Honda VFR800X Crossrunner
Remember me? I’m the VFR800X. Yes, I’m still current and yes, you should be interested…
When did we agree buttons, black boxes and flashing lights were more important than solid engineering? I don’t remember signing anything. Thankfully Honda still make the Crossrunner to stir souls with metal and remind us the core of a machine is more important than baubles. This is Honda being Honda, from the extruded aluminium frame spars and machined fork leg finish, to the single-sided swingarm and whirring 782cc V4. Observe the high-quality switchgear, classy hand levers and fit of the fastener-free bodywork. Feel the snickety-slickety gearshift. It all reminds of the Crossrunner’s ancestry – the CBR900RR, Super Blackbird, VFR750 and all those other brand-defining models. ‘It’s not got riding modes,’ mumbles Langy, prodding switches and gurning at the dash. ‘Why hasn’t it got modes?’ This is the problem. Few of the above delights are obvious comparing spec lists, and we’re in an era when only a swivel-eyed lunatic would venture out on an overcast Tuesday without a riding mode and traction control setting that are specifically for an overcast Tuesday. So the Honda appears lacking. We couldn’t care less as it’s brilliant to ride. ‘I really like the Honda,’ says Dom. ‘It’s getting long in the tooth but doesn’t feel like it. I like the nature of the V4, the VTEC powerband and exhaust sound. I owned a PRE-VTEC VFR800, and this engine’s way more urgent and interesting.’ Our impromptu roll-on tests from 30mph see the 98bhp Honda fall behind the punchy BMW and elastic Yamaha. Who cares? We can measure performance all day, but what’s important is how a bike feels and the Honda’s clean low-rev drive, tractability and buzzing V4 revviness feel great. There’s a slight off/on fuelling step but it’s no worse than the others, and we like the character change as the VTEC goes from two-valve to four-valve operation. Cleanest gearshift action too. ‘I prefer clutchless up-shifts on the Honda than the BMW’S quickshifter,’ reckons Langy. At 242kg wet it’s 23 kilos heavier than the BMW. You can’t tell. Honda have made the VFR800X feel chunky and reassuring, yet nimble and effortless at the same time. Clever. Similar cunning in the ‘taut longtravel suspension’ too. It’s firm, composed and lets you dart through corners, yet has plush damping and generous wheel travel for hiding potholes and a sumptuous ride. ‘Handling is so neutral,’ praises Langy. ‘It flows wherever you’re looking but feels precise at the same time.’ He’s still grumbling about modes, though the Honda’s spec is actually good. There’s three-level traction control which can be altered on the move, ABS, five-level heated grips, an adjustable screen and seat (815 or 835mm), power socket and LED lights. It’s loaded with practicality too, with bungee hooks on solid pillion grab handles, integral pannier mounts, great mirrors, self-cancelling indicators – and the peace of mind that the bike will feel as taut after 100,000 miles. Comfy too. Dom praises the riding position and puts the Honda ahead of the BMW for distance work, while an emotional Langy says, ‘the seat makes me nostalgic, being wide, deep and soft like so many VFRS before. I feel really protected from the elements too – more so than on the F900XR.’ Indicators and horn switches are the opposite way to convention. It actually makes sense as the winker control is closer to your thumb – and I use indicators far more than the hooter. It needs acclimatisation, though. Then there’s the cluttered dash, odd headlight throw, heated grips that aren’t as roasty as the others... and the image. The original duck-shaped Crossrunner was a flop, and its reputation tarnishes this second-gen bike. Styling is podgy next to the Tracer, especially in boring black (the red is far classier). Then there’s the missing modes... Don’t let these be deal-breakers, though. Performance, ride, finish, character, and the just-so balance of involvement and usability see the Honda holding its own. It’s also £9999 – that’s two-and-a-half grand lower than the BMW in the spec it’s in here. It gets better. Shop around and a spanking Crossrunner is £8999. ‘The best value bike is the Honda, hands-down,’ reckons Dom. Too bloody right.
‘The best value bike is the Honda, hands-down… Too bloody right’