2011 Honda VFR800X Crossrunner

Honda’s all-new VFR800X Crossrunner has been launched locally, using the popular VFR800 sportstourer as a donor bike.

The Japanese company's brief for the Crossrunner is simple: to provide “the flexibility and exciting attitude of a naked performance machine with the upright riding position and rugged appearance of an adventure bike”.

And for those into critical analysis, the word “appearance” is the most relevant one in that sentence.

The Crossrunner is not an adventure bike in the absolute go-anywhere true sense of the word, certainly in a direct comparison to machines like the BMW GS range, the Yamaha XTZs and Triumph Tiger 800.

And Honda’s not pretending otherwise – and that’s borne out in its literature. Instead, what we get is an extremely competent sports tourer, but wearing clothes with an adventure bent. Make sense?

Well it did as soon as we hit the highway, with the seemingly ageless V-four (working in tandem with the excellent six-speed gearbox) clearly the hero – and it’s also an obvious point of differentiation from in-line fours common to sports tourers, and also twins and triples in adventure bikes.

Even though the V-four  is now close to a decade old in its current configuration, the Crossrunner platform confirms it’s still a silky smooth exponent, producing good grunt down low and through the midrange, which then builds into a strong 107hp top end, before signing off at the 12,000rpm redline. And with some glorious acoustics, too.

The V-four’s major difference in Crossrunner guise is a bigger flywheel, which helps steady engine speed and find grip in slippery conditions (maybe it’s an adventure bike after all?), and in a practical sense there’s also more electricity generated.

Even though there’s a hint of technology for technology’s sake with the VTEC set-up, it’s not going anywhere. In a nutshell, the VFR operates on two valves per cylinder up until it reaches 6600rpm, when it switches over to four valves per cylinder with an accompanying increase in tempo.

When the revs are dropping it switches back to two-valve operation, but at a lower point (6100rpm). Honda says this delivers the best of both worlds -- boosted fuel economy without sacrificing low and midrange grunt, with a vigorous top end.

The Crossrunner also shares the same twin-spar alloy beam frame as the VFR800, but after that it pretty much takes on its own persona with longer travel suspension, a redesigned low-slung 4-2-1 exhaust system, revised ergonomics, a new front cowl/windscreen/instrument panel, reshaped seat and fuel tank (it’s now 21.5 litres), single-pipe handlebars, and a new rear cowl.

While there’s been a massive increase in suspension travel over the VFR800 (up by 61mm on the front and 26mm on the rear), the seat height has only increased by 11mm to 816, so it’s still a fairly easy reach to the ground.

As for ground clearance, it’s now been increased 10mm to 140, which means the Crossrunner can really only cope with a light dusting of off-road work before it reaches its limits.

The footpegs are set back a fair way, quite aggressively considering the circumstances, but that philosophy isn’t shared by the handlebars, positioned high and swept back, which can make standing up in the dirt a slightly awkward affair.

The whole ergonomic triangle results in quite an upright, adventure-like riding position, where a lot of the weight bias is towards the rear end of the bike. It is a comfortable set-up for me, and there’s still a fair bit of legroom even for taller punters. The seat is a goodie, too.

At a more robust pace – we got to punch out a few hot laps at an excellent private road facility north of Sydney – the Crossrunner does require a subtle shove to force it bends, but after that there’s very little resistance. And on public roads, where the situation isn’t quite as intense, it’s more than capable of riding along at a fair clip, all in an unflustered manner.

And because it’s a road bike – it has 17-inch rubber both ends – with the same suspension as the VFR800 (i.e. well sorted) there’s not too much dive under heavy braking. Sure, maybe a little more than the VFR800 because of the longer suspension travel, but generally it’s very compliant, stable and composed, which is also a tick of approval for the twin-spar alloy beam frame and a function of the more conservative geometry.

By the way, the hydraulic preload adjuster on the VFR has got the chop on the Crossrunner, and changes now have to be made via the old-fashioned c-spanner, which is supplied in the bike’s tool kit.

With a 21.5-litre tank, even on conservative consumption figures the Crossrunner is good for well over 300km. With a kerb weight of 240kg, the Crossrunner is not exactly a feather weight but the bulk seems to dissipate as soon as you hop on, which is often the case on these types of bikes.

Brakes are single combined ABS, which means application of the rear activates a single piston at the front, while the front brakes do their work alone. There is delay mechanism on the front piston when the rear brake is used, which is handy if you just want to settle the bike mid corner, rather than requiring full-scale braking. In a road situation, I can’t fault it.

The instrumentation is all LCD, housed in a minimalist, high-mounted unit. The LCD can sometimes get a bit ‘lost’ in both sun and shadows, but it’s still a decent set-up. Crossrunner accessories include a top box and panniers (the same as the VFR1200F), heated grips, a high windscreen, side deflectors, centrestand and a 12-volt socket set.

The top box and panniers aren’t bargain basement at $2580, but unlike the VFR1200F, whose inflated price has been like an albatross around Honda’s neck since day one, the Crossrunner is rationally priced at $14,990 in a competitive market, with bikes like the Suzuki DL1000 V-Strom also in the picture.

And let’s not forget another brilliant sportstourer – the VFR800 at $13,990...

The Crossrunner is available in Graphite Black/Matt Moonstone Silver Metallic or Candy Blazing Red/Matt Moonstone Silver Metallic.

Visit the VFR800X Crossrunner in Bike Showroom.

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Twin-spar alloy beam
Front suspension: Conventional 43mm telescopic fork, adjustable for preload and rebound
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: Twin 296mm discs with three-piston Nissin calipers and single-combined ABS
Rear brakes: Single 256mm disc with three-piston Nissin caliper and single-combined ABS

DIMENSIONS AND CAPACITIES
Kerb weight: 240.4kg
Seat height: 816mm
Wheelbase: 1464mm
Ground clearance: 140mm
Fuel capacity: 21.5 litres

OTHER STUFF
Price: $14,990
Colours: Graphite Black/Matt Moonstone Silver Metallic or Candy Blazing Red/Matt Moonstone Silver Metallic
Bike supplied by: Honda Australia, tel (03) 9270 1111, www.hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres