Trail – 2015 Crossrunner test: the VFR800X has found its way! – Crossrunner 2.0: easy going

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2015 Crossrunner test: the VFR800X found its way !

Trail - 2015 Crossrunner test: the VFR800X has found its way! - Crossrunner 2.0: easy going

Since its launch in 2011, the Honda VFR800X Crossrunner has been looking for the path to success … The fault of its offbeat positioning and look, its mediocre comfort and its practical shortcomings. Honda fixed everything for 2015… And that changes everything ! Test.

Crossrunner 2.0: easy going

It is therefore with serenity and confidence that we approach the Spanish secondary network, the VFR800X revealing a multitude of talents as the turns are linked. Clearly more comfortable thanks to its "de-radicalized" position and its large-travel suspensions, the Crossrunner immediately appears as a pleasant traveling companion..

Its saddle offers good support that does not sag over the hours, while the new screen greatly outperforms in terms of protection the unsatisfactory windshield installed from the previous vintage. Air and elements are now properly deflected, with the shoulders and virtually the entire head of a 5ft pilot being sheltered.

Adjustable in height with tools over a low amplitude, this bubble should however have been a few centimeters higher in order to preserve the last third of the helmet from swirling, which is not the case here in the high position. A manual adjustment would not have been to displease us either, but according to Honda this function yet oh how practical would have "weighed down the front end"…

Insofar as a fixing system via four BTR screws and slides is already installed, the MNC editorial staff is not totally convinced that a device that can be unlocked by hand would have added a lot of additional weight … , what importance on a motorcycle already exceeding 240 kg ?

Another small detail penalizing in the long run: the unchanged position of the footrests, quite set back from the vertical axis of the pilot, induces a more pronounced bend of the legs than expected on a trail-GT. During the 200 km of our test, this ergonomics reminiscent of the "Sport-GT-esque" of the VFR-800 did not appear really uncomfortable, but the lower body is less relaxed than the arms and the bust.

Quivers also tickle the boots past the 6500 rpm mark, just as the variable valve timing of the V4 switches from two to four-valve mode to acceleration (6300 rpm when the gas is cut). These vibrations then spread to the handlebars at high revs, but remain sufficiently contained so as not to become painful or disturb the excellent rear view..

Revised to offer more transparency, the mechanical transition triggered by the V-Tec has indeed become much more pleasant. No more jolts felt on previous generations: the operation of the Honda variable distribution is now complete, still offering the V4 that funny thrust like "turbo" when it activates the 4 valves per cylinder !

The graduations of the new instrumentation using white characters on a black background – a very readable solution, even in direct sunlight – then darken at full speed up to high revs. Very lively from 6,500 to 12,000 rpm, almost angry in its way of distributing its power, up 4.2 hp (106 in Full), the 4-cylinder in V offers muscular, lively and no downtime flights in towers.

And what a pleasure to hear its rugged and irregular melody transforming into a roar with metallic tones with each big acceleration! Of all the Honda 4-cylinders in the current range, the V-Tec V4 is undoubtedly one of the most sensational, a million miles from the smooth revs offered by some of its "chassis neighbors"…

The problem is that perpetually maintaining the engine speed in its second part is not more comfortable on a daily basis than economical at the pump … not to mention the risks for the driver’s license! Because strong of its generous reach and its long reports (the third takes 180 km / h, the fourth more than 200 …), the V4 gallops quickly, very quickly … Too fast even considering the needs of a motorcycle like the Crossrunner and, above all, the constraints imposed by legislation !

Therefore, we say that a revisited gearbox and a shorter final transmission would serve the cause of the Japanese trail-GT, by strengthening its revivals in the usual regimes. Despite the progress announced in terms of torque (from 72.8 on the previous model to 75 Nm in 2015), the engine is indeed quite hollow between 3000 and 5000 rpm for its displacement (782cc), especially on the latest reports.

