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Added Google translator for Firefox plugin at work also so I could read this. Just open the link provided and click on the translate button and a new tab opens with the page translated (I set the option to always translate the full page). Still difficult to get past some of the phrasing. Good review. Some good, some not so. I see the cons as almost more personal preferences. Seems the passenger comfort is not so great but what are they comparing that too? A Goldwing? Not many other bikes, if any, can live up to the passenger comfort of a GW. Then again, a personal preference thing there. Overall I think this one indicates a good ride is had on the CTX1300. :D
Thanks for the listing!
I expect a flood of ride reviews to show up from everywhere during the next 2 weeks. So here we go! :D
 

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Interesting read. Top speed of around 120 mph is certainly more than adequate for this kind of ride.

Thanks for posting!
 

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How's this for a summary (for those who have a hard time reading translated french) :)

First, I really like how the title sets you up: "..., It is amazing!"
Then they go on about how it has an impressive appearance. Not as massive as the f6b but still impressive. fit and finish is tops (doesn't leave room for criticism).
Of course we know from existing reports from shows that the ergonomics are fantastic, even if the dash is a bit far from the rider and the stereo controls are not on the handlebars (this doesn't matter so much to me, I was used to fiddling with the radio on my GW on occasion).
And that low CG instills confidence in handling.
The test rider didn't seem to like the whine at idle but did like the "Serious rumble" as he throttled up the rpm. Linear, and impressive, acceleration (I like that :D ). And has the torque to easily handle some slowdown while underway in upper gears without downshifting to get back up to speed (like this too).
Braking is very good and sometimes only needs a little bit to manage variances of traffic.
Feels settled and stable on the road though the ride may be a little rough on broken up pavement where you will feel the road more (what bike isn't... other than possibly a GW). Handles mild twisties well. even the clearance allows for a little lean on curves without dragging the pegs.
Low screen is sufficient wind protection for speeds up to most highway (state and county roads) speed limits. buffeting becomes more noticeable over that. wind protection for torso and legs is good (better than anticipated by many with full fairing bikes).
passenger ride is a bit stiff and is a weakness.
Not as fast as the ST1300 but still impressive performance with the v4 engine.
they give their stamp of approval on this one.
 

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Thanks Bob!! Your interpretation,combined with the French version translated into English,now makes alittle more sense,atleast to me.lol lol Dave!!!
 

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I did notice that while telling us the CTX1300 gets up to 125 mph (201 km/hr converted is 124.896mph)(a good top end and more than I will ever use) the speedometer shows 130+ mph (210 km/hr converted).
That's about 4.5% offset. About normal to low for a mc speedo. My ST1100 is about 8-9% off so I just run 5mph over to make it easy. My Burgman 650 showed about 9-10% over. My GW was closer that those but not as close to GPS mph as the CTX. I've found most cars show about 2-3% over GPS mph. My Murano actually is right on. I've also known of others with speedos that were dead on. Seems to be different bike to bike. All this compared to GPS readings which are often times .3% off real mph... so an acceptable standard to compare.
 

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There appears to be an unwritten law about vehicle speedometers that they should (1) always err on the high side (i.e. never ever report a lower speed than actual) and (2) always err by somewhat after 50km/h or whatever is the inside-city speed limit in that vehicle's locale.

The first one is so that you can never ever argue with the cops that the needle was pointing at a lower speed than what you were actually doing.
The second one (especially in cars) is so that you get scared early on and get a constant reminder to mind your speed.

Finally, keep in mind that while a vehicle speedometer presents an instantaneous measurement (albeit with some error) of the speed, the GPS receiver has to calculate the distance between the two most recent fixes and then divide by time. This means that, in the best case, the GPS will show you the speed you had 2 seconds ago ;-)
 

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Agree with that. I've often heard that about why vehicle makers offset speedos to show more than real mph.
And the delay in GPS reading is why all my speedo checks with my GPS are on a flat level straight section of road and I hold the needle steady and wait for the GPS to catch up to a stable reading.

I am still impressed that overall with this review and other information about the strength of the v4 engine the CTX1300 is definitely no slouch and may possibly run ahead of the ST from a stop for a short time until the ST can rev the rpm up a bit. Then the ST will of course come from behind and pass in short order. But I think it would be enough to put a scare of embarrassment in the ST rider. :)
Even if the CTX were to keep even with the ST off the start it would have the same effect. Of course if the ST rider were to rev the rpm up a bit before letting off the brake all bets are off. But at idle at the stop for both bikes...
 

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if you use chrome i believe you can translate the entire page.
The Google Translator for Firefox plugin did translate the whole page and gave me the same results as Chrome since it is the same translator built into Chrome. I have Chrome on my Nexus 7 tablet so I can compare with Firefox on my Linux laptop at home and my Window$ 7 laptop at work (both with Firefox and the plugin). :)
 

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Oh, forgot to mention that this review states the saddle bags are 35 liters. Same as my ST1100 and same as the ST1300, both are 35 liters though all 3 are different shapes. That gives me a comparison for what I can fit in them. :)
 

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I missed on first read of this review that there was a second page (bottom of article) that contains a Dyno test result compared with the ST1300. Some excerpts from that:
Engine

The new Honda CTX 1300 is powered by the open longitudinal V4 90 ° Pan European. This large boiler of 1261 cm3 is headed by a yoke 8 valves, has a liquid cooling system and electronic fuel injection intake Honda PGM-FI.Afin strengthen its availability at low and medium revs, Honda changed the valve timing , venturi injection system and exhaust line type 4-by-2-by-2. The response to the throttle opening has also been revised to increase the ratio réactivité.La box was lengthened. A big clearance work with a new catalyst oxygen sensor was also undertaken. In addition, the CTX is characterized by a traction control system TCS, fairly well set up and very reassuring when it rains.
In the end, with a maximum power of 84 hp. (62 kW) at 6000 rev / min and a torque of 10.6 daN.m at 4500 rev / min, the engine of the CTX 1300 was less swift than the Pan European 1300 (118 c. / 87 kW at 8000 rev / min and torque free version daN.m 11.7 to 6500 rev / min).
The handlebars, but found his suave character, a lot of flexibility at low revs, lubricity and excellent elasticity. However, a bump - out on the Pan - is felt in the throttle opening. On our test, we found an average consumption of 7.8 l/100 km, Honda announced 5.8 l/100 km WMTC.
The verdict of the engine test bench

In addition to passing the new Honda CTX 1300 the dyno to check its power and maximum torque, we emerged curves STX 1300 2009. Thus, we can better understand the changes made by Honda engine, in order to adapt to the new genus Custom Touring.
The red curves show the CTX 1300 high linearity with which the V4 provides power, a classic Honda. The couple, it is constant from 3 000 to 5 500 r / min.
Compared to the Pan European, we can see that the cursor has been moved to the bottom and midrange on the Custom Touring, GT providing it the fat of its torque between 4,000 and 7,000 rev / min.
Adaptation to the new genus and remediation of this engine requires, if the red and green curves are almost superimposable, we find that the performance of the CTX are lower and, especially, it decreases much earlier.
Power and torque readings to the crankshaft (standard CE95 / 1)
- UFC 84.4. à 6214 tr / min, 10.7 m.kg à 4 933 tr / min

Power and torque returned to the wheel
- UFC 77.3. à 6214 tr / min, 9.8 m.kg à 4 933 tr / min
Speed ​​and read the meter, calibration schemes:
- 90 km / h, 86 km / h instead of GPS, 3 000 tr / min
- 130 km / h, 125 km / h instead of GPS, 4 250 tr / min

Read more at Honda CTX 1300 C-ABS : C'esT eXtra ! - Moto Station

I notice that the CTX readings start at 2000 rpm and the ST1300 doesn't even register until 3000 rpm. I also notice that the torque for the CTX is flatter and stays near max through a longer range of rpm (just under 2500 to just under 6500 rpm) than the ST1300 (about 4000 to about 7000 rpm).
 
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