Honda Crosstourer model 2014 in an individual test

Honda Crosstourer model 2014 in an individual test
Blacksmith

Honda Crosstourer model 2014 in an individual test

Honda Crosstourer model 2014 in an individual test

Honda Crosstourer model 2014 in an individual test

Honda Crosstourer model 2014 in an individual test

15th photos

Honda Crosstourer model 2014 in an individual test
Blacksmith

1/15
Technically, the Honda Crosstourer enjoyed careful model updates, chassis, engine and bodywork remained technically completely unchanged.

Honda Crosstourer model 2014 in an individual test
Blacksmith

2/15
A protection for the artfully laid stainless steel manifold under the V4 as well as a more accessible rebound adjuster on the less comfortable strut would be good.

Honda Crosstourer model 2014 in an individual test
Blacksmith

3/15
What’s on the wish list for 2015? Lower consumption, better wind protection and a simpler adjustment mechanism for the mini disc: Allen screws are really out.

Honda Crosstourer model 2014 in an individual test
Blacksmith

4/15
Still not height-adjustable, but now more comfortably contoured: the bench.

Honda Crosstourer model 2014 in an individual test
Blacksmith

5/15
The traction control already intervenes at the violent traffic light sprint, regulates so much power on loose ground that you hardly feel able to climb a hill.

Honda Crosstourer model 2014 in an individual test
Blacksmith

6/15
And this is what the 129 hp engine looks like from below.

Honda Crosstourer model 2014 in an individual test
Blacksmith

7/15
The water-cooled four-cylinder four-stroke 76-degree V-engine of the Honda Crosstourer.

Honda Crosstourer model 2014 in an individual test
Blacksmith

8/15
The brake of the Honda Crosstourer.

Honda Crosstourer model 2014 in an individual test
Blacksmith

9/15
The three-stage traction control is a real benefit. Level 3, set by default after switching on the ignition, regulates defensively, extremely early.

Honda Crosstourer model 2014 in an individual test
Blacksmith

10/15
New in 2014: three-stage traction control display over the time. As before: roughly readable LCD tachometer.

Honda Crosstourer model 2014 in an individual test
Blacksmith

11/15
The spotted camouflage suit on the steel tank and front fairing (fenders and rear fairing remain uni black) harmonises perfectly with the now completely black V4 engine and cardan drive train.

Honda Crosstourer model 2014 in an individual test
Blacksmith

12/15
Martial look just looks bold. That’s why there is a new camouflage paint option for the new Honda Crosstourer: "Matt Titanium Blade Metallic".

Honda Crosstourer model 2014 in an individual test
Blacksmith

13/15
Honda Crosstourer. In earlier tests, the nominally 129 hp engine made real 120 thoroughbred horses trot. From 4000 tours there are always over 100 Newton meters; from the 5500 mark even 115 to over 120! The brawny power development lets the Honda-typical rough display, difficult to read LCD tachometer get over in bar form. There is always good progress everywhere.

Honda Crosstourer model 2014 in an individual test
Blacksmith

14/15
The 76-degree V4 hums pleasantly, only hammering hard at higher speeds.

Honda Crosstourer model 2014 in an individual test
Blacksmith

15/15
Plus points are long maintenance intervals of 12,000 and a three-year guarantee including mobility guarantee. Which’s probably never needed: In the MOTORRAD endurance test over 50,000 kilometers, the robust all-rounder was extremely reliable.

Honda Crosstourer model 2014 in an individual test

Tourer in camouflage suit

A 2014 model in the second half of the year? Yes, because the slightly redesigned Honda Crosstourer didn’t appear until late spring. In addition, Honda Germany and dealers only had the previous model available for the latest test (MOTORRAD 13/2014).

Well, clothes make the man. And a martial look just looks bold. That’s why it’s available for the 2014 Honda model C.rosstourer a new varnish option in camouflage: “Matt Titanium Blade Metallic”. The spotted camouflage suit on the steel tank and front fairing (fenders and rear fairing remain uni black) harmonises perfectly with the now completely black V4 engine and cardan drive train.

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Honda Crosstourer model 2014 in an individual test

Honda Crosstourer model 2014 in an individual test
Tourer in camouflage suit

Traction control is a win

The 76-degree V4 hums pleasantly, only hammering hard at higher speeds. In earlier tests, the nominally 129 hp engine of the Honda Crosstourer let real 120 thoroughbred horses trot. From 4000 tours there are always over 100 Newton meters; from the 5500 mark even 115 to over 120! The brawny power development lets the Honda-typical rough display, difficult to read LCD tachometer get over in bar form. There is always good progress everywhere.

