Road test of Honda800 CROSSRUNNER 2011 X, a strange role for VFR...

surprising.... That's the first feeling you get when you see the VFR 800 X Crossrunner. From the front and in profile, its silhouette never ceases to raise questions. It's clear that this machine is at the crossroads of several worlds, with solutions borrowed from the land of sport-GTs, bits of trail here and bits of roadster there. Not exactly slender, its bulimic chick appearance clearly attracts sympathy once you get past the curiosity stage.

so, what's under that plumage (for those who haven't scoured the contact page)? Well-known and always pleasing to the eye: the interrupted perimeter frame with its well-known V4 engine, followed by the eternal single-sided swingarm of the VFR lineage. And, regrettably, the superb 5-spoke rim is once again concealed by a large side-mounted pot, although it's not hard to show it off: a pot on the other side, as on the RC 45, or under the seat, as on the current VFR 800. Overall, the bike inspires confidence and perceived quality doesn't seem to betray the brand. The picture is a little different when you get to grips with it...

once I've grasped the handlebars, which are set at just the right height, with just the right amount of bend and spread, I can't help but be critical. The trend on Japanese bikes is clearly to add too much plastic. It's all very well for manufacturers to try to enhance, embellish and "premiumize" their machines... but it's far preferable to admire beautiful aluminum parts rather than an assembly of plastic covers. From the dashboard to the handlebars, the finish is frankly disappointing, unworthy of a Honda, and barely acceptable for a smuggled Chinese toy. Where has the irreproachable quality of the manufacturer of the 90s and 2000s gone? As for the speedometer, while it displays all the necessary information, its inclination and coating render it virtually useless in fine weather. It's almost as if a trainee had taken care of the driving position... and nobody checked behind it!

i'll stop talking about the Crossrunner here, because from the very first few meters, the experience and technical mastery of the Crossrunner are evident.i'll stop desoldering the Crossrunner here, because from the very first metres, the manufacturer's experience and technical mastery come to the fore, revealing the true meaning of this new... this new style of motorcycle. In fact, it's not innovative at all, since the TDM 850/900 had already paved the way 20 years ago. But Yamaha remained a daughter of the trail family, whereas the VFR 800 X is indirectly derived from the sportbike family. Genetically, it can even claim to be related to the superbikes - I remind you that its engine originally came from the fearsome RC 45.

contact, engine, supple sounds. Ah, that V4....! Along with the Goldwing's flat-6 and the NR 750's exceptional oval-piston mill, it's certainly one of the winged manufacturer's most famous engines. Although it has long since lost its cascade of sprockets, it retains all the prestige of its lineage... and a burning discretion. I'll never be able to digest the flat sound of this engine at low revs. With its anemic soundtrack, this 782 cc frankly deserves to express itself with more vocals. However, a good pot gives it a cavernous rattle and crackling growl. With this frustration behind us, it's a pleasure to rediscover the V4's accessible, playful demeanor. A boiler that would like to assert its character more, less supple than an in-line 4, but with a much greater desire to pull and more relief in the pistons. Still equipped with V-Tec, this valve management system has been made even more flexible to suit the Crossrunner. Now, its presence can only be felt through the change in sound, which is angrier when the 16 valves are activated. Having never really convinced us on the VFR, we're left to wonder how useful this technology is on this trail-sport-GT; technically brilliant though it is, the V-Tec would, in my opinion, be much more appreciable if it offered the possibility of being activated or not by the user.

on a positive note, this bike doesn't require you to find a stepladder to step over it. It knows how to be laid-back, but it's only once the machine is on the road that you're (briefly) surprised by the riding position. The torso is upright and the seat comfortable, but the legs seem to be shifted backwards, almost sporty. In fact, in the handlebar-seat-footrest triangle, only the height of the handlebars has changed compared to the VFR; hence this strange sensation... which you soon forget. The only imperfection (in my opinion) to note is the new arrangement of the turn signal control; every other time, the thumb waves the horn... A new habit to get used to.

