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2017 Honda CTX700 DCT Buyer’s Guide | Specs & Price

2017 Honda CTX700 DCT

2017 Honda CTX700 DCT Buyer's Guide | Specs & PriceFor riders who do not need a large-capacity motorcycle to tour the country or commute to work, and like the convenience of an automatic transmission, the Honda CTX700 DCT stands alone.

The low-revving motor is a perfect match to the two-mode (sport and standard) automatic shifting the nearly seamless six-speed dual clutch transmission. Riders who prefer to have some control over the shifting can use the manual mode, which uses your left finger and thumb for gear changes—there is no clutch lever.

While it has a 670cc engine, it has the power to take you up to highway speeds for as far as you want to ride. Handling is light and easy on the neo-cruiser, yet it remains stable for those who want to add Honda Genuine Accessories saddlebags.

The 2017 Honda CTX700 DCT is a comfortable ride that is easy for the newest rider to operate, yet still fun for the experienced rider who wants a handy ride.

Read our Honda CTX700 DCT Review.

Visit our Motorcycle Buyer’s Guide.

2017 Honda CTX700 DCT Specs:


  • Type: Liquid-cooled parallel twin
  • Bore and stroke: 73.0mm x 80.0mm
  • Displacement: 670cc
  • Valve train: SOHC; four valves per cylinder
  • Compression ratio: 10.7:1
  • Induction: PGM-FI w/ 36mm throttle body
  • Ignition: Digital transistorized with electronic advance
  • Transmission: Automatic DCT six-speed
  • Final drive: Chain


  • Front suspension: Non-adjustable 41mm forks; 4.2 inches of travel
  • Rear: Linkage-assisted non-adjustable single shock; 4.3 inches of travel
  • Front tire: 120/70-17
  • Rear tire: 160/60-17
  • Front brake: 320mm disc w/ two-piston caliper
  • Rear brake: 240mm disc w/ single-piston caliper
  • ABS: Standard


  • Wheelbase: 60.2 inches
  • Rake: 27.7°
  • Trail: 4.4 inches
  • Seat height: 28.3 inches
  • Fuel capacity: 3.2 gallons
  • EPA estimated fuel consumption: 61 mpg
  • Curb Weight: 516 pounds

2017 Honda CTX700 DCT Color:

  • Candy Red

2017 Honda CTX700 DCT Price:

  • $8299 MSRP



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  • Gregory Faulkner

    I bought a CTX700 back in the Summer of 2013, as a 2014 model in the same color as shown above . At that time, this was a brand new design by Honda Power Sports (HPS), and North America was among the first of a few countries to get this great, practical bike choice, as the U.S. did not get the shorter standard bike (NC700S) and so we had no choice until the CTX for shorter riders or those who do not like adventure bikes to get a machine with this power train. Most of the components that make up this bike also go in to building the taller, different-styled NC700X that had already been in the market for a couple of years. So what HPS did with this entry was to give prospective buyers who were attracted to this fantastic, fuel-miser power train, but did not have the height or inclination to ride an adventure bike, the opportunity to ride a 670 cc-powered bike.

    Also back then, the CTX700 was available in a standard six speed w/o ABS at a lower MSRP. I found a dealer back then that sold me a red one for $7200 versus the $7800 MSRP at the time. The only thing I’ve done to this bike after 1300 miles is change the oil and filter (easy), put a couple gallons of gas in it every 150 miles commuting, replace one set of tires, adjusted chain slack twice, lube the chain, one valve clearance check, and have ridden it anywhere in all four seasons. It still looks new and still rides like new. It’s easy and cheap to maintain. A milk crate or box can be strapped to the pillion portion of the seat for grat luggage space. No need for adding expensive boxes or bags, but one can if that is one’s thing. It is extremely usable and practical and due to it’s flat torque curve, it’s a great urban, suburban, or rural-area riding bike, but does not have that typical high-revving, top-end performance that sport-bike riders might expect. This is the one trade off for everything else this bike provides. It has decent top speed, listed at or about 104, but acceleration above 75 is more Camry like than sport-bike like, which is not important to me, but may be for some.

    In the time since introduction, however, HPS had dropped MSRP on both the standard and automatic models, because the original price an the automatic/ ABS was around $8500 and if memory serves me, the standard shift price had dropped to around $7500. Unfortunately, however, due to poor sales on the amazing standard shift model with respect to fuel economy and cheap DIY-service, the standard version is no longer available. Just to illustrate how amazing this power train is; after replacing the tires, choosing Michelin P4s, and adjusting for the odometer error, during Summer commuting, it is not uncommon for me to achieve 79 mpg (U.S.) from tank to tank. And if I take a short trip on Tennesse back roads as a round trip measurement, I can achieve low 80s. This means that this mid-sized bike can be more fuel economical than some 250s mcs’ and some 150 scooters, but this bike has over 40 HP and over 40 peak ft-lb torque available at the rear wheel and it weighs 500 pounds. It takes regular gas and is not oil picky.

    At least there is still the automatic that is still a good bike and a good value

    • Gregory Faulkner

      Typo—My bike has 13,000 miles; not 1300.