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Good for work and play

Honda Crossrunner – MOTORRAD Top Test

Written by Ralf Schneider , Date 3:24 PM
Honda Crossrunner

Enjoy the ride on this non-nonsense machine, which loves playful cornering in its restrained yet exciting style: the new Honda Crossrunner. While its mass distribution balance needs some tuning, it offers a nice work-play balance.

It was warm and comfy before Christmas in the South of France. Unfortunately, it was also quite wet, as it often happens when the temperature reaches 16 degrees at this time of the year. Cold front after cold front rolled across the Mediterranean driven by the warm south wind, pouring joyfully down on the Provencal hills. Not surprisingly, the north side of the streets remains mostly moist, and red and ochre earth flows out from all entrances to fields or forest parking onto roadways. Needless to say, the ever changing weather conditions, i.e. sun and clouds, wet, semi-wet and dry, hardly provide an ideal setting for motorcycling. Lucky lads that we are, the Honda Crossrunner happens to be the perfect motorcycle for such conditions.
With its handsome 245 kg, the Honda Crossrunner clings comfortably to the road, allowing the driver, who sits comfortably with an undemanding knee angle, the best possible visibility, while boosting his self-confidence thanks to the wonderfully neutral steering.

 

Every expectation placed on crossover motorbikes has been fulfilled

The cowling redesign has made the Honda Crossrunner visually more appealing, and the 12-cm higher front part has noticeably improved wind protection. The cowling provides effective protection to drivers in the 1.70 to 1.85m range – approx. up to their shoulder; even if the helmet remains thus in the air stream, it is not shaken by turbulence, which is perceived as very pleasant, and also serves the safety and steering precision.
Compared to its 2011 predecessor, Honda has shortened the front suspension travel of the Honda Crossrunner by 20 millimetres, while extending the rear one by three millimetres. Most likely, this has to do with the newly designed, lighter and stiffer swingarm, which equips already the 2014 VFR. These changes have reinforced the impression of a chassis tuned for riding comfort. The Crossrunner could iron out with near-cleaner’s quality a 2.5 km bumpy ride to a secluded hiker parking location. Although its chassis was borrowed from the Honda VFR 800 F – with the exception of spring elements of longer displacement, it offers all the comforts one would expect from so-called crossover motorcycles, with a sound combination of road and some off-road capabilities. For a sporty highway driver, it will probably feel somewhat overdamped and underloaded.

Everything from the engine to the exhaust is identicial to the VFR

Honda’s engineers have anticipated and aptly addressed a curious issue, which mainly stems from the combination of road running gear and the towering, travel Enduro front: The screw heads for fork spring preloading lie deep in the cowling, closely surrounded by plastic, as a result of the low-set steering head of the Honda Crossrunner. Hardly a chance to use a twelve-end wrench to adjust the preload. Problem solved! A short sheet metal wrench in the toolkit does the trick.
As regards suspension, the Honda VFR and the Honda Crossrunner present differences in terms of spring deflection, tuning, and geometry. By contrast, their engines are completely identical up to the exhaust system. All the more surprising, therefore, is the fact that the current test machine enjoyed a small albeit occasionally noticeable power and torque advantage from 5000 rpm relative to the VFR we tested in the summer. Those with utmost benevolence could even say that Vtec would make the transition from two to four-valve operation a bit smoother. Even if the short-term flow mayhem that unleashes when opening the second valve group is always reflected in the performance curve. However, its predecessor surpasses the current Crossrunner across the entire rev range.

