Honda CTX1300 [2014-2019]: A V4 Cruiser That Defies Expectations

Introduction

When Honda introduced the CTX1300 in 2014, it wasn’t just launching another cruiser – it was making a statement. This 1,261cc V4-powered machine straddled the line between touring comfort and cruiser swagger, offering a unique proposition for riders who wanted long-haul capability without sacrificing urban maneuverability. After spending a week with a 2017 CTX1300 Deluxe, I’ve come to appreciate its underdog status in the motorcycle world – a bike that’s far more compelling in the saddle than on paper.

The Heart of the Beast: That Unique V4 Engine

At the core of the CTX1300 lies Honda’s legendary 76-degree V4, a 1,261cc powerplant producing 83.1 HP at 6,000 RPM and 106 Nm (78.2 lb-ft) of torque at 4,500 RPM. These numbers might seem modest compared to modern liter-class bikes, but the delivery is where the magic happens.

The 1,261cc V4 engine remains remarkably smooth even at highway speeds

The moment you twist the throttle, you’re greeted with a turbine-like surge rather than a neck-snapping jerk. Power builds linearly from 2,500 RPM, hitting its sweet spot between 3,500-5,500 RPM – exactly where you need it for overtaking or climbing mountain passes. What surprised me most was the engine’s thermal management. Even in stop-and-go traffic, the liquid cooling system (with its distinctive side-mounted radiators) kept temperatures in check without roasting the rider’s legs.

The shaft final drive deserves special mention. While some riders complain about shaft-driven bikes feeling “muted,” the CTX’s system is exceptionally well-tuned. There’s none of the drivetrain lash that plagues some cruisers, just immediate response when you roll on the power. Honda’s PGM-FI fuel injection with 36mm throttle bodies ensures crisp throttle response, though purists might miss the aural drama of a V-twin – the CTX’s exhaust note is more symphonic hum than roaring thunder.

Chassis Dynamics: Heavyweight Ballet Dancer

Let’s address the elephant in the room first – at 338 kg (745 lbs) wet weight, the CTX1300 isn’t a lightweight. Yet Honda’s engineers worked some black magic with the chassis. The double cradle split down-tube frame combines with a 28.5-degree rake and 114mm trail to create surprisingly agile handling.

The CTX’s chassis geometry hides its weight remarkably well

During my test ride through twisty backroads, the CTX changed direction with a level of agility that defies its cruiser classification. The 130/70-R18 front and 200/50-R17 rear tire combo provides ample grip, while the inverted 45mm fork and twin rear shocks (with 107mm/4.2” and 110mm/4.3” travel respectively) soaked up everything from expansion joints to gravel-strewn corners. Ground clearance is limited to 130mm (5.1”) – typical for the class – but the floorboards give plenty of warning before hard parts touch down.

Where the CTX truly shines is highway stability. The 1,645mm (64.8”) wheelbase and 315mm rear disc (with ABS on Deluxe models) make for rock-solid tracking at 120 km/h (75 mph), even in crosswinds. The electric windscreen (Deluxe trim) provides just enough protection without creating turbulent buffeting – a Goldilocks solution for riders between 170-185cm (5’7”-6’1”).

Living With the CTX: Touring Credentials

Honda positioned the CTX1300 as a “sport cruiser,” but its touring capabilities are where it truly excels:

• Ergonomics: The 720-735mm (28.3-28.9”) seat height accommodates riders of all sizes, though the forward-set floorboards might feel cramped for those over 183cm (6’).
• Storage: Standard hard saddlebags provide 35L total capacity – enough for a weekend trip. Aftermarket top cases are widely available.
• Fuel Efficiency: Averaging 4.84 L/100km (48.6 mpg), the 19.5L (5.15 gal) tank delivers 400km (250 mi) between fill-ups.
• Tech Features (Deluxe): Bluetooth audio, self-canceling turn signals, and ABS elevate the CTX above base-model cruisers.

The Deluxe model’s blacked-out styling adds premium appeal

One quirk: the analog speedometer flanked by LCD panels feels dated compared to modern TFT displays. However, the Bluetooth system pairs effortlessly with smartphones, and the handlebar-mounted controls are intuitive mid-ride.

Competition: How It Stacks Up

The CTX1300 existed in a narrow niche, competing with:

1. Yamaha FJR1300

• Advantage: More powerful (142 HP), sportier handling
• CTX Edge: Lower seat height, superior low-speed maneuverability

2. Kawasaki Vulcan 1700 Vaquero

• Advantage: Traditional V-twin character, larger 1,700cc engine
• CTX Edge: Smoother power delivery, better fuel efficiency

3. Harley-Davidson Street Glide

• Advantage: Stronger brand cachet, extensive customization
• CTX Edge: Lower maintenance costs (shaft vs belt drive), modern tech

What sets the CTX apart is its unique combination of Honda’s V4 refinement and cruiser styling. While not the best at any single task, it’s a remarkably competent all-rounder – think of it as the Swiss Army knife of touring cruisers.

Maintenance: Keeping the V4 Purring

As a MOTOPARTS.store journalist, I must highlight key maintenance aspects:

1. Shaft Drive Maintenance

Unlike chain-driven competitors, the CTX’s shaft requires only periodic oil changes (every 24,000 km/15,000 mi). Use JASO MA2-compliant 80W-90 gear oil.

2. Cooling System

The liquid-cooled V4 needs:
- Coolant replacement every 48 months/32,000 km (20,000 mi)
- 50/50 mix of ethylene glycol coolant
- Regular radiator fin cleaning (especially for off-road riders)

3. Brake System

Deluxe models with ABS require:
- DOT 4 fluid changes every 2 years
- Pad replacement at 25,000-30,000 km (15,500-18,600 mi)

4. Spark Plugs

NGK CR8EH-9 (standard) or CR8EHIX-9 (iridium) plugs should be replaced every 16,000 km (10,000 mi). The rear cylinders are easily accessible, but the front pair requires removing the fuel tank.

The V4’s compact layout simplifies spark plug access compared to inline-fours

5. Tires

The unusual 130/70-R18 front and 200/50-R17 rear sizes limit options. Consider:
- Touring: Michelin Commander III
- Sport Riding: Pirelli Angel GT
- All-Season: Metzeler Cruisetec

Conclusion: An Overlooked Gem

The Honda CTX1300 isn’t perfect – its weight challenges low-speed maneuvers, and the 5-speed transmission could use an overdrive for highway cruising. Yet there’s an undeniable charm to this V4 cruiser-tourer hybrid. It’s the motorcycle equivalent of a luxury sedan: not the fastest or flashiest, but supremely competent where it matters.

For current owners, MOTOPARTS.store offers everything from performance air filters to upgraded suspension components. Whether you’re looking to enhance comfort on long rides or sharpen the handling for weekend twisties, we’ve got the parts to make your CTX1300 truly your own.

With proper maintenance, the CTX1300 promises years of reliable miles

Ride safe, and see you on the road!

— MOTOPARTS.store Riding Team

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