2014 HONDA CTX1300
FIRST RIDE
P40
fuel tank, feels exceptionally ag-
ile at low speed.
That's thanks to the low center
of gravity obtained by a combina-
tion of the fuel load being mostly
positioned under the seat, plus
the narrow-crankcase V-four mo-
tor being low-slung as a stressed
component in the tubular steel
double cradle frame. So you're
rarely aware at low speeds of the
CTX's stretched 1645mm/64.7in
wheelbase, which pays off not
only in terms of extra space for
the excellent passenger accom-
modation, but also at higher
speeds via the bike's good stabil-
ity, without compromising its han-
dling capabilities when you get to
the twisty stuff.
Once there, in spite of its long
stride and conservative steering
geometry, with a 28.1-degree
rake to the non-adjustable 45mm
Showa inverted telescopic fork
giving 4.1 inches of travel, and
4.6 inches of trail, there's more
than enough leverage from the
wide handlebar to help hustle the
Honda through a series of turns
in a way that would befit a sport
tourer.
Doing so will eventually lead
to grounding out the flip-up foot-
pegs, aided by the extra grip avail-
able from the 200/50ZR17 rear
tire that's clearly been chosen as
a muscular design statement tar-
geted at the cruiser crowd - since
you can't exploit the extra lean
angle it offers. Dunlop D423 or
Bridgestone Exedra G853 tires
were fitted to the launch bikes,
the 130/75R18 front giving a little
extra ground clearance.
The twin Showa rear shocks
fitted to the CTX give 4.9 inches
of travel, a little more than up
front, but while ride quality is
okay over minor road rash, you
do get popped upwards in the
seat over more serious imperfec-
tions in the road surface. Seems
as though there's probably not
enough rebound damping. The
shocks are only adjustable for
five-way spring preload, and then
just with a wrench that quite re-
markably isn't provided (you have
to purchase it as an option, and
The CTX1300 has cruising
capabilities, close-to-sportbike
handling and bagger-style
practicality.
