We say: Graeme's secret weapon... Every shop ride starts with Graeme grabbing the keys to the Crossrunner and getting on it before anybody else gets a chance. It's a brilliant road bike: Taking the stonking V4 800 engine and mating it with big wide bars to throw around the twisties. A couple of clicks on the pre-load on the rear shock and you're ready.
Load it up with luggage and a pillion and you've got a great bike to tour on; with good range, good power and great manners. It really is a brilliant do it all bike.
Honda says: Honda’s premium adventure sports tourer evolved substantially for 2015, with a host of upgrades designed to deliver more hard-riding excitement. It featured more mid-range torque and top-end power from its upgraded V4-VTEC engine, sharper adventure styling plus refined ergonomics and longer travel suspension, new wheels and brakes. Honda Selectable Torque Control (HSTC) system, ABS, full LED lighting, 5-stage heated grips, self-cancelling indicators and a height-adjustable seat were all fitted as standard. For 2017, a DC charger and adjustable windscreen are added, and the engine is EURO4 compliant.
2 Model overview
3 Key features
5 Technical specifications
The VFR800X Crossrunner, which went on sale in 2011, was the first model in Honda’s Crossover ‘X’ range. It combined the VFR800F sports touring platform and an upright, adventure-oriented riding position to create a multi-purpose motorcycle with a soulful V4 motor providing power and feel, and a chassis that carved out corners or the daily commute in equal measure.
The 2015 VFR800X Crossrunner – incorporating many elements from the updated 2014 VFR800F – strongly pushed the Crossrunner concept forward, with a clear focus on performance and technology. Its revised engine and chassis, HSTC, LED lights, refined, more upright riding position and sharper styling improved both function and form to create a practical all-purpose motorcycle with sharp V4 edge for excitement with every ride.
Mr Yoichi Inayama, Large Project Leader (LPL) VFR800X Crossrunner:
“For this development of the VFR800X Crossrunner we wanted to create a premium motorcycle with a ‘ready-for-action’ feeling, for customers to use with maximum enjoyment every day. The styling demanded beautifully functional parts, and light proportions with minimal fairings. We wanted an upright position giving great visibility and agile handling so the rider can attack any corner with confidence. And refinements to the V4 engine had to deliver responsive and enjoyable power.
Our new VFR800X Crossrunner has fulfilled these goals and follows the VFR tradition: it has an array of advanced technologies including LED headlights, our Honda Selectable Torque Control system and automatic turn signal canceller. For us it gives a craving to ride every day and we hope it brings the same fun and good spirit to our customers’ lives”
2. Model Overview
Core of the VFR800X Crossrunner is its 90° V4-VTEC DOHC 16 valve engine . It packs boosted low and mid-range torque for fluid, effortless drive plus improved top-end power compared to the previous model, and features a new 4-2-1-1 exhaust similar to the new VFR800F
In addition the VFR800X Crossrunner rider benefits from Honda Selectable Torque Control system (HSTC) – similar to that fitted to its big-brother VFR1200X Crosstourer. If the system senses an imminent loss of rear wheel traction it seamlessly reduces torque to allow the tyre to grip. Two levels of HSTC are available (plus off) and mode selection appears within the LCD instrumentation.
The evocative aluminium twin-beam frame featured a revised subframe for 2014 while the single sided aluminium swingarm – another VFR signature piece – was made stiffer and lighter. Visually identical to the VFR800F, the VFR800X Crossrunner’s suspension has longer travel; 25mm in the two-piece telescopic forks and 28mm in the rear shock. ABS is fitted as standard and the front 17-inch hollow-cast aluminium wheel is fitted with dual 310mm discs, worked by radial-mount four-piston calipers.
The VFR800X Crossrunner is a true VFR – a motorcycle designed for hard riding fun, but with style, comfort and practicality. Accordingly, the seat is adjustable, offering two height options, and 5-stage heated grips and Honda’s self-cancelling indicators are both fitted as standard. Full LED lighting adds a distinct presence and premium finishing touch.
3. Key Features
3.1 Styling & Equipment
Purely a street-focussed machine, and with a strong hint of VFR800F around the ‘X’’ signature ‘white light’ LED headlight, the VFR800X Crossrunner’s overall design follows a theme of ‘tough sophistication’ and its minimal style puts the muscular V4 form firmly on display.
Styling takes its adventure sport cues from the VFR1200X Crosstourer, with an efficient screen and fairing and fixed beak-like front cowl above a short front mudguard. There’s plenty of room for a pillion and the rear grab rails and pannier mounts integrate into the tail unit; a sump guard protects the engine underside from debris.