Despite revised shift algorithms, the D automatic mode of the DCT transmission of the Honda Crosstourer engages the highest gears very early; the fifth from around 50 km / h, the sixth from 60 km / h. Only the livelier S mode keeps third and fourth gears in there longer. Tensioning the tap always impressively activates the kick-down function.


Blacksmith

Martial look just looks bold. That’s why there is a new camouflage paint option for the Crosstourer as Honda’s 2014 road enduro: "Matt Titanium Blade Metallic".

Coasting and downshifting without a load, for example in front of red lights, is usually gentler than before, only rarely in a bumpy manner. When upshifting, imperceptible connections without interruption of tractive effort inspire. Especially since as a driver of the Honda Crosstourer you can intervene manually at any time. Once you’ve figured it out, switching without clutching with your fingertips on the touch buttons is a fun affair.

Starting and turning are easy exercises even with a full steering lock. But on gravel or when turning on a slope you sometimes miss the clutch lever. Because the test machine with DCT and main stand weighs a whopping 289 kilograms. Including the luggage system, the Honda Crosstourer with its high center of gravity easily breaks the six hundredweight mark. Uff!

Good control when stationary, even for smaller drivers

With heavy suitcases, even less remains of a meager 190 kilograms of payload. But the rear of the Honda Crosstourer is happy about the seat that is now finally comfortable and suitable for touring. Their narrower cut in the front area also allows smaller drivers good control when standing.

The three-stage traction control of the Honda Crosstourer is a real benefit. Level 3, set by default after switching on the ignition, regulates defensively, extremely early. It already intervenes at the violent traffic light sprint, regulates so much power on loose ground that you hardly feel able to climb slopes. If you thread from the gravel parking lot onto non-slip asphalt, it will take a long time to readjust. In contrast, the sharply tuned level 1 on grass also allows a violently transverse rear wheel and high wheelies on the road. Level 2 is a good compromise.

The revised Honda Crosstourer costs 14,145 euros

What’s on the wish list for 2015? Lower consumption, better wind protection and a simpler adjustment mechanism for the mini disc: Allen screws are really out. The headlight range can also be adjusted without tools. Oh yes: A protection for the artfully laid stainless steel manifold under the V4 as well as a more accessible rebound adjuster on the less comfortable strut of the Honda Crosstourer would be good.

Plus points are long maintenance intervals of 12,000 and a three-year guarantee including mobility guarantee. Which’s probably never needed: In the MOTORRAD endurance test over 50,000 kilometers, the robust all-rounder was extremely reliable. The revised Honda Crosstourer without DCT costs 14,145 euros. Just as much as the 2013 touring edition model: including case set, topcase, heated grips, higher touring windshield and main stand – accessories for officially 2835 euros! The previous model currently only costs 12,490 euros “naked”. You only have to do without the hip camouflage suit.

Technical data Honda Crosstourer


Blacksmith

New in 2014: three-stage traction control display over the time. As before: roughly readable LCD tachometer.

engine
Water-cooled four-cylinder four-stroke 76-degree V-engine, one overhead, chain-driven camshaft, four valves per cylinder, roller rocker arm and bucket tappet, wet sump lubrication, injection, 4 x Ø 44 mm, regulated catalytic converter, 570 W alternator, 12 V battery / 12 Ah, automatically operated double clutch transmission, six-speed, cardan shaft, secondary gear ratio 2.699.
Bore x stroke: 81.0 x 60.0 mm
Displacement: 1237 cm³
Rated output: 95.0 kW (129 hp) at 7750 rpm
Max. Torque: 126 Nm at 6500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base and rebound damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, six-piston fixed caliper, disc brake at the rear, Ø 275 mm, Double piston floating caliper, traction control, ABS.
Spoked wheels with aluminum rims: 2.50 x 19; 4.00 x 17
Tires: 110/80 ZR 19; 150/70 ZR 17

mass and weight
Wheelbase 1595 mm, steering head angle 62.0 degrees, caster 107 mm, spring travel f / r 145/146 mm, seat height 850 mm, weight with a full tank of 287 kg, permissible total weight 479 kg, tank capacity 21.5 liters.
Warranty: three years
Colors: red, white, black, gray
Price / additional costs: 15,018 euros * / around 355 euros

*Incl. DCT (1000 euros) and main stand (228 euros)

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