Honda 1200x crosstourer review

Like the Honda Crossrunner, the Crosstourer takes an existing Honda V-four sporty-tourer, and repackages it into a taller, adventure-styled tourer instead. That engine gets a fairly hefty detune though, with peak power dropping from bhp to bhp, with corresponding beefing up of the low-down and midrange torque. Honda also offers a DCT version, with an automatic dual-clutch transmission, honda 1200x crosstourer review.

Shortly after its groundbreaking VFRF sport tourer was introduced for , Honda launched an adventure-styled bike for based on the same smooth and powerful 1,cc V-4 engine used in the VFR. Except that in late , one dollar only bought about 77 yen, which meant that the bike would be too pricey for the American market. So while the Europeans went Crosstouring, we waited—a pity because in many respects it was a better fit for us Yanks than the VFRF, which Honda has since dropped from its lineup. In the meantime, Combined ABS was added to the Crosstourer in , and the model received a new seat for improved comfort and an easier reach to the ground, self-canceling turn signals, Honda Selectable Torque Control HSTC, or traction control and software refinements to the optional Dual Clutch Transmission DCT to give the automatic shifting system a more natural feel, both on the highway and on back roads. For , the bike gets a one-hand adjustable windscreen, a 12V socket up front with an optional one available for the rear, and three levels for the Sport mode in the optional DCT.

Honda 1200x crosstourer review

Handling-wise the Crosstourer scores over the donor VFR, too. V4 shaftie is essentially the same powertrain as that of the VFRF but has been retuned to boost midrange and low down grunt at the expense of top end with new cam profiles to give reduced lift, longer inlet tracts and smaller diameter by 10mm exhausts. The result is a stupendously broad spread of sheer, smooth urge yet all flavoured with the charcateristically V4 rumbly drone. The slightest touch of throttle is enough to pull smoothly away and the progress thereafter completely linear and meaty yet enough, at the top end, to remind of true superbikes. Meanwhile, the paint is gorgeous and deep, the black-anodised alloy rims beautiful and the textured seat class — a true flagship machine. It also has pretty much all the right bits in all the right places: slim but meaty proportions, single-sided shaft drive, GS Adventure-style wire wheels, decent looks and BMW-rivalling quality and refinement. Read what they have to say and what they like and dislike about the bike below. It's only real downside for me is the weight. Which really only becomes an issue when moving it about manually. I haven't made adjustments to the suspension yet. I ride curvy steep mountain roads regularly and push it daily hard. There's room for improvement in the fronts handling but what I think it should feel like may be possible with tuning. This motor has ruined the competition for me. I've considered the mid or big twins in the ADV sector, but this cc, V4 is just a beast. I'd miss the power, torque and exhaust note.

If you love low torque, low revving power houses its for you. The outstanding highlights of the package for me are the well-tuned engine, amazing comfort and excellent honda 1200x crosstourer review system that really keeps the machine slim and agile even when fully loaded. Engine 5 out of 5 Superb V4 motor.

Honda has officially joined the adventure-touring party in earnest with the arrival of the long awaited VFRX Cross Tourer. It does boast mm of ground clearance, sturdy spoked rims and handguards, but like all machines of this genre, much work is needed for it to be turned into a serious off-road mount. Honda does offer modest optional crashbars dubbed cowl ornaments to satisfy lawyers as they are not crash tested to the various standard required around the world , as fitted to our test bike; but for serious protection buyers will need to turn to aftermarket manufacturers for a sturdy full-length bash plate to protect the undercarriage, crankcases and shock linkage, likewise for the radiator. I would also replace the mirrors with smaller independently-mounted items for serious adventures as the standard items affix to the hydraulic brake and clutch reservoirs, which is not ideal in the event of a tip-over. Every other machine on the market also requires similar modification to be fully prepared for serious off-road adventure so do not see this as a large blight on the VFRX per se, it is par for the proper adventure course.

