Honda Crossrunner and Crosstourer DCT in the test

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Honda Crossrunner and Crosstourer DCT in the test
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Family duel: Honda Crossrunner and Crosstourer DCT

Honda Crossrunner or Crosstourer DCT?

Crusaders are commonly found on the world’s seas. But even those who prefer solid ground under their feet do not have to do without cruises, because Honda has the Crossrunner and Crosstourer.

Honda Crossrunner and Crosstourer DCT in comparison

It is obvious that the Honda Crossrunner and Crosstourer are siblings. Although, and that sounds a bit paradoxical now, the little brother, on the market since 2011 and known as Crossrunner, is the older one. Conceptually, too, because it is based on Honda’s techno-motorcycle VFR 800, from which it not only inherited the V4 drive, which was slightly modified in the cylinder head.

UIn addition to the frame and swingarm, he also took over the gear ratios and the long final gear ratio for a fun bike. What else will we talk about? Furthermore, the braking system, which has ABS and the CBS combination brake as standard, found its way from the VFR to the Crossrunner. So far so good.

In principle, there is little objection to the 800 V4, it runs smoothly, is economical and, above all, is preceded by the aura of indestructibility, which should be of particular interest to those who eat kilometers. But it carries one special feature with it: the valve control called V-TEC. This ensures that up to 6500 rpm only two of the four valves take care of the gas exchange, above all four. This is intended to combine better torque in the lower speed range with high power output in the upper speed range. Said V-TEC has been revised for use in the Crossrunner to make the transitions smoother.


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The Crossrunner is the older of the two Honda models.

In practice it looks like this: If the accelerator is accelerated while slowly rolling in high gear, the four-man struggles honestly and fights bravely against the flat torque curve and its long gear ratio. Only from 6500 rpm does a noticeably different wind blow, and the engine noise is mixed with a strong rasping undertone. Harmonious is different. Overall, the drive looks a little tired. Since the Crossrunner is limited to 200 km / h anyway because of the tires (Pirelli Scorpion Trail), which she reaches more in fifth than in sixth gear, a shorter final gear ratio would clearly help her temperament.

The second problem, especially for long-legged riders, is the crossrunner’s strange ergonomics. You sit quite far back on the bench, which is not too high at 810 millimeters, and you have to bend your legs extremely to get your feet on the rests. In combination with the high handlebars pulled backwards, the result is a slightly frog-like sitting position. Smaller drivers are less likely to have this impression, if at all, so a detailed test drive is therefore strongly recommended to those interested in Crossrunner. But enough of the grumbling. In terms of driving behavior, the Crossrunner is impeccable. Light-footed and neutral, she hurries through the terrain, blessed with great freedom of inclination, which can sometimes be of inferior quality due to the comfortable but not too soft chassis. Thanks to the upright sitting position, the driver keeps track of the game and does not lose it even in the dark or looking in the rearview mirror. And at a price of 10,790 euros, it is inexpensive in the original sense of the word.


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At 14,490 euros, the Crosstourer DCT is significantly more expensive than its little brother.

For its big brother, the Crosstourer, this only applies to a limited extent, at least in the driven version with the DCT (Dual Clutch Transmission). Honda calls for 14,490 euros for him, which is 1000 euros more than for the model with a standard gearbox, which is also available. The purpose of the DCT is to change gears without interrupting traction. In the age of bits and bytes, this is of course not possible without electronic support. There is a choice of a standard and a sport mode as well as manual operation using buttons on the left handlebar switch or the gear lever. The clutch handle, however, which is missing.

The smoother and faster the journey, the better the system works, but when maneuvering you want it
a more sensitive clutch, and in city traffic the shift points in automatic mode are not always understandable. In addition, it is sometimes annoying at red lights to think about it until the system has established the traction and enables the start.

In addition, the tourer and runner are separated by six centimeters of seat height (860 to 810 millimeters), 38 kilograms of weight (277 to 239 kilograms) and 9 km / h top speed (209 to 200 km / h, each sealed off). On the engine side, the two siblings are only separated by 19 hp, but a tight 44 Nm at the top, and at 6000 rpm the 1237 V4 pushes twice as much as the 782. These are worlds! Correspondingly brawny and sovereign, it is also smooth and largely free of vibrations. The fact that the consumption of 5.4 to 5.1 liters is only slightly higher than that of the Crossrunner rounds things off on the engine side.


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Only the Honda Crosstourer has cardan shafts, chain maintenance and rim cleaning are still the order of the day for Runner.

