Honda Crosstourer in the test

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Honda Crosstourer in the test
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motorcycles

Honda Crosstourer in the test

Endurance test interim balance: Honda Crosstourer
Interim balance in the endurance test of the Honda Crosstourer

The Honda Crosstourer relieves the driver of clutching and shifting gear. The first half of the 50,000-kilometer endurance test shows what else the tourer can do.

Thomas Schmieder

02/05/2013

In just seven months the Crosstourer In editorial services already over 30,000 kilometers unwound. That’s a good sign. The “road enduro” (Honda quote) was on the road a lot – from Sweden to Spain, from Scotland to Belgium. In the version with Honda’s exclusive double clutch system, without any clutch lever. Is driving without ever having to or being able to use the clutch a welcome simplification or a disenfranchisement for the pilot? The opinions of the testers differ quite a bit about this. “Nobody needs it” is an entry in the logbook, for example. “Clear your head,” writes another. “Transmission takes getting used to” is next to “the automatic works perfectly”.

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With the term automatic, however, the colleague is only partially right. Because the DCT is actually a conventional transmission that works with two alternating clutches: one for the odd gears one, three and five and one for the even gears two, four and six. The clutch – both when changing gear and when starting off – is hydraulically operated and electronically controlled. To the extent that one clutch releases the frictional connection, the other establishes it. Therefore, there is no interruption of tractive power when shifting. Depending on the choice, either the driver himself or the fully automated on-board computer initiates the gear changes. So a lot of effort. Whether this can work flawlessly in the long term? 


Honda Crosstourer in the test


Blacksmith

Endangered: Even if Honda’s Crosstourer is hardly designed for off-road use, the artfully laid stainless steel elbows and the Kats rockfall are completely defenseless on gravel stages.

At least so far, there have been no defects after more than half of the long-term test distance. The machine, baptized in the factory code VFR 1200 XD, was the second best-selling Honda in 2012, with over 900 units delivered in Germany. She inherited the 1237 cm³ cardan V4 from the sports tourer VFR 1200 F. With longer intake stacks, shorter exhaust manifolds and tamer control times, trimmed to a fuller torque curve, the peak power dropped to a reasonable 129 hp. Of this, 109 horsepower arrive at the rear wheel in our long-term test copy. The rest of the power is lost somewhere between the clutch and the rear wheel.

You can feel the high friction in the drive train, for example, when pushing. You always think the brakes are dragging, that’s how difficult it is to maneuver the massive motorcycle. That makes the machine appear even bigger than it already is. The long-legged tourer weighs 287 kilograms, ten kilograms are due to the dual clutch transmission. Plus a crash bar and luggage system, the sumo tourer breaks the 300 kilogram mark. Too much to call the adventure machine travel enduro. Especially since a meager 145 or 146 millimeters of spring travel front and rear as well as completely unprotected manifolds ex works do not exactly invite you to off-road antics.

Not easy to balance the 600 pounds and the noticeably high center of gravity when maneuvering. And then climb the full 86 centimeter high bench. Far away is the wide handlebar mounted on high risers. There is not much feedback from the front wheel. But with the first push of a button, the good feeling of starting a particularly characterful engine. Acoustically discreetly, the V4 starts to work with a typical grumble. “Neutral” is automatically set when the ignition is switched on. Then you have to use the switch on the right end of the handlebar to engage the first automatic mode “D”. If you’re in a hurry, it’s annoying that after a start it first takes a second or two before you go into first gear.


Honda Crosstourer in the test


Blacksmith

See and feel: with the Honda Crosstourer in wonderfully quiet Sweden.

After a cold start, the clutch engages with uncomfortable jerking. Makes turning or threading into flowing traffic with the handlebars turned more difficult. With warm engine oil, the DCT system does its job better when starting off because it is smoother. Nevertheless, some drivers would like to have a conventional clutch lever back in order to be able to take corrective action on this colossus. Rainer Froberg, experienced fleet manager at MOTORRAD, complains that winding through traffic jams with the Honda takes getting used to. The DCT machine upshifts extremely early in D mode, and has reached the sixth in a jiffy, very gently and imperceptibly. Even in city traffic. Only a look at the gear indicator reveals the Heinzelmann-like upshift. The downer: in the lower speed range, around 2000 tours, there is noticeable play across the entire drive train. In addition, there is an elevator effect of the cardan, which dispenses with torque support. If the speed drops, the system automatically switches down to a complete standstill. But then with “annoying switching shocks and loud Kalonk from the gear box” (logbook). DCT works clearly better with a higher load.

Just as the D mode upshifts early and downshifts late, the sporty S mode does exactly the opposite. He keeps the gears long, shifts down early, when fully opening the purely electronic throttle grip by two gears. At least there is still the option of manual intervention using buttons on the left end of the handlebar. In addition, the long-term test machine has a conventional gear lever, an extra that is subject to a surcharge. This foot lever is particularly popular with those who switch. But once you have got used to the “manual gearshift”, you can switch even in manual mode over hundreds of kilometers with just the push of a button.


