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Honda Crossrunner in the driving report

Crossrunner gets a fresh cell treatment

The 1200 crosstourer is more spectacular, the NC 750 X much cheaper. Now the 800 model Honda Crossrunner wants to break free from the oblivion between her two sisters with a fresh cell treatment.

Man what a street! The asphalt strip from Marbella winds northwards towards the Sierra de las Nieves like a dragon. Right, left, right, one curve blends seamlessly with the next, the vertical degenerates into a transit station between the slopes. Maybe the new Honda VS.Rossrunner used this terrain to show: Look here, I’m someone again!

Honda Crossrunner in the driving report

Crossrunner gets a fresh cell treatment

A long list of memories

But now the Honda Crossrunner wears bare feet. Why not? An 800 V4 engine with variable valve control, you can show it. Nobody else has it, except half-brother VFR 800 F. She shares a lot with him: the aluminum bridge frame and the swing arm anyway and now also the filigree cast wheels and the exhaust. But that is where the relationship ends. Especially now. Because for the coming summer, the parents have really gone on a shopping spree with the shy offspring. We have given it a new paneling, clearly drawn in the style of the Crosstourer, given it a significantly revised ergonomics, longer spring travel, a motor that has increased from 102 to 106 hp, new instruments, traction control, standard heated grips and a long list of memories (see “What is new?”) granted. But the senses can hardly register all this in the intoxication of the inclined position.

Shortly before, in the city traffic of Marbella, it was different. Despite the spring travel increased by 25 millimeters at the front and 28 millimeters at the rear, the feet of a 1.80 meter man can easily reach the ground even in the higher of the two seat bench positions. In general, it resides comfortably. Not only because of the more tapered seating in the front area, but also because the high risers now stretch the wider handlebars almost three centimeters further towards the pilot. The fact that the two side-mounted radiators that are so characteristic of the VFR models are now being replaced by a single front radiator, streamlines the silhouette and additionally supports the considerably more spacious feeling compared to the previous model. The view of the Honda Crossrunner’s instruments is also gratifying. The display, which was only moderately readable on the previous model, now offers good contrast even in the blazing Spanish sun and now also has a gear indicator.

New Crossrunner rides on a gentle tour when it comes to suspension

We have reached the plateau. The curve radii open. The world of thought too. VTEC – how was that again? In 2002 Honda had introduced variable valve timing in the VFR. The technical trick, which actuates only two valves per cylinder for more torque in the lower speed range and switches to four-valve operation from mid-speed for more peak performance, sounds awesome in theory. In practice, however, the VTEC engines were unconventional. Even the current VFR 800 F performs the system change with a performance kink and hiccups at the moment of switching, still quite boyish. In this respect, the Honda Crossrunner can pat itself on its newly formed shoulders.

Honda

The new Honda Crossrunner also rides smoothly when it comes to suspension

The valve drive smoothly provides reinforcement from 6500 rpm, then changes the pitch of the voice with a rasping undertone and pushes man and machine forward with the power of the second wind. Well done. However: below this mark, i.e. in two-valve operation, the very short-stroke propellant starts up only cautiously, requires speeds for the sleek start out of the turns and has to be stepped down one or two gears for quick overtaking. Nominally weaker mid-range enduros such as the 85 hp BMW F 800 GS are more powerful in this regard than the Honda Crossrunner. Even more so in two-person operation or with luggage.

Because the new Honda Crossrunner also rides smoothly when it comes to suspension. The small travel enduro sways deeply due to its extended suspension travel, and even when riding solo it requires an almost completely closed rebound damping so as not to rock. Additional ballast should therefore push the suspension to its limits. In return, the conventional fork and the suspension strut, which is linked via a lever, put everything away in one-man operation. The cross-racer glides over the worst of faults like on a sofa, and with this set-up, it complements the feel-good atmosphere behind the small but well-protecting pane. Very few people will miss an adjustment option for the permanently mounted shield.