The large play in the drive train that was criticized in the travel enduro comparison test in MOTORRAD 9/2012, as well as the elevator effect of the cardan drive on the test bikes, which were equipped with a conventional clutch, were hardly noticeable on the current DCT machine.

The ergonomics of the Crosstourer are also much more sociable, tourists big and small will find a very fluffy place. The coordination of the suspension, which can be adjusted in the spring base and rebound stage at the front and rear, is significantly softer than that of the little brother, which can lead to slight restlessness in the framework on poor ground and at high speed. On the other hand, on level ground, it moves stoically and without any pitfalls. The station wagon provides further calming of the nerves
nation of ABS and CBS. In contrast to the traction control, which is also present but rather roughly regulating, the braking aid cannot be switched off, which would be very desirable for the off-road use envisaged in the concept. But the Crosstourer is definitely not made for this – despite the fact that cross-spoke rims can hardly be cleaned without bloody fingers. The weight is too high and the sitting position too passive.

But that’s the case with most travel enduros. Last but not least, it should be noted that the crash bars (318 euros) and main stands (228 euros) installed on the test object are accessories that are subject to a surcharge. The workmanship of the two cruisers is at the usual high Honda level, although some components such as the cockpits look very cheap.

Conclusion
 Renner or tourer, this is less a question of principle than the willingness to spend money. The Crosstourer has the more balanced concept, the engine is a stunner. Everyone has to decide for themselves whether the double clutch transmission is worth an extra 1000 euros. Ultimately, it’s a gimmick with no real merits. With the Crossrunner, the seating position and gear ratio are bothersome, but the price and driving behavior are right.

Data and measured values


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On paper there are clear differences between the Crosstourer and the Crossrunner.

engine

Honda Crossrunner Honda Crosstourer DTC
design type Four cylinder four stroke 90 degree V engine Four cylinder four stroke 76 degree V engine
injection Ø 36 mm Ø 44 mm
coupling Multi-disc oil bath clutch Multi-disc oil bath clutch
Bore x stroke 72.0 x 48.0 mm 81.0 x 60.0 mm
Displacement 782 cm3 1237 cm3
compression 11.6: 1 12.0: 1
power 75.0 kW (102 hp) at 10,000 rpm 95.0 kW (129 hp) at 7750 rpm
Torque 74 Nm at 9250 rpm 126 Nm at 6500 rpm

landing gear

  Honda Crossrunner Honda Crosstourer DTC
frame Bridge frame made of aluminum

Bridge frame made of aluminum

fork Telescopic fork, Ø 43 mm Upside-down fork, Ø 43 mm Brakes front / rear Ø 296/256 mm Ø 310/275 mm Assistance systems Partly integral braking system with ABS Partly integral braking system with ABS bikes 3.50 x 17; 5.50 x 17 2.50 x 19; 4.00 x 17 tires 120/70 ZR 17; 180/55 ZR 17 110/80 ZR 19; 150/70 ZR 17 Tires Pirelli Scorpion Trail Bridgestone Trial Wing BW 501/502

measurements and weight

Honda Crossrunner Honda Crosstourer DTC
wheelbase 1464 mm 1595 mm
Steering head angle 61.9 degrees 62.0 degrees
trailing 96 mm 107 mm
Front / rear suspension travel 165/145 mm 145/146 mm
Seat height 810 mm 860 mm
Weight with a full tank 239 kg 287 kg
Payload 194 kg 192 kg
Tank capacity / reserve 21.5 / 0 liters 21.5 / 0 liters
Service intervals 12,000 km 12,000 km
price 10790 euros 15036 euros
Additional costs 295 euros 355 euros


MOTORCYCLE readings

Honda Crossrunner Honda Crosstourer DTC
Top speed * 200 km / h 209 km / h
Acceleration 0-100 km / h 3.7 sec 4.0 sec
0-140 km / h 6.2 sec 6.4 sec
0-200 km / h 16.4 sec 15.5 sec
Pulling 60-100 km / h 5.6 sec 4.3 sec
100-140 km / h 6.5 sec 4.8 sec
140-180 km / h 9.2 sec 5.9 sec
Consumption highway 5.1 liters / normal 5.4 liters / super
Reach country road 422 km 398 km


archive

Performance Honda Crossrunner and Crosstourer DTC.

A picture or a diagram is worth a thousand words, but not everything. It says the Crosstourer engine lives in a torque world that the Runner drive doesn’t dare to dream of. But it hardly says anything about the kick at 6500 rpm when the V-TEC kicks in.

* Manufacturer information.

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