All Tests – Honda Crossrunner Test: the VFR 800 classified X … – Heavy, but agile and easy

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Honda Crossrunner test: the VFR 800 classified X…

All Tests - Honda Crossrunner Test: the VFR 800 classified X ... - Heavy, but agile and easy

No, Honda does not launch into the production of X movies in 2011 but declines its VFR800 in an "X" version called Crossrunner. A month before arriving at the dealership, Site had the chance to ride it under the Balearic sun. Test.

Heavy, but agile and easy

Obvious from a design point of view, the 2.0.11 update of the VFR800 is just as obvious when it comes to driving, from the first few meters. In addition to the much more relaxing driving position, the agility of the front end is obvious. !

Thanks to its wide and high handlebars, the profile of its front Pirelli and the lever arm enjoyed by the pilot standing upright like an "i", the Crossrunner is easier to throw on the angle than the VFR. Roundabouts, intersections or pins are swallowed with disconcerting ease.

The surprise is all the greater that when stationary, the weight of the Honda is far from going unnoticed: with its 240.4 kg all full (against 249 kg, but placed a little lower on the road), the Crossrunner doesn’t handle like a small roadster. This could also drive away the experienced biker grandpas to whom Honda was referring, those who wish to acquire an "easy" motorcycle..

Once launched, however, the Crossrunner makes you forget its weight and even the rapid changes of angle are executed easily. Compared to the VFR800 (which we had tested again a few days earlier when launching the Michelin Pilot Road 3, read our), the VFR 800X Crossrunner requires much less upper body engagement. This is what will delight, this time, the "sober" bikers !

In town, the Crossrunner scores additional points: its turning radius equivalent to that of the CB1000R (2.8 m against 3.4 on the VFR according to Honda) allows to maneuver efficiently while the ground clearance of 140 mm facilitates sidewalk climbs ford crossings…

A Crossrunner well adapted to the urban environment

In addition, the high-placed mirrors do not interfere with the line up walks in the undergrowth and offer a simply perfect vision: you can monitor what is happening on the sides but also right behind you, all without any vibration..

The Crossrunner as a whole is also devoid of any sizzling or shaking. Only the most sensitive will detect, at half speed, a few small tickles in the fingers if they remain on the levers.

Well balanced, the engine runs perfectly smooth on condition – as on the VFR – to keep it above 2000 rpm: below, it must be admitted that it bumps. Less creamy than a 4-cylinder in line therefore, the V4 is still flexible, then a certain liveliness from 3500 rpm on the first reports.

Similarly, if its selection is not the softest in the Honda catalog, the box readily lends itself to the tedious exercise of urban traffic jams. Thanks also to the perfectly adjusted Honda PGM-FI injection, the driving can be very smooth, which should delight Bobonne the charming passenger of the sleeping license or the sober motorcyclist..

Still in the city center, but also on slippery roads – and there were some in Palma! -, the combined ABS braking system delivered as standard is extremely reassuring. The laziest will even be content to press the single brake pedal, which activates the two rear pistons as well as the central piston of the front right caliper..

Lack of practicality

Adjustable in spacing like that of the clutch, the brake lever offers a good feeling: the braking is progressive and can be finely adjusted depending on the situation. In case of surprise, when a person suddenly dislocates, during a refusal of priority or if the grip turns out to be less than what we thought (hum), the ABS intervenes in a way that is always so soft and allows you to stay focused.

In dynamic terms, the Crossrunner is therefore well suited to the urban environment. Unfortunately on the practical side, it overlooks important points. Note for example that the central stand supplied as standard on the VFR800 appears in the "accessories" department at the public price of € 293.

Likewise, the rear shock absorber spring preload adjustment knob on the road has disappeared on the trail version, while the storage space under the saddle is reduced to its simplest expression: "it can accommodate the U Honda", explains Honda …" And that’s all! "

Sensitive to this type of remark, "sleeping" bikers – those who want to prove to those around them that getting back on the bike is too cool! – will also be disappointed to learn that the 120 hours of wind tunnel testing resulted in only partial protection of the body.

Indeed, if the legs, the torso and the beginning of the shoulders – no need to be called Camille Lacourt to feel it – are well isolated from the air flow, the upper arms and the head must fight against the wind. But there is a lot of wind on the Crossrunner, especially above 7000 rpm !

"Thanks to the air ducts lengthened by 20 mm, the modification of the exhaust line and the new injection settings, the transition of the Vtec from 2-valve to 4-valve mode is now very smooth", the members of the Honda Europe team promised us … well the fellows were not lying !

Goodbye the ugly kick in the buttock, which could destabilize inexperienced motorcyclists, or even the top guys if the transition was executed full angle on a trickle of gas! The V4 is much more docile and pleasant but retains its MotoGP character trait, more "500 cc 2-Stroke" than "800cc 4-Stroke" !

Two indicators do not deceive when switching to 16-valve mode (4 valves x 4 cylinders, the count is good!): The chest must tilt forward to counter the increase in pace while the ears suddenly seem to unblock…

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