Honda VFR800X Crossrunner (2015-2016) Review: A Sport Touring Contender Revisited
Introduction
The Honda VFR800X Crossrunner (2015-2016) occupies a unique space in the sport touring segment. Built on the legacy of Honda’s V4 engines and wrapped in adventure-inspired styling, this machine promises a blend of long-distance comfort and spirited performance. But how does it hold up when scrutinized through the lens of modern riding demands? Let’s throttle into the details.
Design & Aesthetics: Adventure Meets Refinement
The Crossrunner’s design is a masterclass in balancing aggression and elegance. With its angular fairing, sharp LED headlights (a standout feature for its time), and a raised windscreen, it hints at off-road capability while remaining firmly rooted in sport-touring DNA. The 2190mm (86.2-inch) length and 1360mm (53.5-inch) height give it a commanding presence, though the 242kg (533.5 lbs) wet weight reminds you this isn’t a lightweight scrambler.
Color options were limited but striking: Gloss Red and Pearl White in 2016, with Silver added in earlier 2015 models. The 10-spoke aluminum wheels add a touch of sportiness, while the diamond-shaped aluminum twin-spar frame keeps the package taut and purposeful.
Engine & Performance: The V4 Symphony
At its heart lies Honda’s legendary 782cc liquid-cooled V4 engine, producing 107 HP @ 10,250 RPM and 75.1 Nm (55.4 lb-ft) of torque @ 8,500 RPM. This isn’t just a spec sheet star—it’s a visceral experience.
The DOHC VTEC system deserves special mention. Below 6,800 RPM, it operates in 2-valve mode for smoother low-end torque and fuel efficiency. Past that threshold, all 16 valves kick in, unleashing a surge of power accompanied by a spine-tingling exhaust note. The transition is seamless, though purists might miss the raw edge of traditional V4s.
Transmission & Driveline:
- The 6-speed gearbox is slick, with a light clutch pull (thanks to the wet multiplate clutch) ideal for stop-and-go traffic.
- Chain final drive ensures durability, though it demands regular maintenance—a small price for the direct feel it offers.
Handling & Dynamics: Precision Meets Adaptability
With a 26.5° rake and 103mm (4.1-inch) trail, the Crossrunner strikes a balance between stability and agility. The 43mm HMAS front fork offers ten-stage damping adjustment and stepless preload, while the rear Pro-Link shock provides 7-step preload and rebound damping.
On the Road:
- Highway Cruising: The 1475mm (58.1-inch) wheelbase and 165mm (6.5-inch) ground clearance inspire confidence in sweeping corners.
- City Maneuvers: The 32.1-inch seat height (815mm) might intimidate shorter riders, but the narrow waist aids footing.
- Bumpy Backroads: 145mm (5.7-inch) front and 148mm (5.8-inch) rear wheel travel soak up imperfections without wallowing.
Braking: Dual 256mm front discs with 4-piston calipers and ABS provide strong, predictable stopping power. The rear single disc feels slightly understated but adequate for its role.
Comfort & Ergonomics: Touring Focused, Rider Friendly
Honda nailed the ergonomics for long hauls. The handlebars are wide and upright, reducing wrist strain, while the seat (adjustable from 815mm to 835mm) offers ample support. The 20.8L (5.5-gallon) fuel tank ensures 300+ km (186+ mile) range between fills.
Wind Protection: The adjustable screen does a decent job deflecting airflow, though taller riders might crave an aftermarket upgrade.
Passenger Comfort: The pillion seat is spacious, and the integrated grab rails add security—a thoughtful touch for two-up touring.
Technology & Features: Ahead of Its Time?
For a mid-2010s machine, the Crossrunner packs notable tech:
- Full LED Lighting: The headlights offer excellent visibility, with a modern aesthetic that still holds up.
- Digital Dashboard: A mix of analog tachometer and digital readouts (speed, fuel, gear position) is intuitive but lacks flash compared to modern TFT displays.
- ABS as Standard: A safety essential, though traction control is conspicuously absent.
Competition: How Does It Stack Up?
The sport-touring segment is fiercely contested. Here’s how the Crossrunner fares against key rivals:
- Yamaha Tracer 900 (2015):
- Lighter (210kg) and more agile, thanks to its CP3 triple.
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Lacks the Crossrunner’s premium build quality and V4 character.
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Suzuki V-Strom 1000 (2015):
- More off-road capable with 19-inch front wheel.
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Heavier throttle response and less refined engine.
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Triumph Tiger 800 XRx:
- Superior electronics (ride modes, traction control).
- Parallel-twin can’t match the V4’s top-end thrill.
