Cycle News

2015 HONDA VFR800X CROSSRUNNER FIRST RIDE P60 performance available up high), the VFR800X really gets a move on. Though not super-torquey down low, just very smooth and easy to ride, this is an effective mileater that'll be equally at home on the long haul as carving cor- ners on a Sunday morning ride. The Honda's agile handling puts it on top of the adventure tourer table, aided by the good grip from the outstanding multi- purpose Pirelli Scorpion Trail tires fitted as stock on the test bike. These have good enough tarmac grip to touch down the footrests either side when you opt to go serious canyon-carv- ing. They are also quiet running on a freeway, in spite of having a sufficiently knobby tread pattern to give effective grip on a gravel track or packed dirt road. The new Crossrunner proved really adept at flicking from side to side through a tortuous se- quence of twisting turns up in the TECHNICALLY SPEAKING In revamping the adventure-touring version of its V4 sport-touring model, Honda has incorporated modern technology and some innovative fea- tures all borrowed from the upgraded VFR800F introduced a year ago. So the new VFR800X has a re- tuned version of the current F-model's upgraded liquid-cooled 72 x 48mm 16-valve 782cc 90º V4 engine with an offset chain drive to the twin overhead camshafts. Running 11.8:1 compres- sion, this is fitted with an evolved version of Honda's established VTEC variable valve-actuation technology. Designed with the aim of meeting ever more restrictive noise and emissions regulations, without sacrificing perfor- mance. This was introduced on the RC46 version of the VFR800F back in 2002, and differs from the more usual VVT/variable valve timing system employed by several automotive manufacturers, which advances the valve timing only and does not change the cam profile or valve lift in any way. Honda's VTEC/ Variable Valve Timing and Lift Electronic Control system however employs two different cam lobe profiles and hydraulically selects between them to vary the cam tim- ing. It does so in opening only two of the four valves per cylinder when operating at lower rpm up until 6,600 rpm, when all four valves per cylinder are engaged. This is initiated by an electronically actuated hydraulic spool valve that sends oil pressure to the lifter actuators, which then move the engagement pins into place above the valve stem, allowing the remain- ing two valves to open. This design allows for variable valve timing as well, but Honda claims that on the new X-model, same as on the F-bike, the VTEC's previously rather abrupt transition has been softened, with a resultant smoother and even more linear power delivery. Furthermore, development work on the cam timing and valve overlap, as well as revised cylinder head porting for the exhausts and longer velocity stacks for the 36mm Keihin throttle bodies, is collectively claimed to be responsible for an increase in low-to- midrange power and torque on the new model. Which is a peak power of 106 bhp/78kW now delivered at 10,250 rpm, 1,000 rpm below the revlimiter, and maximum torque of 75.1Nm/7.66 kgm/55.39ft-lb arriving at 8,500 rpm. This is transmitted via a six-speed gearbox with oil-bath clutch. And as on the F-model there's an optional powershifter for the first time on any Honda streetbike (not race kit), which operates by retarding the igni- tion rather than simply cutting it alto- gether, in the interests of a smoother shift action. On the VFR800X there's also now a smaller and much better- looking side-mounted silencer for the 4-2-1 exhaust. The PGM-FI fuel injection has been remapped to suit both the upgraded engine and the more everyday nature of the X-model, according to Honda's LPL/Large Project Leader and head of R&D for the new V4 duo, Yoichi Inayama. "The concept is different for this bike compared to the VFR800F, because we wanted to reach a wider demographic base," he said. "So we planned to make a VFR that can be enjoyed in a more casual manner by a wider spread of customers, who might want to ride the bike to work, or go to the movies on it, then ride it along twisting roads on Sunday morning, or take it on holiday with a passenger and luggage. It's an everyday kind of bike, so we softened the engine performance by altering fuel injec- tion mapping and ignition timing—but mechanically, it is unchanged from the VFR800F." The resulting engine package has a claimed fuel economy of 43.6 mpg, delivering a purported range of more than 240-miles from the 5.5 gallon fuel tank. Honda's own switchable two-stage TCS/traction control is fit- ted as standard (compared to a single- stage only system on the VFR800F), but in the rather surprising continued absence of a ride by wire (RBW) digi- tal throttle. This is implemented here via a mixture of reducing fuel supply and retarding the ignition, rather than a straightforward ignition cutout. The control unit accessing it, mounted on the left handlebar, ap- pears as much of an afterthought as on the F-model. And it is out of keep-

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