Test: Honda VFR 800X Crossrunner ABS + TCS

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Basic data
Technical information

At least that's how we perceive it, and in fact it is very similar to motorcycles. Off-road motorcycles are very popular because they bring a lot of convenience and driving pleasure.

Honda, a giant from an island far to the east, confused (at least us) a bit with their aggressive bikes, which were very similar in appearance but very different when you get on them and tour the bike. The funny thing is that none of these new X-letters are bad, each is good and interesting in its own way. But if you had to choose only one, and if the decision was also driven by price, then you would choose this one - the VFR800X Crossrunner. For just under $11, you get a Honda with a lot of character. We love that they haven't forgotten what really is the heart of this bike. The VRF name must not be misused. That's why the four-cylinder V-twin engine at over 6.000 rpm sings a healthy, sporty roar when VTEC is on and accelerates hard. The transition when all 16 valves are on instead of eight is otherwise not rough. This is something the engineers were able to smooth out and improve upon while maintaining the distinctive character of the VFR.

It is this character who also ensures that you get a double face motorcycle. It can be very sleek and unpretentious, but the slight growl from the tailpipe makes it very sporty and lively.

The Crossruner is calm up to the specified limit and as such is very suitable for leisurely, tourist-style cruising, but it immediately increases the heart rate at the top. The 4-cc V782 engine has become more powerful and is capable of developing power of 78 kilowatts or 106 "horsepower" at 10.250 rpm and 75 Nm of torque at 8.500 rpm. That's four more horses and 2,2 Newton meters more than the previous model, and it's also enjoyable to drive. Thus, the motorcycle develops a speed of just over 200 kilometers per hour and, above all, provides a pleasant dynamic ride in the range from 60 to 130 kilometers per hour. In a populated area where the limit is 50, otherwise you have to downshift two or three gears, but when the speed rises above 80 kilometers per hour, you can just "get stuck" in sixth gear and enjoy the turns.

However, it is impossible to exaggerate, this is more of a sports bike than a sport, the main trump card of which is comfort. The suspension is tuned to soak up bumps well, but it doesn't like hard bumps to the limits and bumps you can afford on sport bikes.

It is also pleasant and relaxed to feel at the wheel, and it all resembles the seat, as we are used to on touring enduro bikes. On a cold morning, we didn't freeze in our hands, as the Crossrunner has heated grips that warm up nicely when the outside temperature drops. You may just need some extra wind protection for your upper body. In a relaxed upright position, anything over 130 kilometers per hour becomes quite tedious and you have to hide behind a small windshield.

The seat is comfortable and height-adjustable, so those with long legs and those with a little shorter will sit well on it. The range is 815 to 835 millimeters in height from the ground. The passenger will also sit comfortably, and in addition to the padded padding on the wide seat, the two side handles will also give her a sense of security.

The test Honda Crossruner did not have side suitcases, but from the looks of it it looks very nice too with some of the larger original side suitcases. For the most demanding, they also have a large center suitcase. For the perfect adventurous look, you can also equip it with a pair of fog lights and a pipe protector for the engine and radiator that, in the event of a rollover, absorbs the force of an impact and thus protects vulnerable parts of the motorcycle.

We should also note the level of security. The motorcycle is equipped with ABS anti-lock braking system as standard, which responds quickly when sensors detect slippery road or sand on the road. Brakes that are strong and efficient, like ABS, are tailored for smooth, dynamic driving. The same can be said for the drive wheel's switchable anti-slip system. When activated, prevents unpleasant surprises on wet or cold asphalt, and also prevents the front wheel from lifting. The electronics then turn off the ignition of the four-cylinder engine until the sensors detect that all the power can be transferred to the wheel again. For very sporty driving this system must be turned off with a simple push of a switch, otherwise other sporty driving models are available from Honda.

At the end of the day, only a few things matter to us - would you like to seduce Crossruner again? Yes, and no problem far on a long trip, or even just regular routes that also include some city crowds. Honda has a reputation for size, performance and versatility at a reasonable price and quality.

Petr Kavčič, photo: Saša Kapetanovič, factory

Basic data
Test model cost: € 10.990 XNUMX €
Technical information
engine: V4, four-stroke, liquid-cooled, 90 ° between cylinders, 782 cc, 3 valves per cylinder, VTEC, electronic fuel injection
Power: 78 kW (106 km) at 10250 rpm
Torque: 75 Nm at 8.500 rpm
Energy transfer: six-speed gearbox, chain
Frame: aluminum
brakes: 296mm front twin spools, 256-piston calipers, XNUMXmm rear spools, twin-piston calipers, C-ABS
Suspension: front classic fi 43mm telescopic fork, adjustable preload, 108mm travel, rear single swing arm, single gas damper, adjustable preload and return damping, 119mm travel
Tires: 120/70R17, 180/55R17
Fuel tank: 20,8
Wheelbase: 1.475 mm
Weight: 242 kg
Test errors: