Honda VFR 1200X Crosstourer – touring enduro

Appearance

This is probably the main advantage of the model compared to classmates from different eras. The Honda VFR 1200X Cross Tourer is beautiful, there's no doubt about it. Neat spoked wheels, a chrome exhaust pipe, a smoothly rising but high tank - all this is harmoniously combined and makes the motorcycle aesthetically pleasing and modern.

Of course, if you don't like the new trends, you won't like this bike either. But here it comes down to the peculiarities of the aesthetic worldview, and the modernity of the lines cannot be counted among the disadvantages of the car. Objectively, this is only a plus, because it makes it easier to adjust the filling to the body and make the motorcycle more modern and technologically advanced.

Comfort

The car is more comfortable on the road than off-road. However, the model is capable of overcoming the rigors of rough terrain. The main thing is not to abuse this opportunity in order to extend the life of the bike as a whole. This, in principle, applies to any touring enduro. It’s just that this model is not one of the most reliable, and therefore it’s worth paying special attention to this point.

The driver's seating position is comfortable, especially if the person is already accustomed to touring enduros. It is important to take into account that there is a rapid acceleration to 100, which means that special care is required when starting to move and when accelerating. This skill develops over time, so it's better to start with something simpler.

Honda VFR1200X Crosstourer

Since crossovers suddenly became the titular caste of the motorcycle industry, every manufacturer is trying to provide them with the best technologies and options. So at Honda, when creating the all-terrain intercontinental airliner VFR1200X Crosstourer in 2012, they decided to take as a basis not just anything, but a top-end sports tourer. Let's figure out what you should prepare for and what to look for when choosing a used one.

STORY

Having presented the Honda V4 Crosstourer concept at the 2010 Milan EICMA exhibition, the Japanese de facto demonstrated to the target audience what a new product awaits everyone: a massive and comfortable tourist crossover, focused primarily on asphalt. Moreover, the thoroughness of its development made it possible to talk about its imminent appearance in the company’s model range. Therefore, no one was surprised that the production VFR1200X, presented a year later, the successor to the Varadero model and the main competitor to the super-successful BMW R1200GS, differed from its prototype only in certain strokes.

As you might guess, the Crosstourer was built on the basis of the VFR1200F sports tourer (see “Moto” No. 3–2016). The four-cylinder V-engine was severely derated (only 129 hp versus Vyfer’s 172 hp), but at the same time traction improved (especially in the range from 2000 to 4000 rpm) and fuel consumption was reduced, which together with a larger capacity gas tank, the range increased to 300 km. Switchable traction control is included as standard equipment. The newcomer inherited from the VFR1200F such an option as an automated transmission with two clutches DCT, the settings of which were also adjusted.

Shaft drive to the rear wheel, a diagonal frame made of aluminum alloy, a cantilever mounting of the rear wheel, a combined braking system with ABS - all this was inherited from the VFR1200F. But the suspension is its own: at the premiere show, Honda specialists proudly reported that the fork and monoshock absorber are adjustable by spring preload and rebound hydraulics, and their travel has been increased, although they forgot to say how much.

The 2021 modernization allowed the large Honda crossover to meet the Euro-4 environmental standard and, at the same time, receive an adjustable windshield, a 12V socket and a lowered seat, and versions with a DCT robotic transmission also have three levels of “sport” S mode.

FOR WHAT

Those who expect off-road exploits from the Honda VFR1200X Crosstourer can safely pass by. The element of a crossover is multi-day asphalt marathons, in which it impresses with its speed and comfort. Especially the version with the DCT “robot”, which, due to the lack of clutch and gear shift levers familiar to most motorcyclists, requires some getting used to at first (for example, when moving in sluggish traffic jams or starting from a standstill in difficult conditions), but it fully justifies its existence in the open air .

However, the main dominant of the Honda “long-hauler” is the V-shaped “four” from the “sport-tourist” VFR1200F, which, despite the reduced number of “horses”, is always ready to show its violent temper. The motorcycle, as if pulled by an elastic gust of wind, accelerates softly and quickly from literally any engine speed. It's a pity that the suspension capabilities don't match the engine's potential.

If you do not take into account its low survivability, the characteristics of the monoshock absorber are generally selected well, both for single movement in space and for pair skating (you only need to slightly tighten the rebound hydraulics and tighten the spring preload). But the Japanese engineers frankly went too far with the softness of the inverted fork, as a result of which any gullies and rough edges with sharp edges make the Crosstourer convulse.

This is partly due to the fact that the curb weight of the VFR1200X, by the standards of the off-road genre, is excessively high: as much as 275 kg in the “mechanical” version and 10 kg heavier in the “automatic” version. And if nature has not endowed you with great health, then all this “elephant-likeness” with an inflated center of gravity can play a bad joke on you, especially when maneuvering slowly. Sometimes it reaches the point of absurdity: for some, lifting a motorcycle from a side stand is already a problem, and if it falls, it’s a complete disaster. So marks on plastic from contact with a hard surface are the norm rather than the exception.

CHOICE

As with the cross-platform “sport tourer,” when choosing a used Crosstourer, the first step is to find out about the origin of the motorcycle. Because on the secondary market, along with full-powered “Europeans” and “Americans,” there are often also domestic Japanese examples, the engine of which, according to island legislation, is strangled to 106 hp. and 125 Nm. They can be easily recognized by the black plastic covers on the engine covers, thin exhaust pipes, a small hole in the muffler and the absence of a VIN code in the vehicle title. But returning the lost “livestock” is difficult: to do this, you will have to not only reflash the “brains”, but also fork out for a full exhaust, new airbox restrictors and intake manifolds. In addition, on the “automatic” version of the DCT, the original software of the “robot” may begin to conflict with non-native injection maps.

Although the DCT automatic transmission sometimes gets buggy even without outside intervention, getting stuck in some gear, say, after a short coasting trip with the ignition off, which is why the “robot” simply refuses to respond to “manual” shifts, and the motorcycle refuses to start. And okay, it would be possible to squeeze the clutch lever, but it’s not there. Nevertheless, there is no need to be scared: it’s worth driving the Honda back and forth in the parking lot so that the “brains” finally determine the number of the activated gear, and everything will work again. Similar symptoms, by the way, also appear when the adjustment of the side stand sensor goes wrong.

However, the V-shaped “four” itself is considered reliable. It is ready to cover 150–200 thousand km without much hassle, and the blissful picture during this period can only be spoiled by a leaking water pump. Provided, of course, that she was given proper maintenance, purchased high-quality consumables, and monitored the tensioners of both timing chains and valve clearances (alas, increased wear on the timing system chains and valve seats is a common occurrence).

The main headache of “Crosstourers” released before 2015 is the cardan cross. And all because the unit tends to overheat, as a result of which by 15–16 thousand km it can crumble or jam: in the first case, the motorcycle simply stops, and in the second, the rear wheel is blocked at full speed. Upon learning of the identified defect, Honda conducted a recall campaign to replace the crosspiece, but caution never hurts.

You don't need a tool to check it: just move the cardan boot. A sign of overheating and the imminent death of the crosspiece is the green varnish with which it was coated at the factory, blackened by high temperature. And although this part is rolled into the forks and is sold only assembled with a driveshaft, owners of large VFRs are consoled by the fact that domestic Kulibins have not only selected an alternative option (the GMB GUN-28 spider), but have also learned to change it.

In addition, during inspection, it also makes sense to evaluate the operation of the power valve at the outlet: incomplete opening or sticking will be a sign of a soured cable drive (it’s enough just to lubricate it) or a dying servo drive (just change it).

The “Vyfera-X” suspension is comfortable and generally quite reliable. At least while it's fresh. However, by 20 thousand, the hydraulics often begin to “get tired” and the seals begin to leak. In addition, the spring preload adjustment knob turns sour over time in almost everyone. And an inverted fork, due to a lack of damping when driving through gullies, closes with shock during the compression stroke.

The cure for suspension ailments is known, but it’s difficult to call it budget-friendly: for example, a set of Italian Matris in the form of F20K cartridges (F20H225K) and an M46KD monoshock absorber (MH223.1KDIS) will lighten your wallet by at least 1,600 euros, and only a Touratech or Nitron mono-shock absorber NTR ADV R3 – no less than 1100 euros. Therefore, when upgrading the suspension, many owners make do with a modest set of stiffer springs (for the fork - from 9 to 10 N/mm) and thicker shock-absorbing fluid (from 10w to 15w): for such a kit produced by the Dutch Hyperpro in European online stores they charge from 260 euros.

It’s interesting that the Japanese traditionally save on lubrication of bearings (both wheels and steering column) and rear suspension arms. Therefore, in order to delay the moment of their death (in the conditions of eternal shaking in domestic directions, this happens unexpectedly quickly), you should not be lazy and spend some amount of personal time for additional maintenance.

TUNING

The range of the factory options catalog is modest: a pair of side cases with a capacity of 35 and 39 liters, one type of central case with a volume of 39 liters, an anti-theft brace, an alarm system, a lowered saddle, a high glass, heated grips, fog lights, a 12 V socket, a case and a central stand. Taking into account the fact that the price tag on them is frankly inflated, many are more willing to vote with their wallets for third-party manufacturers (for example, Touratech, SW-Motech, Kappa, Givi or MRA), especially since they have a much larger choice.

WHERE TO LOOK

The model is not the most widespread, although it has a certain circle of admirers. The overwhelming number of offers on the market are from private owners. If you want equipment “without mileage in the CIS,” then the road goes straight to numerous “gray” importers.

Dimensions and weight

The dimensions of this car are impressive: the tank is colossal in size, the ground clearance and weight are large even for enduro tourists. Of course, the length, width and height match. Well, the saddle height here is average. If you look at the photos and videos, this machine is larger in size not only than a sportbike and cross-country motorcycle, but also many of its classmates.

Dimensions:

• tank – 21.5 l;
• ground clearance – 180 mm;
• curb weight – 275 kg;
• height – 1335 mm;
• width – 915 mm;
• length – 2285 mm;
• seat height – 850 mm.

It is clear that such dimensions affect fuel consumption and maximum speed. But these parameters here are not only acceptable, but also approximate. However, like other technical characteristics of this motorcycle.

Test drive: Honda VFR1200X Crosstourer (2012)

The BMW R1200RT was on my list to buy as “No. 1” until Honda introduced the VFR1200X Crosstourer, which made me wait... I was looking forward to testing the Honda VFR1200X Crosstourer with special trepidation. After 6000 km of testing the VFR1200FD equipped with Dual Clutch Transmission, it was very interesting to look at a radically different model built around the same V4.

MOTOGONKI.RU, May 25, 2012 — With the launch of the VFR1200 on the market, sports tourism as a class, as a concept and as a type of active recreation has acquired a new shade. Now it's more tourism, less sports. The sports part became a matter of technology, and the Honda plant took over this concern. With DCT in hand, you no longer need to think about the “how” question, the dominant questions have become “which way” and “am I persevering enough.” Riding as a process has come to the fore, it will completely captivate you.

When the Honda VFR1200FD appeared without a gearbox foot and clutch lever, many expressed skepticism that this scheme “won’t catch on”, because “everyone is used to” using that same foot, and the lack of a lever drives you into a stupor. Only the first 200 km! Unlike most test drivers, my test drive included all possible types of roads - from the center of Moscow with standing traffic jams to the E40 Dresden-Calais autobahn and even the serpentines of the Karlovy Vary hills. Therefore, it was possible to quickly understand the intricacies of how DCT works. For two years, Honda engineers collected data from testers and daredevils who decided to buy the futuristic VFR. All this time, the Crosstourer was being developed. In February 2012, in Tarragona, in eastern Spain, the plant finally showed the new model.

Literally everything was interesting. Especially what has been done to solve the two main complaints from riders - the “strange” downshift algorithm and ergonomics. I was also interested in the quality of the traction control, which was not present in the first version of the VFR1200FD. In 2012, this option appeared on both the sport tourer and the Crosstourer. The lecture given by project manager Yusuke Hasegawa dotted the i's: their team did not stand still - everything was taken into account!

To date, five Honda motorcycles are produced with DCT: the Integra maxi-scooter (unfortunately, not supplied to Russia), street NC700X and NC700S, grand tourers VFR1200FD and Crosstourer. The logic of the automatic transmission has been completely redesigned to make the ride more comfortable and dynamic. In the previous version, when piloting in “D” mode (drive, “touring” type mode), the computer tended to quickly shift to a higher gear for maximum fuel economy. The program included a kind of “kick-down” with the reduction of a couple of gears when the handle was sharply opened, but up to two seconds passed before the moment of “acceleration”. The new logic is still focused on economy, so even at 80 km/h you can see the number “6” on the panel. But now the “kick” sensitivity has been increased, gears are reset immediately, as soon as you unscrew the knob more than halfway. I liked it so much that I didn’t even use “S” mode on the highway. In "sport" mode, little has changed. The moment of switching up remained a mystery: when at 4000 rpm, when at 5500... In any case, the choice of mode did not and does not affect the maximum speed.

New elements of the program - adaptive mode “D”. The computer analyzes the driver's actions over a period of time and selects a gear based on how “you are used to.” But to understand how a computer “learns”, you need to ride a motorcycle for a little longer than one day. But there are logic updates that can be easily felt by switching to “manual control mode” (“M”).

The main feature of DCT in the VFR1200 has always been total “foolproofing”. After all, as statistics show, falls in corners are associated with incorrect gear selection and/or wheel locking. With DCT this oversight is eliminated, even in manual control. It is impossible to turn off the VFR engine and lock the rear wheel: at most, the gearbox will go to “neutral”. If manual shifting is incorrect, the computer will calculate the situation and the DCT will automatically return to “D” or “S” mode, depending on the driving pace.

For me, the lack of a foot under my left leg is not a problem: of course, there is something scooter-like about it, but it is ideal for touring trips. Honda even developed an accessory - a “virtual gearshift foot”. This option is aimed at those who “can’t get out of the habit” of anachronism. I tried all versions of the Crosstourer, including the classic manual transmission. I must say that three of the test pilots with whom I spoke admitted by the end of the day that the foot is really an extra element in this motorcycle! [nxtpage]

The Crosstourer differs from the VFR1200FD in many ways. Apart from the engine, electronics, brakes, general design concept and some common body parts, there is nothing connecting them. The chassis has been radically changed (it would be surprising if a big enduro was based on a 100% road bike). The wheelbase is 50 mm longer, as is the overall length of the motorcycle. Ground clearance has been increased to 180 mm, the “X” is 52 mm higher than the “FD”. The fork angle is 2.5° greater, and the offset is 6 mm greater. The turning radius, accordingly, is 70 cm less - 2.7 meters.

The saddle, in accordance with the general Grand Tourismo style, is located high (850 mm), but is not felt at all. For example, on the BMW R1200GS and RT I can barely reach the ground with my feet, as is the case with the Yamaha Super Tenere (with spacer in the basic configuration). At a higher level, the VFR1200X confidently reached the ground with his feet, and not with his toes, but confidently with his entire foot. The factory suspension settings were ideal for my dimensions (176 cm/95 kg). Mostly pilots lighter than 80 kg complained about the “rigidity” of the basic settings. Eat more meat! (joke)

Indeed, the base fork is a bit harsh for driving on compacted loam and rocky soil; you have to compensate for vibrations by standing above the pegs and leaning forward. But on the asphalt you forget about it. In general, the Crosstourer seemed to me as comfortable as possible throughout the entire test, whether we were on roads with good asphalt or on gravel.