Seat height can be adjusted to either 815mm or 835mm to help suit a wider range of riders. The seat itself features a slimmer frontal area, making ground reach easier and providing greater comfort whilst the upright riding position gives the rider great all-round visibility. Combined with the comfortable seat and footpeg positioning, the wide 683mm handlebars put the rider firmly in control and ready to attack any corner. The VFR800X Crossrunner is easy to handle in all situations and quick to respond to more aggressive rider input whether carving through twisty mountain roads or riding through the urban jungle thanks to the extra leverage and low yaw inertia.
The VFR800X Crossrunner features Honda’s self-cancelling indicator system. Designed to work unnoticed by the rider, it compares front and rear wheel speed differential when turning (via the ABS wheel sensors) and calculates when to cancel indication when going straight again.
A redesigned LCD dash uses a reverse display against white LED backlight. The speedometer/tachometer are located together; there’s also a gear position indicator, fuel consumption and cruising range indicator, clock, ambient temperature gauge and twin trip meters. An indicator is included for the 5-stage heated grips. A compact ‘wave’ design key – with internal grooving – reduces the chance of breakage and adds to the overall premium quality feel of the bike.
For 2017, a charger and adjustable windscreen add further to the Crossrunner’s premium specifications.
All mechanical parts are finished in Light Silver, while Matt Black is used on the engine covers and wheels highlighting the body colour. The 2017 VFR800X Crossrunner will be available in three colour options:
Matte Ballistic Black Metallic
Candy Prominence Red
Pearl Glare White
Agile handling is key to the VFR800X Crossrunner’s philosophy as it has to clip Alpine apexes as well as it rides through busy city streets. The Crossrunner’s suspension is similar to the 2014 VFR800F but the 43mm Honda Multi-Action System (HMAS) telescopic fork features an extra 25mm travel and offers stepless spring preload adjustment plus rebound damping adjustment.
The HMAS gas-charged rear shock operates through Pro-Link and offers hydraulically adjusted spring preload, 28mm more travel and raised ground clearance to 165mm. A newly designed, more torsionally rigid, lighter aluminium single-sided Pro-arm swingarm completes the package with premium style and function.
The fork lowers are designed in two pieces to allow fitment of new radial-mount four-piston brake calipers. Fine Die-Cast (FDC) hollow aluminium wheels employ dual 310mm floating discs up front and a 256mm disc at the rear. The front wheel is a 17M/C x MT3.50, the rear a 17M/C x MT5.50 with 120/70 R17M/C (58V) and 180/55R17M/C (73V) tyres fitted respectively. ABS is standard fitment and helps provide consistent and safe all-weather stopping control.
The diamond triple-box section aluminium twin-spar frame is unchanged but uses a revised, lightweight die-cast aluminium subframe with integrated pannier mounts. Rake is set at 26°30’ with trail of 103mm and 1,475mm wheelbase. Kerb weight is 242kg.
As important as the agile chassis, a willing and responsive powerplant is a major part of the VFR800X Crossrunner’s appeal. And its 782cc, liquid-cooled 16-valve DOHC 90° V4-VTEC engine served up improved performance, generating more low-to midrange power and torque. Boosted peak power of 78kW (106PS) was delivered at 10,250rpm, with an immediately-noticeable increased torque output through the bottom and mid-rpm ranges. Peak torque of 75Nm is delivered at 8,500rpm.
HYPER VTEC operates only one pair of inlet/exhaust valves per cylinder at low rpm, switching to four as revs rise. The transition from two to four valve operation was refined for 2015 and combined with the uprated torque, produced a strong and completely linear power delivery with instant acceleration.
Bore and stroke is 72mm x 48mm, with compression ratio of 11.8:1. The PGM-FI fuel injection – with 36mm throttle bodies – was remapped to suit the engine’s new performance parameters and fuel economy of 53mpg (WMTC mode). The mass-centralised 4-2-1-1 exhaust was revised both externally and internally to assist the uprated torque output while retaining a strong rush of power at higher rpm. Shorter exhaust downpipes ensured the catalyser heats rapidly for maximum efficiency.
The dual radiator units were made smaller, with increased core density (a design used by the RVF RC45 homologation race special) and sited at the front of the engine rather than either side as before, making for a slimmer feeling motorcycle that’s easy to manage. The upper radiator and air guide (located on the left of the engine) work together to channel consistent airflow into the large funnel feeding the airbox.