At 90 km / h in sixth gear, the mechanics purr at 3500 rpm. And like a big cat, she takes all her time to "stretch" and start trotting when called upon! In the viroleux or to overtake, it is therefore necessary to downshift by one – or even two – reports, a "sharp" behavior often pointed out with the V4 V-Tec and which does not arrange the total mass and the grip at crossrunner wind…

Ah, the rigor…

Another characteristic that our readers will have to understand on its handlebars: the pronounced flexibility of the suspensions with the original settings. A formidable braking machine, the Crossrunner dives excessively when taking the right lever, the sliding of its non-inverted fork being insufficiently slowed down. Entry into fast curves is penalized for lack of a good feel and directional precision..

Same story for the rear shock absorber which literally sags during a generous go-around. This results in poorly controlled mass transfers resulting in an unpleasant "rocking horse" phenomenon when the rhythm accelerates. If the search for a compromise oriented towards comfort is legitimate for a motorcycle of this category, more rigor appears essential. Especially with a view to the probable rolling in duo with suitcases and top-case (optional) filled to the brim !

However, suspensions with perfectible adjustments are not a real problem in themselves. The concern comes in most cases from the quality of the damping elements, often basic to contain costs and therefore not very sensitive to settings. Fortunately, this is absolutely not the case of the Crossrunner, worthy representative of the "VFR clan" to the end of its 43 mm sheaths. !

Less than 5 minutes were enough for MNC to firm up its basic "setting", thanks to the accessible preload wheel located behind the left rear footrest and to the detent screws on the fork caps and the monoshock. A few laps of preload and "clicks" later (two laps of preload at the rear, one at the front, and one lap of front-to-rear rebound for a 67kg rider), and the Crossrunner was transformed..

Thanks to the slight variation in attitude generated by the additional preload at the rear, the front axle first of all enjoys more downforce, which eliminates the feeling of "floating" previously felt when tilting and at high speed.

For the same reason, the bike gains in agility and precision, especially when entering curves. Melting at the chord point while maintaining pressure on the front brake lever is now no problem, as is changing course at the last moment to avoid an obstacle or a trace of moisture.

Despite some concerns about this, comfort was not really affected, including at the rear. On the contrary, one would be tempted to write: the mono-shock absorber now working correctly, the shocks are absorbed progressively and efficiently, ensuring both better handling and enhanced traction..

This is the opportunity to have fun with the grip of the rear tire in order to test the anti-skidding installed in series … and to see that if it comes into action in a discreet and gentle way, it then regulates the power for a fairly long period of time. Quickly activating in its highest mode, this traction control would also benefit from "making the hand" in a smoother way after being in action..

Verdict: almost perfect, the Crossrunner "2.0" !

Comfortable, healthy and dynamically exciting after some minor adjustments to its suspensions, the VFR800X Crossrunner is a successful redesign because intelligently redesigned and now accomplished.

With this 2015 vintage, Honda erases practically all the faults of the old model and exposes in a clearer way the raison d’être of this motorcycle: to combine the qualities of comfort and the aspect of a trail with the excellent road capacities of its cousin sport-GT VFR800. The best of all possible worlds? Almost…

Because some important practical aspects are still missing on this two-wheeled "SUV" (central, plug, bubble adjustable by hand, storage compartment …), while a cure of slimming and strengthening would remove some of his extra pounds and strengthen his times at low and mid-range.

Update November 5: 2015 Crossrunner pricing

Honda revealed at the launch price of its 2015 Crossrunner, set at € 11,999 until December 31. A relatively high price because up by 1000 euros compared to the 2014 model and which will probably then align with that of the VFR800 VTEC (12 599 €) from which it comes.

It also remains to wait for the Eicma show in Milan next week to discover its new price, a little high previously since flirting with the 11,000 euros (see update opposite).

Questioned by MNC, the, is perfectly aware that a price placed will be decisive in achieving its very ambitious objectives: Fabrice Recoque hopes to double or even triple sales in France, which are currently struggling to reach the meager score of 200 units per year.

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