1,000-mile review of the 2014 Honda Crossrunner (VFR800X)

[esullivan]

https://i304.photobucket.com/albums/nn194/Eamonn_Sullivan/crossrunner_zpsocrwoskc.jpg

I find reviews by long-term users (as opposed to "first look" type of reviews) to be really useful, so I thought I'd throw one together on my Crossrunner. Apologies for the wall of text, but it might be useful for someone, somewhere.

I've done 1,200-ish miles so far, just enough to get a good idea of the pros and cons. My previous bike was an NC700S, and I know there are a few other NC700/750 owners on here, so I'll make some comparisons as well.

The one I have is the 2014 model, not the newer 2015 one -- no traction control or adjustable seat height, for example. This wasn't one of Honda's more popular models, probably because it was overpriced, but I like the look of it better than the new version. The 2011-2014 shape is narrower at the front and looks more road-orientated. I have seen a few around and dealers have been giving vast discounts on any '14 models still on showroom floor, which is how I got mine.

To the basic model, I added the official "touring package", which includes a centre stand (a stupid omission from the standard spec, but sadly common ), and the Honda taller screen, top box, panniers (which I use only on trips) and heated grips. The package price was close enough to the cost of third-party separates (Givi luggage, Oxford heated grips, etc.), that I thought I'd try the whole Honda way this time.

I also added R&G crash bungs, an Oxford 12v socket under the seat and a Tutoro Auto chain oiler.

Engine

The Crossrunner uses the decade-old 782cc VTEC V4. It's a fabulously flexible engine that pulls early and pulls even more later when the VTEC kicks in above about 6-7K rpm. I don't notice any "VTEC lurch", so apparently they've smoothed out the transition. The power range is such that you could ride it like an automatic on a mix of NSL and 30mph villages, in any gear from second to sixth.

The engine is more than twice as powerful as the NC's (100bhp vs 47bhp) but, to be honest, I don't notice a huge difference in day-to-day commuting in London. However, on weekends on more open roads, the engine is far more relaxed than the NC was. Cruising at 90mph on the motorway is effortless, while that would be a bit of a strain on the NC, and having my wife on the back seems to make zero difference. In the NC, I'd definitely notice the difference in performance when riding two-up. Triple digit speeds, two-up or not, is a bit too easy and I've had to readjust my speed sense to protect my license.

The engine is very smooth compared with the NC's parallel twin, but when holding the throttle steady around the rev range just before the VTEC kicks in, the engine can feel like it is hunting a bit. The sensation is slight, but noticeable. I understand from other owners that the hunting goes away as the engine "loosens up" during the first few thousand miles. We'll see.

I don't normally notice the sound of engines and I have the stock exhaust on this, but this engine does sound meaty at low revs and has a pleasing scream at higher revs. I guess that's the V4 sound people talk about. On a dual carriageway, approaching the back of a queue, people move out of my way. That's a completely different experience from the NC.

The main downside of this engine is the fuel economy. It sucks more petrol than a 100bhp engine probably should. I haven't been tracking it long enough yet, but fuelly shows people are getting 40-50mpg, compared with 70+mpg on the NC. When filling up for a week's worth of commuting (about 185 miles), I get very little change from a £20. The NC's week's worth of petrol was usually under £15. The range so far seems similar -- the reserve mode kicks in around 140-ish, instead of 150-ish on the NC, but they both can do 180 easily if I don't chicken out.

The other minus with VTEC engines is that a £600-ish valve adjustment awaits at some indefinite point in the future. I expect to do 40-50,000 miles on this bike (I did 35,000 on the NC), so even though these engines need adjusting much less often than the service schedule suggests, my luck will run out at some point, I'm sure.

Build Quality/Features

It's way too early to say whether the finish is winter-worthy, but the (matt black) paint looks and feels substantial on the tank and the plastics are at least twice as thick as on the NC. This bike feels like it is in the upper end of Honda's range, rather than the bottom.

But it's not at the top, either. It has a very bright LED brake light, for example, but the headlight and indicators are standard bulbs. It has adjustable levers, hydraulic clutch and adjustable rear suspension, but basic pillion footrests and you need a c-spanner to adjust the rear pre-load. Some bits aren't well thought out: The rear indicators need to be moved when installing the pannier mounts (for either Honda's or Givi's) and the dangling, electrical-tape wrapped, wires look unsightly.

It has Combined ABS, same as on the NC, and that's it. No other electronic wizardry. Not even the auto-cancelling indicators in the other VFR models. The brakes are good and the ABS seems unobtrusive.

The dash is basic and has a shiny screen that is very difficult to read if the sun is behind you. Honda has also made some odd choices. The engine coolant temperature is prominently displayed, second only in size to the speed, but no ambient temperature. Why do I need to know that my coolant is 89 degrees or 102 degrees? There are only two coolant temperatures that I care about: "fine" and "not fine."

Another questionable design decision was cladding the handlebars completely in plastic. There's nowhere to attach anything. Apparently, you can get a third-party gadget bar that attaches to the screen, above the dash. I might try that if I need to add a SatNav.

The seat is one piece and relatively flat (there's no big lip between the main and pillion seats, as in the 2015 model). It's a real pain to get on and off, to get all six contact points lined up correct (two hooks at the front, two hooks in the middle, and a latch and slot at the back). There's very little room underneath, although everything is laid out well and the battery is easily accessible.