 

Exceptional smooth-running and a thrilling sound

The Honda Crossrunner, with 106 HP and just over 80 Nm, feels hardly vigorous enough. This impression is of course supported by random slippery roads, which prove quite a humbling exercise in performance. Summer riders seeking optimum grip will continue to find the V4 somewhat underpowered, and demand a 1000 cm3 without Vtec. Honda has not introduced such a motor because the 782 cm3 is not a suitable base therefor. The compact housing with cast cylinder blocks prevented the installation of a crankshaft with longer stroke, and a larger bore would probably not help the – already very short-stroke engine – in pulling some extra power. As things stand, the only option would be a completely new design. Honda, however, doesn’t seem too willing to bear the potentially hefty development costs. Presumably, the Japanese engineers would hardly build another V4, but design instead a two, three or four-cylinder unit with lower manufacturing costs.
Thus, let us rejoice further on the outstanding running smoothness and the tingling sound of the original and rare engine design. Especially since the Crossrunner offers a proper load-change behaviour. The V4 throttle response is more vigorous but hardly rough, and the Honda Crossrunner regains traction faster at the apex of tighter bends than, for example, a Suzuki V-Strom 1000, which rode along as a reference machine. Despite inferior torque, such trifles help keep the connection to large-volume motorcycles.

 

Shift assistant for an added 290 Euros

Shifting the Honda Crossrunner’s transmission was an exceedingly pleasant exercise. The gear shift is easy, quick, and works without a glitch but for some clanking when downshifting at very low speed. But it is a pleasant clanking. If you’re willing to part with 290 extra Euro, the Cross Runner as well as the VFR can be equipped with a shift assistant, which is harmonised with the transmission. The additional range of optional accessories includes not only suitcases but also two different topcases, a crash cage, optionally with front fog lamps, a main stand and so on.
The new Honda Crossrunner provides further electronics including a two-stage traction control (HSTC for Honda Selectable Torque Control) and even five-level grip heating. Both come standard and their function is displayed in an LCD display rich with information. The control knob for traction control is not as homogeneously integrated into the steering fittings as those of the BMW’s or Ducati’s. In fact, it is literally set atop the left handlebar. Nevertheless, it can be easily reached with your thumb and its operation is straightforward. At a standstill, press the knob repeatedly to cycle through the three modes: "Stage one", "Stage two", and "Off". These days, it is just charming not having to click through multi-level menus to do anything.

 

The tail-heavy Honda Crossrunner offer sample traction at the rear wheel

The MOTORRAD’s tester could indeed measure the performance on the famous Mistral straight of the Circuit Paul Ricard. On the other hand, the track lacked width to perform a test on the circular path, which would have allowed a systematic study of traction control. Drivers soon realize that the HSTC usually exceeds their skills and bravado when accelerating inside the curve – even in the early-engaging level two. Needless to say, the tail-heavy Honda Crossrunner offers whopping traction on the rear wheel. Traction control engages immediately when blast starting or at full throttle on hilltops, i.e. when the front wheel tends to lift off. In this situation, traction control holds back power until the front wheel turns at the same speed as the rear wheel.
Honda’s engineers have been overly cautious when setting the ABS. Deceleration is thus limited to 9.2 m/s2. This indicates that such values can be attained even on a partially wet track. Thanks to the long wheelbase and, once again, its heavy tail, the Honda Crossrunner holds the line without hesitation on hard braking. Only those pulling desperately from the brake lever may induce a brief swerving. Rest assured that it is far from our intent to indicate a deficiency or shortage by pointing out this circumstance. Our only purpose is to describe the extreme force required to elicit an expression of annoyance from the machine. As Top Tester Georg Jelicic rightly notes in his commentary on measured values, a relatively high hand force is needed to achieve full deceleration. It must be added though that brakes, if lightly applied, will respond unprompted, i.e. by no means dull, during braking manoeuvres.

 

The pillion seat is exceptionally comfortable

The LED headlights, which the Honda Crossrunner also borrows from the VFR, look anything but dull. The light/dark boundary is so sharply drawn that the far range in front of the bright light beams turns pitch black right away. Also, there is a relatively dark zone at the medium range, ahead of the front wheel. This poses no problems when charging ahead on a straight line. In curvy stretches or when braking sharply, however, one would appreciate a more evenly illuminated field between short and long ranges.
Finally, a word about the pillion seat. It is extremely comfortable, and the grab handles at the rear are reachable with ease. On this point, the Honda Crossrunner also proves a motorcycle of high practical value and pleasant manners, suitable for work and play.

