Honda Crosstourer 1200 test

Menus

• The migratory meaning
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Conclusion

The migratory meaning

The spirit of adventure certainly blows through the 2012 motorcycle production. Indeed, no less than three new maxi-trails come to expand the offer of this dynamic segment. Very popular with bikers, iconized by the BMW R 1200 GS, this sector is once again the object of all the attentions of the major manufacturers.. At Triumph, it’s the eagerly awaited 1200 Tiger. In Japan, after Yamaha and its 1200 XTZ Super Tenere, Kawasaki and its surprising Versys 1000, it is the turn of the Hamamatsu firm, already equipped with two crossover machines NC 700 X and VFR 800 X Crossrunner, to sport a novelty in size. Unveiled as a very successful concept at the Milan Motor Show 2010, the Honda Crosstourer takes final shape in a harmony of elegant and dynamic lines. The ancestors Varadero and Africa Twin are now quite obsolete in the face of the mechanical and technological revolutions that this high-perched traveler embarks on. To better understand its long-term abilities, it is between Spanish and French odds that we test this charming adventurer.

Discovery

Fluid, slender, elegant … such seems the Crosstourer 1200 at first glance. Honda almost makes its versatile athlete pass for a long-legged ballerina. The crossover leader differs from its sisters NC 700 X and Crossrunner by a more consensual style. Matinee of genes from VFR 1200, both in style and mechanics, the novelty of the winged firm has its own codes. Thus its optics are wider and tapered. The LED turn signals are refined. The streamlined lines of the sides, made up of two elements flanking a large radiator, extend to the tank. This two-tone coating, of the multilayer type but more discreet, reinforces the dynamics of the lines and protects the 21.5-liter metal container from friction. A large two-seater saddle leans against it, framed by a nicely sheathed rear shell, fitted with anchoring points for suitcases and a luggage rack with large integrated passenger handles. The footrest plates of this one are also oversized to support luggage. Functional integration is excellent.

Although the Crossrunner displays its own stylistic personality, it nevertheless largely borrows the aesthetic codes of the Germanic reference. Thus the rear half of the machine shamelessly mimics that of the GS. The rear rim hub takes the shape of the German one. There is little more than the exhaust to break this mimicry. The short silencer shines more by its material than the relevance of its design or its sound approval. This is one of the few wrong notes in the ensemble. Thus, we regret, on the left side of the engine, the ostentatious presence of some hoses.

This gives the other party a perfect integration. Likewise, the radiator still seems a little too exposed to projections from the front wheel. But in general, the overall accuracy of the assembly competes with the elegant sobriety of the lines and the quality of the equipment. The rims thus feature tangential spokes. Braking is of course C-ABS type coupled, with six-piston calipers at the front and a single element at the rear. The suspensions feature a 43mm inverted fork, 165mm of travel, and a Pro-link-style rear shock that adjusts for preload and rebound. The adjustment wheel would however accommodate a more subtle positioning.

This whole set is based on the VFR architecture: the imposing double aluminum beam frame flanking the famous 1200 cc Honda V4. It adopts innovative technical solutions in order to limit its size and increase its performance. The V-shaped boiler is distinguished by its closely spaced rear cylinders which make the engine more compact in its rear part, optimizing the smoothness of the machine. The integration of Unicam technology using a single overhead camshaft, reduces the weight and size of the cylinder heads and optimizes the shape of the combustion chambers. Finally, the reduced angle of 76 ° (90 ° on the 800cc V4) between the front and rear cylinders makes the engine even more compact. Vibration generator, this arrangement requires the use of a crankshaft with 28 ° out of phase crankpins avoiding the need for a power-hungry balance shaft.

Reduced valve lift, longer intake ducts with smaller diameter … thus reworked compared to its road cousin, the four-cylinder unit now delivers its force from 3,000 rpm. The maximum value of 12.6 m / Kg is delivered at 6,500 revolutions and the power, in the free world, displays 95 Kw (129 hp) at 7,750 revolutions / minute.

To regulate this heavy artillery, the Crossrunner is equipped with a standard disconnectable anti-skid system (TCS). The latest generation, it is now based on electronic throttle control and differential speed calculation between front and rear wheel. The system then controls the variable closing of the intake throttles.

The Honda adventurer mainly offers an optional double clutch gearbox (DCT) with limited slip, like the one fitted to the VFR 1200 DCT. With two automatic modes (S: Sport and D: Drive) and a semi-auto mode, this 2012 version is faster and more flexible. One clutch controls 1/3/5 and the other 2/4/6. The final transmission is provided by a single-sided cardan shaft with respectable dimensions but without a strut limiting the torque effect.

