When you need to pile something new, and everything seems to have been invented, there is only one way to take the best thing invented and sculpt in a heap.
The Honda Crossrunner spawed a lot of fuel in a motorcycle environment. What's that? "Endeable" road or parquet endo? The manufacturer has positioned the model as a crossover, but so far few more are more or less clear about what is behind this "import" word, which is not translated into Russian. It is clear that the marshmallows do not reap, in the sense that a full-fledged enduro will not work out of sports, even so fashionable today is "an endo for travel" (and if without euphemisms, "for the roads"). The basis for the bike was VFR800F, who was honoured in 2009. The "Efer" was never as large as, for example, CBR1100XX Blackbird. All the choirs, the thrush, and the other "sibihi" are common, hamburgers. VFR was always a delicacy. For those who understand. Who feels and appreciates the "flavor" of a four-cylinder V-Badnik, involved in an excellent driveability and lightness that is not available to any "litany". Unfortunately, the consumer stereotype won and Honda gave up the "underlitre" sports tourist, having released in the last year a completely corresponding VFR kilo trend trend. It's like a motor, a dump of history! It's a pity! I think that many of the employees of the company were also of the same opinion. The way out was simple and logical. If "fer" is too elegant for most consumers, it is necessary to make it simpler and easier to understand. "Non-road" Crossrunner is no more than visible. The non-road bike has no more than that of a different classic or a parent. In fact, this is the beginning of the presentation of the model before the test: "guys, it's not an enduro!" The "Veferovskaya chassis": the frame, the console pendulum, fork, the wheel, everything remained practically unchanged. Surprisingly, even the signs of the suspension are not "grown" (108 mm in front and 119 in the rear), but the clearance has increased the style from 125 mm to 140. There's a "bad road package." The main ergonomic difference between the ossanger and its ancestor is the high steering. The two separate halves, performed in the manner of the Gauls, towed over the traverses for the good two tens of centimeters. The seat and the steps were still there. It was an ergonomic hybrid: the lower part of the body "sits" in sports bikers, while the upper part of the body is "tur-enbad", with absolutely direct back and quite broad and high handlebars. In general, it is unusual, but surprisingly comfortable. You don't get tired of long overtaking, and on winding roads, "sports-touring" legs and saddles allow you to actively manage the motorcycle and take turns on your knee. The test route, which is almost 200 km, was 80% of mountain surpantines, so I was able to appreciate all the advantages of such a hybrid landing. It's a really good find and a new word in motorcycle design. In a word, the ergonomics of the bike, by the way, and by the way, almost 'literally,' echo with the car-canons of the crossover. Just above the clearance and landing, the "SUV" in design, but in general, completely asphalt machines, which are capable of being able to overcome the kerbs. The good things to improve are spoiling. That is why a truly excellent engine has not been thoroughly shaky. All modifications made are related to the torque specification. Since the V-shaped "quartet" moved from becoming a "sport-tourist" to a quieter tribe of crossers, it was slightly migrated to low and medium speed. Inlet trams have already been made 6.5 and longer by 20 mm. Together with the migration of the engine control unit, it was possible to make the torque curve more smooth and flat, and to remove the "failure" in the "navigation" range (3000 to 6000 rpm). Of course, the VTEC system (connecting the second pair of valves in the cylinders at high speeds) has become much softer, practically free of the characteristic "kick" inherent in the "exit". I cannot say that all these innovations have greatly changed the nature of the engine, in relation to the predecessor. It just became more comfortable and level, which fully meets the general "friendly" concept of a motorcycle. At the same time, the peak values of both the moment and capacity have decreased slightly (see para. comparative table). Of course, it is not worth to think that the almost litre engine has become plush and boring. The motorcycle is really capable of pumping positive adrenaline into the blood. The V-shaped quartet is a very strong torque of 3000 rpm, which begins to fade only after 9500 rpm. No one can boast of such a "pushy" characteristic. You're just swinging the handle, and the motorcycle shoots out! In this case, the four-cylinder scheme is deprived of the reversibility that is inherent to all V2, especially high turnover. This is the golden middle between the "top four" and the "bottom" of the V-shaped "two." I don't think you can think of a road bike like this for me. A special mention should be made of the tyres. Crossrunner is both specially designed for it by Pirelli Scorpion Trail. They have an entirely asphalt pattern, but, like the entire motorcycle, there's a slight hint of SUV. The two-component tread pattern (more rigid and soft on the edges) solves the perennial dilemma between durability and "containment". Despite a very slippery asphalt on the Mountain Serpentine Majorca, where the test took place, the tires allowed the motorcycle to be packed to the feet, and if the back wheel had gone out of the way, "catch" the motorcycle was not a lot of work. According to the specialists Honda and Pirelli, a set of rubber can serve up to 15,000 people. km Of course, it is not possible to test new tires in full, but the same rubber on Ducati Multistrada 1200 has shown itself admiraously. Honda VFR800X Crossrunner: crossover, 2011 , 800 cm³, 102 l. , 240 kg, the price is not yet determined. The "crossrunner" is the same as the one already familiar with Hornet and CBR600F assemia. There are no miracles, and here she is raised closer to the driver's eyes, and a lot of readings are still disgusting. The engine became more comfortable and "level", which fully meets the overall "friendly" concept of the motorcycle. Crossrunner is waiting for the same rabid popularity that has long kept up the crossover of the four-wheel world. SUMMARY. VFR800X Crossrunner fills the empty gap between "dual-use motorcycles" like Honda Transalp or Suzuki V-Strom and "honest" roadways like Honda CBF or Yamaha XJ6 Diversion, thus repeating "car" history. Once the Honda CR-V and Toyota RAV-4 rose between real Toyota Land Sruiser or Chevrolet Tahoe and asphalt sedans and universals. In everyday urban life, such a "hybrid" will be really convenient, because completely behind the road qualities of road cars, Crossrunner will be able to jump on a high gear, and do not cross the "pubs" by the leathing police. With a short base and a high landing on it, it will be easy and easy to push through traffic jams, and the large corners of the steering wheel will make it easier to manoeuvre. A direct landing with a good wind protection makes him a great trucker. By the way, the lateral colds, top-case, high windscreen, heating handles and additional deflection units are present in the original tuning catalogue. In my opinion, Crossrunner is waiting for the same rabid popularity that has ever gained and still do not lose the sneakers of the four-wheel world. The chief designer of the project Teofil Plaza: " The main idea of this motorcycle is the ease and fan. We tried to create the machine simple and understandable for most users. His motto is jump and go! We tried to make it as positive as possible, fun and kind, and inspired us with the cartoon character of Warner Brothers cartoons. He is the fastest on the praierry, always cheerful, positive and not evil at all. We wanted this motorcycle to be friendly even to not very experienced riders, but its main purpose is to give pleasure and fan. " TECHNICAL CHARACTERISTICS Honda VFR800X Crossrunner (manufacturer data) General Data Model Year 2011 Wheel base, mm 1464 Rated mass, kg 240.4 Length × height × height, mm 2130 × 799 × 1243 height clearance of 140 Height sedans, mm 816 Volume of petrol tank, L 21.5 angle of steering column, hail. 25o45 ' Exit, Type V4, 4T GRM DOHC, 4 valve for cylinder with valve pairs (VTEC) Working volume, cm³ 782 dimension, mm 72 × 48 Volumetric compression ratio 116: 1 Power supply system cooling system Max power, l. power, l. at /min 102/10000 max. torque, Nm at /min 72 ,8/9500 TRANSMISSMISSION A large------------------------------------------------------------------------------ Front suspension with pre- compression of the Diameter of pipe, mm 43 Hits, mm 108 Rear suspension Pro-link pendulum pendulum and gas-filled shock absorber with pre- compression of the spring compression and the forces of drive, mm 119 brake system hydraulic semi-combined C-ABS (braking both wheels of pedal) Front brake 2 disc Ø 296 mm, 3-piston brackets Rear brake 1 disc Ø 240 mm, 1 piston in the Wheels, aluminum. A 120/70 R17, a bone-dimensional Zade Bus, 180/55 R17, a powerless Honda VFR800X Crossrunner vs Honda VFR800F (comparative table) Capacity, l. c at /min 102/1010 109/10500 torque, Nm at /min 72 ,8/9500 80/8750 Stated mass, kg 240.4 244 Height, mm 816,805 Wheel base, mm 1464 1460 Radius of turn, m 2.8 3.2, angle of column, border/render, mm 25o 45 '/96 25o 30' /95 Road clearance, mm 140 125. /Ass. ) 1 0 8/1 1 9 108/120 Test is organized by Honda Motor Rousse CJSC, STR, Shark and Shark equipped with internet-store 4-moto. en.