My wife likes the seat. Says it's very comfortable and she prefers being directly behind me, rather than up higher (she'd probably like a Bonneville's seat too). We did a three-hour run today through the Cotswolds with no complaints. That's about all you can ask. Our bladders and the fuel don't last much longer than that.

Extras

The Honda luggage feels very well put together and solid. It's nice having one key (the ignition key) for all of it. However, the top box is tiny compared with the Givi ones I had on my NC, which could fit two full face helmets easily. The Honda one can fit one helmet, and whatever you can stuff inside of the helmet, and that's it. With no fake tank storage and very little room under the seat, this is the most noticeable downside compared with the NC. I'm so used to being able to carry a whole bunch of extras in the fake tank -- tyre repair kit and compressor, spare gloves and visor, etc. All of these have to go into the top box or be left at home. When fully loaded for touring, I plan an putting most of those bike-related extras into a tank bag.

I haven't given the heated grips a good try yet, but they seemed warm enough on a couple of cool mornings lately.

The taller screen is non-adjustable, but successfully lifts the wind off of my chest and front. There's some turbulence at higher speeds around my helmet. It is most noticeable starting at around 80mph and goes away again at 90, so if I stick to either legal or silly speeds, it's not an issue. I'll see how I do on my trip to Ireland next month, which involves a lot of motorway at the start.

The bike is heavy and the centre stand seems poorly positioned. I'm aware of how to correctly put a bike on the centre stands, but even done correctly, it's a real effort to haul this 240kg beast up. I can't do it in my trainers. I have to be wearing boots. I'm guessing the pivot point is in the wrong place for such a heavy bike.

Handling

I am not a track god. My chicken strips are consistently about an inch wide. What I mostly mean by handling is filtering through Central London traffic, but also confidence and a feeling of being planted while going around roundabouts and corners. On all those counts, the Crossrunner blows away anything I've ridden. (In addition to the NC, I've spent a sufficient amount of time on the BMW G650, Kawasaki ER-6n and Suzuki Gladius to compare.). It's unbelievably well balanced, effortless at tight u-turns and isn't phased in the slightest by having someone on the back. The suspension is excellent at standard settings. The NC's suspension was noticeably budget, completely non-adjustable and the bike felt top heavy and uncertain two-up.

The seat is only about an inch higher than the NC's (816mm versus 790mm), but the position is more upright than the 'S' model of the NC that I had, so I feel like I'm a few inches higher up. The difference would probably be less for owners of the 'X' variant of the NC.

The seat is wider too, so it does feel like more of a reach to the ground than I'm used to. Backing up on an incline is difficult, since I'm on my toes when both feet are down. I'm 5'9" with a 29" inseam, so most people would probably be fine.

Value

Brand new, these bikes were going for £9,500 for the basic model -- no luggage or centre stand. That's too much, so no wonder Honda didn't shift many.

My pre-reg was about £7,000, or about £1,000-£1,500 less than the main alternatives on the short list: a used BMW F800GT with 7,000 miles and a Tiger Sport 1050 with 6,000 miles. (I considered others, but for various reasons these three were on the final list.) Neither of the other alternatives had hard luggage, and were missing various other bits I wanted, so for me, the Crossrunner was the best value for what is basically a brand new bike. The Tracer was probably closest in value, but the nearest dealer was too far away.

I realise value is completely subjective, and you can probably get a very good used bike for £4,000 (cash price after part-ex), but for a brand new, it's not bad.
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Current: '14 VFR800X Test passed 31/10/12.
Previous: '12 NC700S, '11 CBF 125, '04 SH 125.

[Northern Monkey]

Feck me it looks ugly from that angle.
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Fisty: after polishing the tank with the glistenng beads of sweat from my full hot scrotum, I filled the headrace bearings with 10cc of my manmilk

[doggone]

They have a revised version now a bit better.
That fuel consumption stinks though and it hasn't improved with new version either.

[esullivan]

Sorry for the length of that post.

I wasn't paying attention when composing. TL/DR version: Nice engine, good handling, fuel economy sucks.
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Current: '14 VFR800X Test passed 31/10/12.
Previous: '12 NC700S, '11 CBF 125, '04 SH 125.

[Sable]

It's a long term informative review, it's meant to be a long post.

[ADSrox0r]

Good review, very thorough.

The fuel economy is no great surprise for tootling around. Mine sits around 33mpg for what I do most weeks. If I take her out for a good long run I've had it up to 39mpg and could probably tease more out of it. I do have a PCV fitted with a stock map so my consumption is probably a bit guff because of that anyway. Range wise, most weeks I fill up at 120 miles with 2 bars left sometimes 1 (And then reserve obvs)

If you want to hear what 'awesome' sounds like then let the V4 roar with some decent cans. I have Remus GP titanium (Baffles OOT!) on mine and believe me, heads turn Not obnoxious, just a ton of roar and rumble at the low end and by god that burble on the overrun! Oof.
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Current bikes: '08 VFR 800 VTEC(yo) , '07 ZZR1400 Winter hack: '95 Aprilia 650 Pegaso Currently lusting after: RC30