In the saddle

Reaching 850mm from the ground, perching on the Crossrunner is a little challenge for those under four feet. Even with the feet firmly planted on the ground and despite the finesse of the machine in its center, the 285 kg (275 kg in manual gearbox) perched high up call for caution when evolving with the engine off.

Comfortable, the seat allows older children to easily find a place on board. The bust remains straight, but the legs are noticeably spread around the V4. On the other hand, their flexion is reduced, ensuring long journeys without discomfort. On the other hand, the pilot will have to raise his arms to grip the wide handlebars. This is equipped, on our test model, with heated grips. Adjustable on 3 levels, it is difficult to put them into operation. The small size of the control makes getting started random … with simple summer gloves. Their not very ergonomic operating principle requires visualization of the operating indicator … imperceptible in broad daylight. But they heat up, well.

The density of buttons on the comodos of dual-clutch machines is unusual. On the left are the upshift or downshift control triggers. This action is possible regardless of the chosen mode. On the right are the control for selecting the desired automatic mode and that for switching to semi-automatic operation..

Underneath the upholstery unit is a small space that will accommodate, in addition to the tool kit, gloves, cards or a U-lock, a real one; which is becoming rare. Another good point, access to the battery is obvious.

Entirely digital and complete, the dashboard incorporates a large speedometer next to which the fuel and engine temperature gauges are placed. Below are displayed information such as mileage (including 2 daily totalizers), fuel consumption (instantaneous and average), range, gear engaged, outside temperature, time or activated selection mode (on the dual clutch version only). On the upper part is the bargraph type tachometer. In order to avoid reflections, the surfaces of the screens are concave. Finally, the display brightness can also be adjusted. The whole remains much more readable than that of the VFR 800 X but would require a control lever type handlebar.

This somewhat sad instrumentation takes place in a well finished fork crown, without visible wires. Protective, this fairing incorporates, on the left side, the disengageable traction control. A cover reminds us of the absence of a 12-volt outlet as standard. A somewhat stingy economy. And what about an empty pocket?

In the city

Although specifically designed to deliver a pleasant sound, the muffler does little to convince when you get started and hardly better when driving. A fairer instrument is already available in the options catalog.

The naturalness of the automatic gearbox is stunning. Just like that of acatene transmission. Drive mode selected, the softness is there at all times. Combined with the usual balance of Honda-branded machines, the handling of the Crosstourer is most pleasant in city traffic. Available, the V4 is also flexible, readily accepting low revs on the 5th report. Equipped with a reduced turning radius and an excellent rear-view mirror, the raised road ensures a notable pleasure in town … without the luggage room of course. A simple top box will be used for everyday travel. And for a little more fun, activating S mode will be enough to slam your day between two fires….

Motorway and expressways

Although polished, the 1237 cm3 of the Japanese block remain present at the slightest frank request. Drive mode “knows” how to recognize your needs and adapts the mapping according to your orders. The electronics quickly shift up as soon as the revs stabilize, ensuring low fuel consumption. Sport mode gives the crew top-notch acceleration. Without paying attention to it, the tachometer very quickly indicates nearly 230 km / h at 8,000 revolutions. Maximum speed allowed by the processor … but remember, this is a trail we try.

The limited protection of the small screen, only adjustable by four screws, does not invite to prolong the experience too much despite a very correct heading for a large machine, loaded with suitcases and resting on a front wheel 19 ”. The high bubble option will be necessary for rollers.

Returned to a more conventional look, serenity accompanies you. As well as slight vibrations, perceptible in the saddle and the footrests. The large fairings effectively deflect airflow and the comfort of the saddle will only stop you to fill the tank, after 300 km. One would almost regret the absence of cruise control on this asphalt devourer. In order not to fall asleep, the small roads of the Costa Brava invite us to discover their sinuosity…

Departmental

It’s time to try the dual clutch in semi-auto mode, controlled from the handlebars with triggers, or even an optional clutch pedal. Always so muffled and fast, the box accompanies at best the wishes of the pilot, in particular the need for engine braking. But ultimately no advantage than the excellent Sport automatic profile! This clearly shows the quality of the Honda system and its efficiency, whatever the driving..

The V4 roars through the tight twists and turns of the secondary system, taking full advantage of a lively and rigid chassis. Prepared for greater comfort, the damping deserves greater preload and more hydraulic braking. Basically, the maxi trail shows a very correct rigor that only our adventurous driving slightly defaults..