Honda’s Selectable Torque Control system (HSTC) compares front and rear wheel speeds via the non-contact ABS sensors; when the slip ratio of the rear wheel exceeds a pre-set amount the ECU restricts fuel injection and ignition, reducing torque to smoothly maintain grip.
The system is operated from the left handlebar and features 2 modes of operation, plus off. The default setting when the ignition is turned on is mode 2 – the maximum amount of torque reduction. From this start point mode 1 can be selected; it offers less system intervention and the HSTC can be switched off completely if desired. If HSTC intervenes the rider receives an alert from a flashing high-intensity ‘T’ indicator located in the dash.
A quickshifter is available as a Honda Genuine accessory. Operated by a shift switch attached to the gear lever, it plugs directly into the ECU and on detection of an upward gear change momentarily restrains the engine’s fuel injection and ignition, allowing the next gear to slot instantly home. It works seamlessly in everyday riding and touring – reducing fatigue – and offers faster gear changes during sporty, full-throttle upshifts.
A smaller starter motor saves weight and the high-efficiency generator is rare-earth magnet free and provides more than enough electrical power for the heated grips and other accessories.
For 2017, the engine is EURO4 compliant. The allowable limits for exhaust tailpipe pollutants such as carbon monoxide, hyrdrocarbons and nitrous oxide specified by EURO4 are approximately half of those for EURO3.
A range of Honda Genuine Accessories are tailor-made for the new Crossrunner and include:
5. Technical Specifications
Liquid-cooled 4-stroke 16-valve DOHC 90° V-4
Bore x Stroke
72 x 48mm
11.8 : 1
Max. Power Output
78kW @ 10,250rpm (95/1/EC)
75Nm @ 8,500rpm (95/1/EC)
PGM-FI electronic fuel injection
Fuel Tank Capacity
Wet, multiplate with coil springs
Constant mesh 6-speed
O-ring sealed chain
Diamond; aluminium twin-spar; pivotless
2,190mm x 870mm x 1,360mm
43mm HMAS cartridge-type telescopic fork with stepless preload and ten DF adjustment, 131mm axle travel, 145mm stroke
Pro-Link with gas-charged HMAS damper, 35-step (remote-controlled hydraulic) preload and stepless rebound damping adjustment, 148mm axle travel
10-spoke die-cast aluminium
10-spoke die-cast aluminium
Rim Size Front
17M/C x MT3.5
Rim Size Rear
17M/C x MT5.5
ABS System Type
310mm x 4.5mm dual floating hydraulic disc with radial fit 4-piston calipers (*ABS) and sintered metal pads
256mm x 6mm hydraulic disc with 2-piston caliper (*ABS) and sintered metal pads
INSTRUMENTS & ELECTRICS
Fuel meter, fuel consumption, water temperature, gear-position indicator, Grip Heat ON-OFF, ambient temperature and clock
LED (Hi-2/Low-2) with extension
All specifications are provisional and subject to change without notice.
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
|Monthly payment||£ 129.00|
|Customer deposit||£ 3,063.14|
|Amount of credit||£ 8,165.86|
|Number of monthly payments||36|
|Optional final payment (GFV)||£ 4,875.28|
|Total amount payable||£ 12,592.42|
|Representative APR||6.9 %|
|Option to Purchase Fee||£ 10.00|
|Promotion end date||31 Dec|
|Annual contracted mileage||4000|
|Excess Mileage Fee (pence)||5p|
Representative Example, provided for illustration purposes only.
In PCP finance examples, the final payment is optional and is the minimum guaranteed value of the bike (providing the bike isn't damaged or beyond reasonable wear and tear for the age and mileage).
Your options at the end of a PCP agreement are to either hand the bike back to the finance company, use the bike as a part exchange against a new one or pay the final payment and take ownership of the bike.
In all cases of finance, the motorcycle belongs to the finance house until the final payment is made at the end of the agreement.
PCP agreements work best when you have a low deposit, want to have low manageable monthly payments and intend to part exchange or sell the bike at the end of the agreement. If you have a significant deposit, can afford higher monthly payments or plan to keep the bike beyond the term of the agreement then a finance proposal based on a regular monthly payment without a deferred final payment may provide the lowest total cost. We can talk you through all of the options we can offer.
Newcastle Motorcycles are a broker not a lender, and can only introduce you to a limited number of lenders.
Please contact us for more information about part exchange