Technical data

Motor: Water-cooled four-cylinder, four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, fuel injection, 4 x Ø 36 mm, controlled catalyst with secondary air system, 427 W alternator, 12 V/11 Ah battery, hydraulically actuated multi-plate wet clutch, six-speed gearbox, O-ring chain, secondary gear ratio 2.688, 43:16.
Bore x stroke: 72.0 x 48.0 mm,
Displacement: 782 cm³, compression ratio: 11.8:1, nominal power: 78.0 kW (104 HP) at 10,250 rpm Max. torque: 75 Nm at 8,500 rpm

Chassis: aluminium bridge frame, telescopic fork, Ø 43 mm, adjustable spring preload and rebound damping, aluminium single-sided swingarm, central strut with lever system, adjustable spring preload and rebound damping; dual-disc front brakes, Ø 310 mm, four-piston fixed callipers, rear disc brake, Ø 256 mm, double-piston floating calliper, traction control, ABS.
Cast aluminium wheels: 3.50 x 17; 5.50 x 17;
Tyres: 120/70 R 17; 180/55 R 17;
Test tyre test: Pirelli Scorpion Trail;

Dimensions + weight:Wheelbase 1475 mm, steering head angle 63.5 degree, lag 103 mm, spring deflection front/rear 145/148 mm, gross vehicle weight 432 kg, fuel tank capacity 20.8 litres.

 

Service data

Service intervals: 12,000 km
Oil and filter change: every 12,000 km, 3.1 litres,
Engine oil: 10W30,
Telescopic fork oil: 10W;
Ignition plugs: NGK IMR9D-9H, Denso VNH27ZB,
Idle speed: 1200 ± 100 rpm,
Tyre pressure: solo (with passenger)
front / rear: 2.5 / 2.9 (2.5 / 2.9) bar,
Warranty: two years,
Colours: Red, black, white,
Price: 11,695 Euro,
Extras: 295 Euro

Setup

Highway
Fork
Rebound damping: 1.5 turns*;
Preload: 3 rings visible;
Strut rebound damping: 1.0 turns*;
Preload: 3 rings visible *
Counted from the fully closed position.

Comparison Honda VFR 800 F and Honda Crossrunner

One module, two models
Motor developments are particularly expensive. Therefore, manufacturers are trying to create many different models based on a single design. This is indeed the case of the Honda Crossrunner and the VFR 800 F.
Around the turn of the millennium, Honda developed a major technological edge over the competition. Its engines met the Euro 3 standard many years before it became compulsory. This allowed product planners to develop new models on the basis of "old" engines. A case in point would be the VFR 800 F and the Honda Crossrunner. A consistent common parts strategy determines the technology and appearance of both sister bikes. Frame, swingarm, engine, together with all ancillary components, intake and exhaust system, drive train, headlight – are all identical. And even where both motorcycles differ, e.g., fork, fork sliders can be used on both despite their different spring deflection.
Nevertheless, both are completely different bikes. While it is true that MOTORRAD testers have not directly compared both, they devoted quite some time to the VFR in the summer of 2014, and bear that in mind when testing the Honda Crossrunner. Even if engine differences described in the Top Test may well result from manufacturing tolerances, and an VFR might come out a winner in some cases, fundamental variations in suspension design and tuning must be acknowledged.

The steering head of the Honda VFR 800 F is more steeply angled

The VFR’s lag and wheel base are shorter, the steering head is steep, and the driver’s seating position notably leans on the front wheel due to its lower handlebars. On the other hand, the VFR packs significantly more weight on the front wheel for the same total weight, although it still remains slightly tail-heavy. So much for the theory. What does this mean in terms of driving dynamics? Well, the answer came loud and clear after completing the test runs on Paul Ricard Circuit, when the distance champion still served a small driving-skills dessert. It offered testers a few extra, half-kilometre laps at the back of the track. This driving program is absolutely not the Honda Crossrunner’s thing. After two laps, tires began to overheat and lose grip.
Externally, this was visible through the dark grey rubber streaks left in acceleration zones, and by the traction control indicator, which lit up occasionally. Above all, it was felt in a non-responsive drivability, and in the discomfort experienced at deep leaning angles. No direct comparison is required to predict that the VFR would beat her sister handsomely on the Circuit. Comparatively overdamped and with precise feedback from the front wheel, it would inspire its driver to set a brisk lap pace. On the other hand, the latter would probably prefer to be catapulted on the roadside while driving on the same stretch. Mind you, the VFR still offers outstanding comfort in the touring sport group, while the Honda Crossrunner travels like a sedan.

