feel them. It's that
smooth - yet you really don't get
that scooter-like feel, either. It still
feels like a traditional motorcycle,
but without the manual shifting.
Grab a handful of throttle at a
standstill and the bike launches
smoothly then starts accelerating
with some vigor once you get a
few feet down the road. Shifting
The "N," or naked, version of the
entry-level CTX700 hardly looks
entry-level at all.
points match the engine so well
that you don't even feel tempted
to reach for the clutch lever that's
not there. As an experienced
rider, I really didn't miss not having to do the shifting myself. Not
one bit. In fact, I actually enjoyed
it, just like I did when I rode Honda's first-generation DCT Interceptor. I admit, however, that I
haven't lived with an "automatic"
bike for any length of time yet,
and I could've been just excited
to be riding something a little different. Maybe I wouldn't feel so
