Honda Crossrunner test

Menus

• The trail for all
• Completely revised both in terms of aesthetics and part cycle, the new VFR800X Crossrunner asserts itself through an efficient, attractive and easy road trail. An in-depth change to appeal to as many people as possible.
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Colors
• In short
• Accessories

The trail for all

Completely revised both in terms of aesthetics and part cycle, the new VFR800X Crossrunner asserts itself through an efficient, attractive and easy road trail. An in-depth change to appeal to as many people as possible.

The winged manufacturer likes to create bridges, imagine transverse tracks for his GTs. Pairing them with a trail or even a custom (CTX 1300), Honda experiments, breaks the codes, constantly innovates. However, under its name X, the first VFR 800 Crossrunner mixed genres too much, conceptually, it wanted to suit everyone without ultimately satisfying everyone. Motorization pleasant at high speed but bland in slower evolutions, comfortable but not rigorous enough, road a little trail but lacking a high aerodynamic protection worthy of the name. Without even speaking of a singular design…. but charmless for many. In short, it was a perfectible motosynthesis.

Four years after its first appearance, the Hamamatsu firm is deeply renewing its approach to the versatile machine. Building heavily on the foundations of the latest evolution of the sport-GT VFR 800 Fi VTEC, the novelty also draws inspiration from the Crosstourer flagship for its design. And therefore affirms a positioning that is now clearer, making the concept more relevant. To judge, it is in Spain that we will study the mutant, on a varied and winding course around Marbella..

Discovery

The Crossrunner is visually a whole new bike. Light, airy, dynamic, almost sporty, the style changes completely. We perceive, at first glance, the manufacturer’s decision to now place his machine in the segment of road trails. In fact, the VFR 800 X 2015 takes again the attributes, nozzle included.

From its predecessor, it retains only the lines forming this frontal appendage, which overlooks the double X-optic of the VFR800F. Narrow and angular, it transfigures the front face. Large, the fork head is now capped with an enveloping and fairly high bubble. However, it can only be adjusted by means of a screwdriver and the amplitude is anecdotal..

Relieved of its old side radiators, the sides are refined, only dressed in stylish scoops, more compact, reminiscent of those of the Crosstourer. The coolers, lightened and superimposed, are three in number, one of which is oil. The lowest receives a protective grid and is framed by an appreciable aluminum shoe. Higher up, the lines stretch in ridges and flats, shaping the prominent 20.8 liter (- 0.87 L) tank. As an extension, the seat is now split into two welcoming elements. The passenger’s, long and wide, is embellished with much more massive and attractive grab handles. Four pins will help to hold any loads there. The assembly is based on a lightened rear loop (-1.2 kg), integrating the discreet luggage racks.

The main frame remains identical to that of the GT, formed by a double aluminum spar with triple section. Less streamlined, the X version reveals less graceful engine support plates, with rough surfaces and too visible welds. A small detail offset by the excellent integration of the wires and hoses skillfully surrounding the V4 and the quality of the surfaces of its casings.

The 4-cylinder, V-shaped, 90 °, double camshaft and 16 valves fits well on the VTEC system. For the 2015 Crossrunner, the mapping has been modified, in order to develop more available torque at low revs and maximum power higher in the revs. Concretely, the boiler still develops 78 kW at 10,250 rpm (+3.1 units) but 250 turns higher and 7.5 da.Nm at 8,500 revolutions / minute (+0.22 units) but 1250 turns lower. This last data should improve engine responses at mid-range. Finally, as on the road, ignition and air box have been reworked, making the implementation of VTEC ever more transparent..

Its variable breath flows into 4 in 2 in 1 collectors. This new stainless steel silencer is hardly attractive. We regret on this point the triangular element of the previous version, moreover more in accordance with the new design. In contrast, the mono-swingarm is a new generation, more rigid in torsion and light. It highlights the new 17 "hollow cast aluminum rims whose ten slim spokes boost the aesthetic. Their rotation is stopped by new radial four-piston calipers, biting 310 mm discs at the front. two-piston rear clamps a 256 mm disc. The C-ABS disappears but the anti-lock is still standard.