Competition

  • Suzuki V-Strom 1000
    Two-cylinder V-engine, 99 HP, weight 229 kg, 0-100 km/h 4.0 seconds, Vmax 2015 km/h, consumption 4.9 litre, price 12,540 Euro.
  • Triumph Tiger 800 XR
    Three-cylinder engine; 94 HP; Vmax 210 km/h; price 10,340 Euro.
  • Yamaha MT-09 Tracer ABS
    Three-cylinder engine; 113 HP, Vmax 210 km / h; price 9765 Euro.

Measurement values

Drive performance
Top speed*: 209 km/h;
Acceleration 0–100 km/h: 3.7s
0-140 km/h: 6.3s
0-200 km/h: 15.8s
Torque
60-100 km/h: 5.4s
100-140 km/h: 6.4s
140-180 km/h: 8.5s
Effective speedometer deviation (indicator 50/100): 48/98 km/h
Tachometer deviation
Red area indicator: 12,000 rpm
Effective: 12,200 rpm

Consumption
Highway: 4.8 L/100 km
At 130 km/h: 6,3 l/100 km/h
Theoretical highway range: 433 km
Fuel type: Super

Dimensions + weight
L / W / H: 2220/940/1300 mm
Seat height: 810-830 mm
Steering head height: 1130 mm
Turning radio: 5300 mm
Weight fully fuelled: 245 kg
Payload: 187 kg
Wheel load distribution f / r: 48.3. / 51.7%.

MOTORRAD scoring

Motor
The small performance advantage of the Honda Crossrunner would prove nevertheless useless in an imaginary acceleration duel with the VFR, as its poor aerodynamics drags it down at higher speeds. Responsiveness, load changes, engine smoothness, and switching quality leave nothing to be desired. Thanks to the lower top speed with an unchanged gear ratio, the Crossrunner’s long-ratioed sixth gear works as an overdrive. This is not only suitable for the highway, but also for rapid cruising over land.
Chassis
Eight out of ten points for suspension comfort. This individual ranking says a lot about the Honda Crossrunner’s nature. Given its directional straight-line stability, Honda could also drop the somewhat odd 200 km/h speed limit, already a rarity for its predecessor. As for passenger-carrying capability, we must reiterate the Crossrunner’s driver will gladly take on a passenger, given the negligible impact of this extra weight on handling characteristics.
Daily driving
The windshield is a touchy subject in the points rating. Some, the author for example, are allergic to turbulence, and would prefer carrying no shield to sitting out a hurricane. Others need to protect every square centimetre of their body and can live with swirls. Unfortunately, the former group prevails in MOTORRAD, so the Honda Crossrunner scores just twelve points. But creams off generously on range figures. Honda will make you pay dearly for better luggage storage; the corresponding accessories are however well integrated.
Security
We drove it deliberately on an asphalt field to provoke kickback but the machine barely budged. This deserved 17 out of 20 points. In addition to the other virtues of the Honda Crossrunner, which have already been recognised elsewhere, this criterion says a lot about its personality.
Costs
While tightening all bolts on a compact V4 is by no means light or pleasurable work, major inspections are only scheduled every 24,000 km. You would also appreciate the moderate consumption.

 

 

Conclusion

On first thought, the author was tempted to write that the Honda Crossrunner was designed for connoisseurs. But that would a false assertion. It is a motorcycle for people who enjoy riding without unleashing a primal mechanical force in a deafening tour de force, who rather appreciate refinement, comfort, and elegant workmanship, as well all other minor and major conveniences that Honda has packed into this extensively updated design.

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