in dynamic mode, the VFR-X reveals itself. And that's when you realize the full scope of the concept, the bike's efficiency and Honda's fine work. Twirling through the city, the pseudo-trail weaves like an eel. Left, right, pif, paf, a tap of the shoulder here, a gesture there, you'd almost think it was going to hop between cars, such is its bluffing agility. The Crossrunner weighs in at no less than 240 kg wet. The manufacturer's mastery of weight balance is undeniable. When setting off on the more tortuous Chartreuse road, you don't even have to exaggerate the movement to make it turn. The machine almost places itself in the trajectory. When the road becomes more playful, we praise the excellent chassis and choice of tires. The dual-compound Pirelli Scorpion Trail tires are much more road than track oriented, and you can feel it. Playful and pleasant, this bike lets you enjoy yourself, without forgetting that you don't have to push yourself to the limit like on a sporty roadster or a breakaway pistarde. Suspension and weight cannot forget their primary vocation: the intended versatility and the limits that come with it. That didn't stop me from twisting a ZZR 1400...

powerful and exhilarating at high revs, the V-4 still defends its innards valiantly. Its 100 horsepower are always ready to get things moving. It lacks an ounce of torque at low revs, then shows itself to be more present in the middle of the rev counter, before really distributing a generous helping of good potato once it passes 7-8,000 rpm. It goes fast, without hesitation, except that the resistance of the motorcycle-driver duo is clearly present.after 180 kph, the onslaught of speed eases a little, and after hiding behind the bubble, you're over 200 kph before giving up. The 800 X could still give some, except that the approaching bend won't go by at such speed. Fortunately, we were able to test a model outside our borders to judge it at speed. They say it's cool in countries where you can doze off at 130 km/h..... (satirical).
A toc in the safety sector, Honda is seriously equipping its Bip-Bip, with 3 discs for combined braking and reinforced ABS. On the menu: a very good feel, plenty of power and an anti-lock system that combines discretion and efficiency. Nothing to complain about.

while the VFR-X is nothing like a KTM 690 Rally, it does allow for a few escapades that a standard sport-GT would be incapable of covering more than 10 meters. Classic case: after a good ride, you arrive near a lake and the urge takes you to ensure a maximum of romance with the lady who accompanies you. But as you have to pass through a path where the vegetation has only known lumberjacks and horses, your mount won't go far and you'll have to walk 5 km with all the bardas. The Crossrunner, on the other hand, doesn't come apart - it lets you venture out on dirt, holes and small crevices. Its remarkable balance and suspension travel will take you all the way to the lake, where you'll be able to flirt to your heart's content. That's if you don't want to be a cross-country rider, or if you don't want to be an enduro rider. Don't forget that this bike is first and foremost a tourer, with a relative but nonetheless possible cross-country capability.

from home to adventure, there's sometimes just one step, but often many miles. Aboard a VFR 800, it's generally fun bordering on sporty, which doesn't necessarily delight the passenger. As we've seen, the Crossrunner is technically very close to the Sport-GT, but its extensively revised rear end, with a secondary seat strongly inspired by that of the 1200 VFR, changes the game completely. You're no longer sitting on a folding seat swung towards the rider; you're sitting on a seat to accompany the driver, nuance. Subtle? No, assertive!
The X-Runner claims a certain roadster heritage. In terms of agility, this is indeed the case; in terms of protection, too. The bubble protects the torso, but you can't expect to avoid the swirls on the helmet. A high bubble as standard would not be a luxury.

the 800 Crossrunner takes a bold gamble, approaching a multi-route utility knife (doesn't that remind you of something). OK, it's heavy, its plastic may surprise some, the protection isn't great, the finish is sometimes outrageous, and the optional center stand looks petty. But once it's up and running, it doesn't care about the critics. Agile, ready for anything, fun, with an engine that's much chunkier than a Transalp or V-Strom twin and far more present than an inline-4, the VFR-X has it all.its only real shortcoming is its ability to appeal to everyone in an age when everyone wants to be unique.

M.B - Manufacturer's photos