VOL. 51 ISSUE 13 APRIL 1, 2014 P37
new-generation 1237cc 76-de-
gree V-four motor, but by a heav-
ily revamped version of the longi-
tudinally mounted liquid-cooled
DOHC 16-valve 1261cc 90-de-
gree V-four engine measuring
78 x 65mm that was introduced
back in 2002 in the ST1300 sport
tourer, that's albeit now discon-
tinued in many markets.
In that model, the V-four deliv-
ered 115 hp/87kW at 8000 rpm,
with 117Nm/86 lb-ft of torque
peaking at 6500 rpm, whereas
now in CTX guise it produces a
claimed 83 hp/62kW at 6000
rpm, and 106 Nm//78ft-lb at
4500 rpm.
That's a hefty 40 percent less
power and 16 percent less peak
torque than before, achieved
via new camshafts and valves,
altered valve timing, a slightly
lower 10:1 compression ratio that
allows the use of regular-grade
fuel, and a remapped PGM-F1
fuel-injection system featur-
ing 34mm throttle bodies, 2mm
smaller than before to help cre-
ate an enhanced bottom-end
response and greater midrange
torque in this CTX version of the
motor. This is delivered via the
same internal ratios for the five-
speed shaft-drive transmission,
but with shorter overall gearing
for improved thrust.
This is the exact same strategy
that Honda adopted in retuning
the VFR1200F sports tourer's
172bhp 76-degree V-four engine
to deliver 129 hp in VFR1200X
Crosstourer mode, but the
CTX1300's apparent deficiency
in performance numbers com-
pared to the ST1300 probably
explains why Honda was so re-
luctant to quote specific engine
output data at its press launch for
the bike in Southern California,
featuring a full day's ride along a
180-mile route encompassing a
wide variety of roads inland from
San Diego.
Yet less can also be more, and
anyone considering buying a bike
like this won't be as interested in
comparing horsepower figures
as much as obtaining a hands-on
assessment of how this perfor-
mance is produced. And that's as
it should be, because what mat-
ters especially is the character of
the torque delivery, and on the
CTX this is practically syrupy. It's
so accessible and smoothly pro-
vided, with more than adequate
muscle when you really need it.
Slide aboard the CTX's well-
shaped 28.9 inch high seat,
that's sufficiently plushly padded
to give no aches after a day-long
ride (with an effective backpad
for good support) and you'll find
a very rational riding stance that
has the footpegs (not footboards)
positioned slightly further forward
than on a sport tourer, but not so
far as on a cruiser.
This happy medium delivers
ideal ergonomics for the long
haul, with your knees at a 90-de-
gree bend and arms comfortably
extended to meet the pulled-back
handlebar's grips, with a six-way
adjustable brake lever, but not
one for the hydraulically-oper-
ated clutch. This doesn't matter
because the clutch action is light
and progressive, making feet-
up U-turns easy work on a bike
which in spite of its fairly hefty
738.5 pounds (wet) curb weight,
split 48/52 percent front to rear
with oil, water and full 5.1-gallon
The V-four-powered CTX1300 is
really four bikes in one.