Honda Crosstourer in the test


Blacksmith

The cover of the double clutch of the Crosstourer sticks out quite a bit, resulting in combat tours when falling over.

Unfortunately, the CrossTOURER does not do justice to its name. The entire sitting position has a passive-inactive effect. The aluminum frame spreads the legs very wide. And this despite the fact that the rear cylinders sit between the front pair in order to save structural width. The tightly cut standard disc, which is difficult to adjust with a tool (four screws), provides insufficient protection from the wind. Particularly with a pillion, depending on the size of the rider, violent turbulence occurs. Involuntary headbanging is the result. Only Honda’s higher touring windshield, behind which smaller pilots sit fairly quietly and well protected, can help.

The standard bench seat is not ideal for touring. After a maximum of two hours of driving, the buttocks demand a break. It was only after BD Germany’s Yves Moillo seat conversion that the endurance test 1200s were made suitable for long journeys. Your gel inserts and the individual cut can be adapted to your weight and personal physique. The powerful acceleration of the fat V4 tourer has so far delighted all drivers. Downside: Average consumption of 6.6 liters per 100 kilometers and therefore a lot. The 22-liter steel tank hardly allows more than a real 300 kilometers at a time. After all, it is suitable for a magnetic tank bag.

Typically Honda: The V4 purrs and hums with satisfaction as on the first day, without even a single drop of oil having to be topped up outside of the regular inspections. The large oil sight glass always reports “full”. The 12000 maintenance intervals are also praiseworthy and inexpensive. Checking and adjusting the valve clearance is only required every 24,000 kilometers.


Honda Crosstourer in the test


Blacksmith

The cable-operated opening mechanism of the bench seat was already loose twice and had to be reattached.

Was there anything else? Little praiseworthy. Once the seat lock was released, and once the latter got stuck. The effect of the parking brake – when the vehicle is stationary, no gear can be engaged with DCT – often waned. Once the manual pull had to be readjusted; the pads on the additional small brake caliper on the rear disc have already been renewed twice. Probably because the high-torque V4 pounds away even if you have forgotten to release the parking brake during the first few meters. Our fault.

The brakes themselves are very reliable. In contrast to traction control, your ABS cannot be switched off. However, some MOTORRAD colleagues wish that the pedal would not always brake at the front – for example when turning or turning. The chassis has done well so far – stable even at high speeds. With a full luggage regalia and / or pillion rider, it is advisable to completely turn the rebound adjustment screw on the shock absorber, which is somewhat hidden. Otherwise the stern will bob up and down after full compression. The handwheel of the hydraulic spring preload is stiff. Chased briskly over the pustular surface, the up-side-down fork responds rather stiffly.


Honda Crosstourer in the test


Gargolov

Watch out! You should be careful with the Honda Crosstourer on gravel, given its weight of around 300 kilograms, large dimensions and a high center of gravity.

 Continentals Trail Attack have proven to be real endurance runners, lasting over 10,000 kilometers even on the rear wheel, despite full power. They shine with neutral steering behavior, but show a lot of handlebar flutter as the profile decreases. This is alien to the even more manageable Road Attack 2 from the same company. But these cause a more unstable straight-line stability when driving on the Autobahn with full luggage. Maybe it’s a good thing that the speed cutter at a speed of 209 – the speedometer then already shows 225 or more – cuts the forward thrust anyway.

Exhaust alternatives


Honda Crosstourer in the test


Sdun

Exhaust alternative: Akrapovic slip-on line

Akrapovic slip-on line
The 2.5 kilogram, hexagonal slip-on damper (series: 4.9 kg) from Akrapovic has a screwed-on dB eater. The titanium exhaust with carbon end cap looks sporty and chic. It shines with good workmanship, great fit and easy assembly. The sound sounds duller and deeper than in the series, but is pleasantly quiet. Including ABE with noise and exhaust gas reports, it costs 808 euros at Jamparts.


Honda Crosstourer in the test


Sdun

Exhaust alternative: Leo Vince Evolution 2LV One

Leo Vince Evolution 2LV One
Even with the slip-on steamer from LeoVince, the original cats are retained in the manifolds. The cheeky-short, also 2.5 kg light damper gives the Honda rear a completely new touch. The mix of materials is exciting: stainless steel connecting tube and carbon damper. Thoroughly deep, but unfortunately also quite loud sound. Price: 469 euros including ABE, in stainless steel 349 euros. The assembly is a bit fiddly.


Honda Crosstourer in the test


Sdun

Exhaust alternative: Mivv Speed ​​Edge

Mivv Speed ​​Edge
The hexagonal, massive looking stainless steel damper from Mivv has a carbon end cap. It weighs 3.5 kilograms and costs 433 euros with EG-ABE. The sound is similar to the series: deep, muffled and quiet. It is easy to assemble (seal is included), but the fit is not ideal: the main stand strikes. Further features: separate carbon clamp and screwed dB eater. Purchase / information: www.mivv-shop.de


Honda Crosstourer in the test


archive

Performance diagram of the exhaust alternatives.