The large lever arm offered by the flat handlebars makes it possible to engage Crosstourer’s nearly three hundredweight on the angle. The Bridgestone Battle Wing 150 rear and 110 front assists in the overall agility and its grip makes the teats of the footrests shudder. Pirelli Scorpion Trail are also suitable for this machine.

Lively from low revs, the Honda unit unleashes from 5,000 laps, giving no sign of weakness at any time. The thrust increases steadily up to the red zone limit. The omnipresence of the torque offers manly stimuli that the traction control regulates with discretion during go-arounds on the corner. The brakes have a lot to do to contain the enthusiasm and mass of the crew. Stirrup attack and stamina are appreciable, finger-controlled, and the efficiency of CBS corrects the Crosstourer’s trim, offsetting mass transfers.

Large curves in small corners, the maxi-trail is at ease and always comfortable. An off-asphalt excursion remains possible but risky due to its large size. The large, fast track will suit him better than the bumpy roads where the physical engagement of the pilot would become important.

The traction control also finely manages the slightest deflection of the rear tire on soft ground, ensuring permanent grip.

Part-cycle

Lively, despite its inherent fatness, the Crosstourer is agile and comfortable. Only a committed piloting will require more precision in the suspension settings. Precise, allowing intuitive piloting, the driving pleasure of the road on stilts is remarkable.

Braking

The vigor of the V4 requires keeping a cool head but also powerful braking. The C-ABS system gives complete satisfaction even as a duo. The brake controls will then require more authority to slow the crew. The rear caliper effectively supports the machine when cornering and the decelerations generated by the Honda combined system remain top notch.

Comfort / Duo

Dedicated to travel, the Crosstourer knows how to receive with elegance and efficiency. The passenger benefits from a studied seat and ergonomic grab handles. Quality cushioning combined with a comfortable saddle allows for long journeys as a duo. 500 kilometers on board in one day, on various surfaces, did not affect my later capital. Only the eddies on the upper body and the helmet tire in the long run.

Equipped with a top-case and polycarbonate cases (imitating aluminum) that can each contain a full-face helmet, the new Honda product will take your layette quickly and far. Easily removable, the luggage, once removed, also leaves the machine free of any unsightly fittings. The demanding rider will regret the lack of a standard center stand.

Consumption stabilizes at 7.5 liters / 100 km at a good pace. Difficult to do less considering the weight and the displacement of the machine. More common piloting will easily save an additional liter and a half of precious leaded liquid.

Conclusion

Honda is relaunching in the maxi-trail road category with this Crosstourer with many qualities. Aesthetically, this is probably one of the most successful models. Far from the strong leaders of the segment, its design makes it discreet but dynamic, just like its remarkable engine: muffled on a daily basis but formidably efficient as soon as the horizon widens. This versatility makes the big trail an appreciable and easy companion, especially if equipped with the automatic gearbox. It’s hard to find fault with Hamamatsu’s technology. Should we see a future without manual selection on road machines? The DCT system provides really decisive approval, for € 1,000. An almost compulsory option.

The crosstourer also benefits from an excellent standard equipment. Coupled ABS braking, latest generation traction control, high-performance acatene transmission, luggage pre-equipment … This level of equipment compared to its price of € 13,990 will make the competition tick. Already, Yamaha is lowering the price of its XTZ Super Tenere, too home-like, by € 1,000. Acquiring the reference BMW 1200 GS, with comparable assistance, will relieve you of € 15,500, however the expensive German has the best part cycle and the greatest ability to get off the roads. Its Transalpine counterpart, the Stelvio 1200 8V ABS is the closest in price, with only € 300 difference but does not offer an automatic gearbox. The sporty Kawasaki Versys 1000 pullman is the most affordable, at € 12,499, but its tough plastic and chain transmission strain a set yet effective. Finally, the Triumph Explorer 1200, the main novelty claiming to compete with the BMW, announced at € 15,000, is intended to be more extreme..
The Crosstourer brings a new perspective on the trail-GT planet. Even without a robotic clutch and despite its heavy weight, this Honda masterfully completes the brand’s crossover series. The distant air V4 version once again shakes up the offer in this boiling segment, with very few flaws.

Strong points

• Motor character
• Cycle part balance
• Quality of TCS and C-ABS electronic assistance
• Bluffing optional automatic gearbox.

Weak points

• Heavy weight
• Plastic luggage
• Exhaust silencer

available in black, red, white

The Crosstourer 1200 technical sheet

Competitors: BMW 1200 GS, Ducati Multisrada 1200, Honda Varadero 1000, Kawasaki Versys 1000, KTM 990 SMT, Moto Guzzi Stelvio 1200, Triumph Tiger Explorer 1200, Yamaha XTZ 1200 Super Tenere

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