In assumed crossover, the VFR800X therefore logically adopts house suspensions with longer travel. Mounted on rods, the gas monoshock adjusts for preload (on 35 notches) and rebound and slide on 148 mm (+ 28). The classic 43mm Honda Multi-Action System (HMAS) fork features attractive shiny black aluminum sliders. Its base contrasts strongly with both its gray tint and its raw texture. The dip tubes evolve over 145 mm (+ 25) and the damping is adjusted in preload and relaxation. What to absorb more serenely the broken roads or a small piece of road and its ruts. Mixed Pirelli Scorpion Trail covers also fit the Crossrunner. More apt to discover asphalt than adventurous terrain, these tires will however be able to hold up on rolling tracks..

The plastic of the novelty is hardly faulty. The fit of the various components is meticulous and the components present a rewarding finish. In addition, the offer of standard equipment is important, integrating a set of LED lights, heated grips but also anti-skid (HSTC). Original Crosstourer, it adjusts on two levels and is disconnectable.
Finally, as on the CTX 1300, the turn signals are automatically switched off. These react according to the control and not by the steering switch, via the signals emitted by the ABS sensors. In fact, the system is based on the wheel rotation speed differential, which is activated when the turn signals are used. If there is a change of direction at a crossroads, deceleration before turning and then acceleration at the exit causes the circuit to stop. On a change of lane, the control unit does not perceive a change of speed. The indicators are switched off after 120 m traveled at less than 50 km / h or after 7 seconds if the maneuver takes place above this speed. Finally, part of their diodes are constantly on to optimize the signaling of the vehicle..
Some will deplore the absence of a central stand, available only as an option.

In the saddle

Rather accessible with 835 mm in height, the pilot seat can be lowered to 815 mm but requires the use of tools. However, it is thin at the crotch, optimizing a feeling of ease even for the little ones. Long, it allows the driver to adjust his position. Leg flexion is now at segment standards, more comfortable, with less backward and lower controls. The accompanying person is less well off on this point. Its elegant, unsheathed footrest plates are placed a little close to the saddle. Under the latter, a contained space will accommodate an additional pair of gloves or other small effects.
Still deeply embedded in a perfectly streamlined fork then, the upper triple clamp and contactor seem a little far away. The same goes for the tops of the fork tubes topped with their adjustment system. Long saddles facilitate access to the wide handlebars, now placed 28 mm closer and 44 mm higher…. a real change. In fact, the grip of the handles is completely natural and the bust remains straight.
Another major development, the cockpit now houses the dashboard. Instruments, in the form of an LCD screen, are therefore less prone to glare. As on the F6C, the display is negative (white indications on a black background). Less cramped, it becomes more readable. A bar-graph tachometer overhangs a large tachometer and, in the left and right corners are the fuel and engine temperature gauges. Finally, there is a gear indicator, anti-slip indicator and odometer. Two partials allow each to display consumption and average speed.

This beautiful set unfortunately does not benefit from any control on the handlebars…. At the left commodo, only a large button seemingly dropped in a hurry regulates the traction control. This HSTC system (Honda Selectable Torque Control system) compares the rotational speed of the front and rear wheels continuously; when that of the rear wheel exceeds a preset value, the electronic control unit intervenes on the injection as well as on the ignition in order to reduce the torque. Better integrated, there is also the push button for the heated handles, with five operating levels. Another good point, the levers are adjustable in spacing.

Recalling aerators, the fork crown receives automotive type ribs. Fake, these style effects remind us that an empty pocket would have been appreciable. As well as an incidental catch, the location of which seems to have been planned but not finalized.

