VFR800X Crossrunner launched

The Australian motorcycle media has received a taste of Honda’s all-new VFR800X Crossrunner, based heavily on the popular VFR800 sportstourer.

Honda’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”.

But why the VFR800 template? A major part of that was the engine, with the V-four an obvious point of differentiation from in-line fours common to sports-tourers, and also twins and triples in adventure bikes.

Even though the engine is now close to a decade old in its current configuration, the Crossrunner platform confirms it’s still a silky smooth practitioner, producing good grunt down low and through the midrange, which then builds into a strong top end. The only difference in Crossrunner guise is a bigger flywheel for “improved drivability”, and there’s also more electricity generated to feed accessories like 12-volt sockets and heated hand grips.

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.

Despite the massive increase in suspension travel (up by 61mm on the front and 26mm on the rear), the seat height on the Crossrunner has only increased by 9mm to 816mm, so it’s a fairly easy reach to the ground.

The handlebars are set back a fair way on the Crossrunner, quite aggressively considering the circumstances, but that philosophy isn’t shared by the handlebars, which are fairly high and swept back.

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.

At higher speeds – 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 into a bend, but once in place it does hold its head high.

Brakes are single combined ABS, which means application of the rear activates a single piston at the front, while the front brakes work alone.

And there is delay mechanism on the front piston when the rear brake is used, which is great if you just want to settle the bike in different situations, rather than requiring full-scale braking.

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 machine is now on sale in Australia for $14,990, available in Graphite Black/Matt Moonstone Silver Metallic or Candy Blazing Red/Matt Moonstone Silver Metallic. Is that an ambitious price, or on the money?

We’ll answer that vexing question, and touch on other aspects of the machine, in the full launch report, which will appear on the Bikesales Network next week.

SPECS: HONDA VFR800X CROSSRUNNER

ENGINE
Type: 782cc, liquid-cooled, 16-valve, DOHC, four-stroke, 90-degree V-four
Bore x stroke: 72mm x 48mm
Compression ratio: 11.6:1
Fuel system: PGM-FI electronic fuel injection
Max. power: 107hp (80kW) at 10,000rpm
Max. torque: 73Nm at 9500rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain