TOKYO: Honda has just upgraded VFR800X Crossrunner bike. Like its forebear, it’s an ADV variant based on the exceptional and recently-revised VFR800F platform.
Unlike the first Crossrunner, it no longer looks like a bulbous maxi-scooter placed upon larger wheels.
In fact the new bike looks so much more appealing there’s now hope that Honda will shift a few VFR800Xs, despite the potential buyers still having to endure all the inevitable ‘crossdresser’ jibes from their riding mates.
The original Crossrunner became such a wallflower in showrooms that generous discounts were required to unglue it from the polished cement floors. At one stage you could buy the model for as little as $14,995 which was incredible value given the outstanding V4 engine at the heart of the bike. This new one costs the same as the Viffer-F at $20,995.
For starters, we Kiwis love looking at engines, and the VFR800X exposes more of that gorgeous V4 than its more traditional-looking sports-tourer sibling. Ditching the twin side-mounted radiators in favour a single coolant-cooler mounted up front has enabled a slimmer look for the latest ‘runner, and allowed more muscular lines. Along with some slimming at the rear of the bike, it has also allowed the bike to enjoy more balanced weight distribution, with 49 percent of its not inconsiderable 242kg mass now carried on the front tyre.
Secondly, there’s more space and comfort to be found in the riding position despite most other ADVs continuing to offer longer seat-to-footpeg dimensions. On the previous crosser, the individual handlebars felt a little too close for taller riders, but the new has a one-piece bar that can be swivelled in the riser mounts to bring it to a position that suits. Ahead of the bar is a wider, higher screen that offers significantly more weather protection than the vestigial item fitted to the original VFR800X. Behind it, you’ll find a plusher pew to sit on.
Thirdly, the electronic upgrade given the latest model brings it up to date. There was something about the previous model that made it appear a knee-jerk reaction by a bike-making giant to the sudden emergence of the ADV trend. This time the X is more a machine that stands aloof from the F, rather than cowering in its shadow. Having a full suite of electronic riding aids certainly helps. There’s adjustable traction control, ABS, and handlebar heaters with five settings from manuka-fuelled bonfire to lukewarm cuppa; and they’re all monitored via a larger, more informative digital display.
Hardware differences between this Crossrunner and the original amount to detail tweaks of the engine, suspension, brakes, chassis and tyres. It is now an incrementally more agile bike than before thanks to the steeper steering architecture, slightly reduced mass, and increased steering lock. The latter arguably makes it the U-turn champion of the ADV sector, and crosstown use is where the X really shines over the F, especially when fitted the $2200 complete hard-luggage package that provides one of the best top boxes in the business.
However, get out in boonies and the more precise steering and extra tyre feedback of the F will hand it the dynamic advantage over the X. That’s not only the price of sitting up you’re also more immunised by the higher-riding, softer-sprung, longer travel suspension of the X from the road surface. When said surface deteriorates to gravel, then the pendulum swings back in the Crossrunner’s favour. The traction control operates with commendable smoothness and even the supposedly more alert of the two settings doesn’t kill the joy of riding in any way.
Ditto, Honda’s tailoring of the ABS system is absolutely on the money. Engine changes amount to a little massaging of ignition timing that deliver a slightly different power delivery than the latest F model. The X has a softer response below the 6000rpm threshold where the combustion chambers are being aerated by two valves each, then sharpens more dramatically when reaching the four-valves-per-cylinder mode. This suits the Crossrunner’s all-surface touring mission while giving it a sportier flavour than most other affordable ADVs.
So welcome back VFR800X. The model has finally found the crucial ingredient missing from the 2011 original and is now a more charismatic ride than before.
Honda VFR800X:
Engine: 782cc liquid-cooled dohc 16-valve V4 with electronic fuel injection and variable valve timing; 78kW (104.6bhp) at 10,250rpm and 75Nm at 8,500rpm.
Transmission: Six-speed sequential gearbox, chain final drive.
Frame: alloy twin-spar frame with cast aluminium single-sided swingarm; 43mm cartridge-style rwu front forks with 145mm of travel; rear monoshock adjustable for spring preload with 148mm of travel.
Price: $20,995
Hot: Sharper styled bodywork is a pointer to the X-runner’s sharper steering precision; beautifully calibrated new suspension, brakes and electronics; V4 still rumbles sweetly.
Not: Handguards have gone AWOL; lack of windscreen height adjustment, TC-off switch could have been integrated into the controls more neatly; still cramps legs.