Shortly after its groundbreaking VFRF sport tourer was introduced for , Honda launched an adventure-styled bike for based on the same smooth and powerful 1,cc V-4 engine used in the VFR. Except that in late , one dollar only bought about 77 yen, which meant that the bike would be too pricey for the American market. So while the Europeans went Crosstouring, we waited—a pity because in many respects it was a better fit for us Yanks than the VFRF, which Honda has since dropped from its lineup. In the meantime, Combined ABS was added to the Crosstourer in , and the model received a new seat for improved comfort and an easier reach to the ground, self-canceling turn signals, Honda Selectable Torque Control HSTC, or traction control and software refinements to the optional Dual Clutch Transmission DCT to give the automatic shifting system a more natural feel, both on the highway and on back roads. For , the bike gets a one-hand adjustable windscreen, a 12V socket up front with an optional one available for the rear, and three levels for the Sport mode in the optional DCT.

Honda 1200x crosstourer review

Handling-wise the Crosstourer scores over the donor VFR, too. V4 shaftie is essentially the same powertrain as that of the VFRF but has been retuned to boost midrange and low down grunt at the expense of top end with new cam profiles to give reduced lift, longer inlet tracts and smaller diameter by 10mm exhausts. The result is a stupendously broad spread of sheer, smooth urge yet all flavoured with the charcateristically V4 rumbly drone. The slightest touch of throttle is enough to pull smoothly away and the progress thereafter completely linear and meaty yet enough, at the top end, to remind of true superbikes. Meanwhile, the paint is gorgeous and deep, the black-anodised alloy rims beautiful and the textured seat class — a true flagship machine. It also has pretty much all the right bits in all the right places: slim but meaty proportions, single-sided shaft drive, GS Adventure-style wire wheels, decent looks and BMW-rivalling quality and refinement.

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Comfortable for long distances, but that's it, top heavy, shocking throttle at low speeds, jerky, snatching and hunts on a steady throttle, the only time it is happy is when accelerating and if riding on anything other that flat bump free roads the slightest bump moves your hand and the bike surges, an absolute danger if cornering on a steady throttle and you hit a bump mid corner it puts you wide. Negatives — Fork small bump response not supple enough — ABS not switchable, combined brakes not ideal off-road — A sport setting for traction control would be nice — Will be a little tall for some. Hand guards are a useful addition. But it put enough sparkle in my eye to ensure the first date started off on a good footing. Cons Exhaust tone. Fuel consumption can be high 20's or mid 50's. Facebook Instagram Youtube. Pros are: — comfortable riding position — amazing engine performance — great wind deflection — filetring is not an issue — adjustable traction control Overall it is an amazing bike. No tip overs, no problems, no nothing, and with of camping and traveling luggage and two up. The VFRX is heavy beast, so bringing it down gently is a necessity. The slightest touch of throttle is enough to pull smoothly away and the progress thereafter completely linear and meaty yet enough, at the top end, to remind of true superbikes.

While it looks like a big adventure motorcycle, it is classified as a sport touring machine and we found that it is capable of pounding the pavement on long hauls and eating up the most twisty canyon roads. After spending a week and a half logging about 1, Miles on the VFRX, I came away with a pretty good idea where this bike belongs in the motorcycle universe.

My main criteria is it is fitted with a shaft drive, as I am so over the chain maintenance. MPG is much better than the press have said - typically to a tank. Press the traction control button three times to deactivate traction control and power wheelies are easy after that. Front pre-load tweaked up a bit to reduce dive under braking. Rear shock has 10mm more travel than the VFR with adjustable preload and rebound damping. I can only liken it to how liberating it must have been in the s when some bright spark moved the gear lever from hand change to foot change on a bike. Buying experience: I bought my bike from an independent dealer who were great to deal with. The VFRX, while it is a big bike, manages the day-to-day task of splitting lanes fairly well. By Steve Rose. Mine has every available Honda accessory for this model, even the cover. Power delivery is pretty well linear, it does have a horrible snatchy nature at low revs which can be quite frustrating especially having been used to the silky smooth nature of the carbed BB previously. Drive shaft means no chain to lube adjust or change. Powerful - massive torque. Quite thirsty, averaging between 35 - 42mpg dependent on riding style.