Verdict: The Crossrunner shines for riders prioritizing engine refinement and build longevity over cutting-edge tech.
Maintenance: Keeping the V4 Alive
Owning a VFR800X Crossrunner is a commitment to meticulous care. Here’s what to watch:
- Oil Changes:
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Use SAE 10W-30 (3.1L with filter). Honda’s VTEC system is sensitive to oil quality—don’t skip intervals!
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Chain Maintenance:
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The O-ring chain requires regular cleaning and lubrication. Consider upgrading to a premium X-ring chain for reduced upkeep.
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Brake Fluid:
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Flush with DOT 4 every two years. Sticky calipers? Our store stocks OEM-spec replacements.
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Cooling System:
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Replace coolant every 24,000 km (15,000 miles). The 2.6L capacity demands a 50/50 mix.
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Valve Adjustments:
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VTEC complexity means valve checks every 24,000 km (15,000 miles). Not a DIY job for most.
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Tire Pressure:
- Honda recommends 2.5 bar (36 psi) front and 2.9 bar (42 psi) rear. Underinflated tires dull handling.
Pro Tip: Upgrade the stock suspension with aftermarket springs or a shock rebuild kit to tailor damping to your weight.
Final Thoughts
The Honda VFR800X Crossrunner isn’t perfect—it’s heavy, lacks modern rider aids, and its VTEC system divides opinion. Yet, it’s a machine that grows on you. The V4’s howl, the rock-solid chassis, and the day-long comfort make it a compelling choice for riders who value mechanical connection over digital intervention.
Whether you’re planning a transcontinental tour or carving weekend backroads, the Crossrunner deserves a spot on your shortlist. And when it’s time to replace that chain or upgrade the suspension, remember: MOTOPARTS.store has your back with OEM and performance parts to keep this Honda singing for years to come.
Specifications sheet
| Engine | |
|---|---|
| Stroke: | Four-stroke |
| Max power: | 78 kW | 105.0 hp |
| Max torque: | 75 Nm |
| Fuel system: | PGM-FI electronic fuel injection |
| Max power @: | 10250 rpm |
| Displacement: | 782 ccm |
| Fuel control: | DOHC |
| Max torque @: | 8500 rpm |
| Bore x stroke: | 72.0 x 48.0 mm (2.8 x 1.9 in) |
| Configuration: | V |
| Cooling system: | Liquid |
| Compression ratio: | 11.8:1 |
| Number of cylinders: | 4 |
| Valves per cylinder: | 4 |
| Dimensions | |
|---|---|
| Wheelbase: | 1475 mm (58.1 in) |
| Wet weight: | 242 |
| Seat height: | 815–835 mm (32.1–32.9 in) |
| Overall width: | 870 mm (34.3 in) |
| Overall height: | 1360 mm (53.5 in) |
| Overall length: | 2190 mm (86.2 in) |
| Ground clearance: | 165 mm (6.5 in) |
| Fuel tank capacity: | 20.8 L (5.5 US gal) |
| Drivetrain | |
|---|---|
| Clutch: | Wet, multiplate with coil springs |
| Final drive: | chain |
| Transmission: | 6-speed |
| Maintenance | |
|---|---|
| Chain type: | O-ring sealed |
| Electrical: | 12V/11AH battery |
| Engine oil: | 10W30 |
| Brake fluid: | DOT 4 |
| Spark plugs: | NGK IMR9D-9H |
| Spark plug gap: | 0.8–0.9 mm |
| Coolant capacity: | 2.6 |
| Forks oil capacity: | 0.97 |
| Engine oil capacity: | 3.8 |
| Engine oil change interval: | Every 5000 km or 2 years |
| Recommended tire pressure (rear): | 2.9 bar (42 psi) |
| Recommended tire pressure (front): | 2.5 bar (36 psi) |
| Additional Features | |
|---|---|
| Starter: | Electric |
| Lighting: | LED headlights |
| Color options: | ['Red', 'White', 'Silver'] |
| Chassis and Suspension | |
|---|---|
| Frame: | Aluminum twin-spar |
| Trail: | 95 mm (3.7 in) |
| Rear tire: | 180/55-z-17 |
| Front tire: | 120/70-z-17 |
| Rear brakes: | Single 256 mm disc, 2-piston caliper (ABS) |
| Front brakes: | Double 310 mm discs, 4-piston calipers (ABS) |
| Rear suspension: | Pro-Link monoshock, 7-step preload and rebound damping adjustment, 148 mm (5.8 in) travel |
| Front suspension: | 43mm HMAS cartridge-type telescopic fork, stepless preload and damping adjustment, 145 mm (5.7 in) travel |
| Rake (fork angle): | 26.5° |