Braking, bending, keeping the line – a piece of cake

In general, their uncomplicated nature remains the strength of the Honda Crossrunner. Braking, bending, keeping the line – a piece of cake. The VFR 800 X simply seems to have forgotten the longer wheelbase, flatter steering angle and greater caster – all actually contributing to stability, but parameters detrimental to handling – in the zigzag cornering. The Honda, which weighs 242 kilograms, can be circled around the hairpin bends as clean as a whistle. The fact that exuberance has to be slowed down by the two-stage traction control adopted by the VFR 800 F will rarely be necessary with the gentle performance of the 800 engine. Nevertheless: If you challenge it, you will experience that the slip regulator intervenes gently in both stages – and still hopes to only need the traction control in emergencies. Just like the ABS, which brings the Crossrunner to a foolproof stop without the slightest stoppie tendency.

Keyword foolproof. In terms of safety, the automatically resetting turn signals should be at least as relevant in everyday life as traction control. While BMW and Harley have been using the automatic turn signal switch off for years, this technology is celebrating its premiere in the Honda model range in the Crossrunner. This took place at the beginning of this year in the VFR 800 F with the shift assistant optionally offered for the Crossrunner (only active when shifting up, surcharge 199 euros). Anyone who has got used to zapping through the transmission effortlessly and almost seamlessly will finally understand the strengths of the unspectacular character of the Honda Crossrunner – and hope that it will not only be able to prevail against its own siblings.

Technical data Honda Crossrunner

Honda

The single-sided swing arm looks valuable – and is 1.2 kilos lighter.

Honda crossrunner

Engine: Water-cooled four-cylinder, four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 4 x Ø 36 mm, regulated catalytic converter with secondary air system, 427 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 43:16.
Bore x stroke: 72.0 x 48.0 mm
Displacement: 782 cm³
Compression ratio: 11.8: 1
Rated output: 78.0 kW (106 hp) at 10,250 rpm
Max. Torque: 75 Nm at 8500 rpm

Landing gear: Bridge frame made of aluminum, telescopic 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, four-piston fixed calipers, disc brake at the rear, Ø 256 mm, double-piston floating caliper, Traction control, ABS.
Cast aluminum wheels: 3.50 x 17; 5.50 x 17
Tires: 120/70 R 17; 180/55 R 17

Dimensions + weights: Wheelbase 1475 mm, steering head angle 63.5 degrees, caster 103 mm, spring travel f / r 145/148 mm, seat height 815–835 mm, empty weight 242 kg, permissible total weight 432 kg, tank capacity 20.8 liters.
Guarantee: two years
Service intervals: 12,000 km
Colors: red, black, white
Price: not yet known

What’s new?

Honda

The top performance of the new Honda Crossrunner has been increased to 106 hp (previously 102 hp).

Honda crossrunner

engine

  • Top performance increased to 106 hp (previously 102 hp)
  • cooler placed in front of the engine (previously on the side)
  • Exhaust system from the VFR 800 F
  • VTEC coordination revised

landing gear

  • Swing arm stiffer and 1.2 kg lighter
  • Suspension travel longer (145/148 mm instead of 120/120 mm)
  • Seat height adjustable in two ways (815/835 mm)
  • Bench two instead of one piece
  • Rear frame made of cast aluminum (previously steel tube)
  • Handlebars 88 mm wider and 4 mm higher
  • Handlebar position 28 mm closer to the driver
  • Ground clearance 165 mm (previously 140 mm)
  • Steering head angle flatter (63.5 instead of 64.4 degrees)
  • trailing longer (103 instead of 96 mm)
  • wheelbase longer (1475 instead of 1464 mm)

miscellaneous

  • Disguise in the style of the cross-tourer
  • Traction control standard
  • Heated grips standard
  • indicator self-resetting
  • Led lights
  • Instruments easier to read and upgraded with a gear indicator
  • bikes taken over by the VFR 800 F.

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