In the city

Like its exhaust, the sound of the V4 seems a little sad. Metallic, it lacks fullness and presence at low revs. The style of the machine let hope for more voice and sonic ardor.
From the first meters, the Crossrunner rather speaks about its comfort. The saddle is a pleasant cushion and the lightly braked suspensions absorb the defects of urban asphalt. Although longer in wheelbase (+11 mm) and endowed with a caster angle of 26.3 ° (25 ° 45 previously), the VFR800X retains good agility thanks to the new position of its handlebars. Lively, manoeuvrable, it fits easily in traffic. Its turning radius allows easy U-turns and its balance makes you forget its 242 kg ready to roll. Lightened in the cycle part, the versatile trail is heavier with electronic assistance and increased suspensions.
On the first reports, the double twin is voluntary but hardly accepts to be maintained under 2,500 laps on the intermediates. It can also deliver jerks on the go-around. In fact, the box has a long tier, already noticeable in town. Soft is precise, the selection mitigates this observation by its docility.

At ease between the walls, let’s study the adaptability of the Honda chameleon to wider horizons.

Motorway and expressways

On the handlebars of the Crossrunner, pulling the gears is not an empty word. The second rupts at 120, the third at 180 km / h…. The lengthening, the trail does not miss it and gives the best of its V4 past 7000 revs where the VTEC awakens the sleeping 8 valves. And they are quickly active, energetically propelling the VFR forward. But without any abruptness. Likewise, stopping the system below 6,000 revolutions is smooth, imperceptible..
At the legal motorway, the block stabilized at 5,000 revolutions / minute in sixth. Relaunching the crew then requires cutting down one, or even two gears, in order to stir up the whole distribution again. While the system may appear to be of little use, it nevertheless allows consumption to be reduced at a steady rate. And, on request, to energize the machine.
If vibrations are absent at this rate, tingling appears clearly as the speed increases. Without being really annoying, because they often follow the acceleration and then attenuate.
Towards the top of the tachometer, the effective protection provided by the bubble deteriorates past 160 km / h. Helmet and shoulders are subject to turbulence. And around 200, it is necessary to bend the spine. Under these values, the large deflector of the new Crossrunner brings a real difference and a welcome pleasure on long journeys. Less enveloping, the sides nevertheless properly shelter the legs. Enough to cut the road without fatigue. The stability of the machine is excellent whatever the pace, but the machine pumps on big compressions, without losing comfort or staying on course. The Honda trail convinces on fast asphalt. Runner okay, but what about the Cross??

Departmental

By cross, we mean large track or rather goat road, bumpy roads. On the more adventurous, the GT on stilts passes without shining, hampered by its high perched weight. Anti-skating is useful and effective, but can be too intrusive, regardless of the mode engaged. Finally, the 17-inch wheel at the front does not encourage forays out of bitumen.
By borrowing the secondary network, we quickly undermine the original setting of the suspensions. Longer, the deflections are not sufficiently braked from the outset. Really too flexible, it is more detrimental to efficiency on the road than to safety or comfort. And here again, the new vintage makes it possible to effectively refine depreciation. Once the hydraulics are closed and the springs preloaded, we almost discover a new machine. In fact, the Crossrunner no longer sinks excessively and allows you to enter harder on the brakes in curves. Likewise, it comes out without settling on its shock absorber. A slight adjustment was enough, which its predecessor did not allow.

Magnet to take the angle with a ground clearance of 165 mm, the trail can count on the grip of its Pirelli envelopes. The 180/55 mounting at the rear optimizes its agility. The Honda is more lively on angle changes, more incisive at a sustained pace. And, maintained at VTEC, the trail lends itself to more sporty driving, enhancing its changes in the reasoning of the airbox, the valves of which open fully at 8,000 revolutions. We would still appreciate if the throttle grip had less pull. In the winding, we will stay on second and third gear. In three and four on the most untied. It is certainly necessary to play, reasonably, of the box if one tries the arsenal. But the significant extension of the V4, powerful up to the breaker, provides sufficient efficiency without knitting too much of the selector. To curb the ardor and the mass, of the VFR800X, the new front calipers are not lacking in work. They carry out their task with endurance and remarkable progressiveness, but on the angle, the steering freezes if the lever is pressed. The use of the rear clamp is then not too much to seat the motorcycle and optimize the trajectory. We can regret the C-ABS combination as it found its justification on this machine.

