Honda Crossrunner Vs Yamaha TDM 900: two motorcycles with five legs !
With the Crossrunner, Honda is revisiting in its own way a concept initiated by the Yamaha TDM in 1991: a multi-purpose motorcycle, capable of bending to everyone’s desires to satisfy everyone. Does this VFR800 born under X eclipse the indestructible TDM? ? Duel…
Two versatile motorcycles !
Theoretically similar in their philosophy, the Yamaha TDM 900 ABS and the Honda Crossrunner differ significantly on many points, starting with their engine character..
If the Yamaha twin wedged at 270 ° shines with its sustained – but linear – accelerations from 4000 to 9500 rpm, the 782 cc V4 benefits from its VTEC technology (Variable valve Timing and lift Electronic Control) to exhibit a two-faced temperament.
Much more flexible at low revs, the Honda unit offers relaunch devoid of any aggressiveness – almost too much – until mid-revs. Then, having passed the "fateful" threshold of 6600 rpm, the eight hitherto inoperative valves set in motion and the 101.8 hp gallop with conviction up to 12,000 rpm! The hitherto very muted sound then gains in intensity, which reinforces this particularly exhilarating "turbo" effect. !
Thanks to longer intake ducts by 20 mm and to a reworked injection, the transition is much smoother on the Crossrunner than on the VFR800, because the additional "gniak" flows more gradually: even the detractors of the VTEC system should be convinced !
On the other hand, Honda can ensure that the use of a heavier flywheel and a new exhaust improve the filling of the torque curve, the difference is not really convincing….
Moreover, the 88.8 Nm of torque available from 6000 rpm on the Yam ‘have no difficulty in gaining the advantage over the rather high-pitched 72.8 Nm (9500 rpm) of the Crossrunner. Hollow, the V4 displays in passing a maximum torque value lower than that of the VFR800 (80 Nm at 8750 rpm). Thus, if the two Japanese are on an equal footing under 4000 rpm, the vertical twin then takes the ascendant until the VTEC comes into action.
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Bridging ardor… |
| Conscientious, the editorial staff of Site pushed the two protagonists of this duel to their limits on the German motorway. And there, surprise: at high speed, the TDM inexorably picks up the Crossrunner whose mechanics stubbornly refuses to go above 10,000 rpm in 5th and 8500 rpm in 6th! While the Yamaha exceeds 220 km / h, its rival regulates electronically so as not to exceed 205/208 km / h counter … Contacted about this, Honda France explained to us that a clamping at 200 km / h chrono made actually part of the specifications of the Crossrunner, without being able to give us an official explanation. Very keen on safety, would the Japanese giant have decided that this speed – all in all very high – was sufficient for this type of motorcycle? Still, at this pace, the direction of the Crossrunner seemed rather sensitive to us, much more in any case than the very stable TDM 900… |
The VFR800X then quickly nibbles its delay, aided by its superior reach. To tax the "old" TDM, the Honda block asks to drop one or two reports, since the V4 only inspires and breathes through its sixteen valves from 100 km / h in 3rd, 125 in 4th and 145 in 5th. In 6th gear, operating the VTEC device means grazing a speeding limit of 40 km / h on a French motorway (see box opposite)…
More coupleuse, the TDM 900 ABS also benefits from its lower mass to tow to put itself forward: 226 kg all full made for the Yam ‘against some 240.4 kg for the Crossrunner. However, if the overweight of the Honda requires more hands to maneuver it with the engine off, it is she who is the most quick to dive into the rope. !
Its firmer suspension tuning and its contained wheelbase (1464 mm against 1485 for the TDM) give it a behavior when entering bends close to that of a roadster. And since its stunning mono-swingarm transmits each horse to the ground without flinching, the corner grip curve exits are a mere formality. !
Almost insensitive to the grip of the front brake on the angle, the Honda has a more precise and straightforward front axle, while the limits of its ground clearance are clearly more difficult to reach than with the Yam ‘: thank you. – high perched feet !
Never far behind, the TDM 900 pays the tribute demanded by its compromise more "comfort" than "sport": the mass transfers are less well absorbed, the fault of the suspensions which settle easily in intensive driving on an irreproachable asphalt. On bumpy surfaces, on the other hand, the flexibility and the higher damping travel allow it to better filter irregularities for the benefit of comfort..
At worst, with the Yamaha, screwdriver aces and Sunday "païlotes" will have plenty of time to exercise their talent to try to sharpen the reactions of their mount: the telescopic fork of the TDM 900 adjusts to preload. and in rebound, while its mono-shock absorber is with triple adjustment.
The Crossrunner does less well in this area: its shock absorber can only be adjusted in preload and rebound, while its 43 mm fork ignores any possibility of adjustment. In any case, the low-value plastic that covers the handlebars and the upper crown prevents access to any adjustments placed at the top of the tubes..
Fortunately, the remarkable cohesion of the Honda damping hardly lends itself to criticism: once again, the capacities of the first world manufacturer to find the right balance between efficiency and comfort force admiration, as the suspensions of the Crossrunner are as progressive as they are difficult to fault.
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