Because the DCT transmission does not have to be manually disengaged, only the performance of the rear wheel can be determined on the roller dynamometer, not that of the clutch. The endurance test machine with series damper on the 150 mm rear wheel puts out around 109 hp. The three accessory pots bring a little more power in the upper speed range, namely between 1.5 PS for the Mivv exhaust and 2.5 PS for the Akrapovic exhaust.

Accessories put to the test


Honda Crosstourer in the test


Sdun

Expensive original system from Honda.

Luggage systems
Honda’s suitcase and topcase set in an aluminum look costs a whopping 1780 euros. The zipper on the compact top case to expand the volume from 32 to 39 liters is peculiar. This is how a full-face helmet fits exactly. Disadvantage of this technology: The top box is not waterproof in the long term, and mold developed. The luggage system from Shad with 43-liter plastic cases (set: 399 euros) and 48-liter topcase (with painted lid for 247 euros) is cheaper and more spacious. The carrier costs 195 euros. Reference: www.bd-deutschland.de. Honda dealers have an aluminum alternative in their range. It costs only about half as much as the original case shown above and emphasizes the enduro look with its solid, solid design. Quickly dismantled and yet robust: Lock-it pannier racks from Hepco & Becker made of tubular steel (219.50 euros) and the top case rack Alurack (79.50 euros) to accommodate various luggage containers from the German manufacturer.


Honda Crosstourer in the test


Sdun

A better windbreak costs 159 euros.

Touring windshield
Honda’s 12.6 centimeter higher touring windshield offers better wind protection than the original windshield that is too short. It has an ABE and costs 159 euros. MRA already offers windows with adjustable spoilers at this price.


Honda Crosstourer in the test


manufacturer

Cardan protection for the Crosstourer.

Cardan protection
A plastic protector protects the large cardan drive of the single-sided swing arm as standard. From Hepco & Becker has a powder-coated sheet metal part for 138 euros – solid and better if it falls over.


Honda Crosstourer in the test


mps photo studio

After two hours on the original seat of the Honda Crosstourer, the rear end calls for a break.

Bench
The seating furniture with gel inlays by Yves Moillo offers better seating comfort than the unworthy standard bench. The individual adaptation to personal needs costs 475 euros. Info: www.bd-deutschland.de


Honda Crosstourer in the test


manufacturer

The manifold and oil filter are protected by an aluminum sheet.

Engine protection / main stand
A solid, three millimeter thick aluminum sheet from Hepco & Becker protects manifolds and oil filters. Price: 179.50 euros. The TuV-tested main stand from the same provider costs 169.50 euros, while the one from Honda costs 228 euros.

Driver opinion


Honda Crosstourer in the test


Blacksmith

The test drivers drove the Honda Crosstourer as far as Scotland.

Andreas Bildl (48), test editor
Already because of the great V4, the Honda had a sympathy bonus with me. And it has all the facilities for a good travel machine. However, high weight and high center of gravity do not make it easy to deal with in everyday life. In addition, the strange fork set-up and the less supple drive train bothers. The DCT is not yet fully developed, which is sometimes annoying in everyday life. And the seating comfort could be better. It’s a shame, the Honda squandered many opportunities to impress as a fast, comfortable long-distance machine with a V4 flair.

Thorsten Dentges (41), service editor
At first I liked the Honda. Because she drove me quickly and comfortably across the Alps to Italy and back. Until this terrible thunderstorm came on the Splugen Pass. Steep ramps and ultra-tight serpentines uphill at walking pace, carefully accelerate! It goes from bend to bend like eggs, sensitivity is required. Do you want to keep your fingers on the clutch in trial style, as usual? Not possible, with the Crosstourer they reach into the void without a lever. When a car cuts the bend, the 300 kilo trump buries me as if in slow motion with the shock braking from 5 km / h.

Thomas Schmieder (46), test editor
Power and fuel: the powerful V4 is pretty thirsty. And the touring suitability is disappointing with series windshield and seat bench, especially for a Honda. But after 10,000 kilometers on tour in the (improved) saddle of the Crosstourer, one has to attest that the 1200 is the almost perfect sightseeing motorcycle. The double clutch clears your head – even if the hard clutch is annoying after a cold start. The chassis is really good, almost unshakably stable. It’s a shame that the huge Honda doesn’t make it easy for little riders.

Keyword luggage: Honda’s three aluminum-look plastic boxes cost almost 1,800 euros, which is steep. If you are looking for more storage space for less money, you will find luggage systems from Shad or Hepco & Becker, but they build wider. Nicknames characterize the cockpit. In the moderately informative cockpit, the range display only appears when the four-liter reserve has been reached. A little more infotainment, as is actually standard in this category today, would make long stretches of the motorway a little more entertaining. And the roughly indicating, difficult to read tachometer is inappropriate for a Honda. Even with the DCT transmission, the 1200 series has so far been a typical Honda: buy, drive, fill up – that’s it. A “worry-free kilometer unwinding device”, as MOTORRAD trainee Roman Engwer says. The extended three-year guarantee plus mobility guarantee did not have to be used so far. But nobody expected that with a Honda, right?

Honda Crosstourer in the test

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