Part-cycle

Healthy on all occasions, the VFR800X easily forgives mistakes, allowing it to correct its trajectory in a curve without forcing. Stable, its wide hanger gives an effective lever arm in the tight ferrule. However, we feel a certain inertia at a steady pace due to the high travel of its suspensions and a fairly high weight..

Braking

Efficient and considerate, the radial callipers are progressive and powerful. Reassuring on a daily basis in town on reflex braking, or ABS will also ensure, the equipment is also efficient on the road in all conditions. The rear element is present but may not convince fans of C-ABS.

Comfort / Duo

The 2014 vintage is particularly improving on this point. Saddles as much as cushioning take care of the reception, both for the pilot and the passenger. The latter will appreciate its new grab handles. Even more constrained, the suspensions retain very good comfort. The luggage range is complete, with top case (31 and 45 liters) and 29-liter side cases to go far and long.

Consumption

At a sustained pace, we easily exceed 7 liters per 100 km traveled. Driven more obediently, the Crossrunner displays one unit less over the same distance. Its generous tank should therefore generally offer it more than 300 km of autonomy..

Conclusion

Honda is betting a lot on its new muse. Its improbable versatile concept finally gives birth to a successful road trail. The Japanese manufacturer seems to attach great importance to its product and its placement in the midsize segment. With this opus, the VFR800X seduces by a number of qualities, foremost among which the style is not the least. We regret all the more that the sportiness of the lines is not better underlined by the exhaust and its sound. The behavior of the V4 deserves a better staged box, with shorter reports to be more demonstrative. But its maximum power available higher further improves the extension of its four-cylinder turbine…. Not to mention that the improvements are numerous. Suspensions, driving position, heated grips and standard electronic assistance make it an attractive machine. Its versatility remains consensual, faithful to the precept of the winged brand and without much difference between genres. Available from December, the price of the Crossrunner 2015 will be € 11,999. This is an introductory price until December 31, 2014.
In this segment, it will face the character of the three cylinders of the Triumph Tiger 800 ABS, priced at € 9,850 and even more that of the MV Agusta Turismo Veloce and Lusso 800, haute couture stilt walkers priced at € 15,000 and € 16,500. Finally, another Japanese novelty to come, the Yamaha MTO9 X or F could appeal to bikers wanting more mechanical verve, at an affordable price. Probably less than 10,000 €. In this sector in turmoil, the VFR800X will have a lot to do, but can offer its ease and homogeneity.
The road trail is therefore the missing link Honda was looking for. This universality is not revolutionary but significantly improves the original concept. Particularly well equipped and produced, the Crossrunner now has assets to please many, failing to convince everyone.

Strong points

• style
• grip
• finishes and assembly
• suspensions
• braking
• standard equipment

Weak points

• sound
• long reports

Datasheet

Colors

• Candy Arcadian Red
• Metallic Black Matt Gunpowder
• Pearl Glare White

In short

• Redesigned V4 engine for more torque at mid-range and more power at high-speed,
• Dynamic styling
• Increased suspension travel and larger settings
• New wheels
• New brakes.
• Standard: HSTC anti-slip system, ABS anti-lock, heated grips, LED lights, automatic turn signals and height-adjustable saddle.

Accessories

• Shifter
• Central stand
• Side cases 29 l
• Top-case 31 l and 45 l
• Package holder
• Engine / side guards
• Fog lights
• Rear mudguard
• 12V socket • Alarm

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