The engine was also adjusted. Since we are talking about a motorcycle that can (should?) go on dirt, it doesn’t need 280 km/h. But reliable traction from the bottom and in the middle is necessary. Initially, the Honda engine was built on an innovative principle. The cylinder angle is reduced to 76° (90° for the V4 of the previous VFR800), the rear and front cylinders are shifted relative to each other. This ensured the engine was particularly compact, balanced and vibration-free. Its dimensions, despite the more than 40% increase in volume, remained the same - only 36.5 cm in depth.

The design of the cylinders took 2 months to calculate on a supercomputer, which produced the optimal configuration. Due to some recalculation of the ignition angle and reconfiguration of the power system, it was possible to significantly change the power curves. The Crosstourer is much more active from 1500 to 4500 rpm, even compared to the VFR1200FD, but then the graphs diverge.

The operation of TCS is difficult to notice while driving on smooth, clean and dry asphalt. But it’s easy at the start from a dusty roadside, especially in “S” mode: as soon as the rear wheel breaks off, the system blocks the fuel supply and closes the throttle valves - for a second, but you can feel it. Then everything returns to the previous settings. [nxtpage]

Riding the Honda VFR1200X Crosstourer is all about constantly attacking kilometers of roads. When it's straight motorways, "D" mode saves fuel. But we plotted a route through the mountains, where the “S” mode worked best. Here, again, it's a matter of sensations. When driving the Crosstourer, you want to corner a little more aggressively.

The Honda luggage system looks simple, but I was convinced of its reliability even with the VFR1200FD. I don’t presume to say that the cases are really aluminum, like Yamaha’s, because they are much lighter in themselves and seem more compact. At the same time, the system volume is 89 liters (31 liters in the top case and two side cases of 29 liters each). There is also an option for 103 liters.

Even with panniers and constant uphill and downhill driving, the average gas mileage for the day was 6.4 liters. It is worth considering that we tried to measure the maximum speed and climbed mountains, where there is less oxygen and consumption increases. This time, the road situation did not allow me to accelerate faster than 235 km/h. In general, the impression was that it would be reluctant to accelerate further. The VFR1200FD showed 30 km/h more with the same inputs. This is the difference in engines: up to 140 km/h the Crosstourer “accepts” better, then the dynamics worsen when compared with a sports tourer, which is 43 hp more powerful. If for the Honda VFR1200FD a comfortable (and even obsessive) speed is 180 km/h, the VFR1200X suggests limiting it to 160 km/h. And it caught my eye, or rather my ears, that after 5000 rpm. The VFR1200X's exhaust system didn't explode with a grand prix roar like it does on a sport tourer. The new three-chamber muffler provides reduced noise levels, reducing stress on the pilot on long trips.

Although Honda engineers emphasized the Crosstourer's sophisticated weather protection, I found the small windshield to be insufficient for absolute relaxation. In comparison, the Super Tenere glass seems like a huge mug, but in both cases my Shoei Multitec began to “whistle”. The solution to this little problem is trivial earplugs! A useful accessory on a long trip: there is no need for extra noise, it will make you tired faster.

The overall ergonomics of the “cockpit” are made based on the fact that the pilot still needs to keep an eye on the road, and not on the instruments. Therefore, here there is nothing in common with the VFR1200FD. The Crosstourer panel is minimalistic, but wherever the pilot looks, he captures control information - the numbers on the speedometer, the tachometer “ribbon”, the gear number. The function is done, the design matters less.

Total.
Crosstourer is a long-awaited and promising new product. This is a truly cool motorcycle with which you can be friends, without forgetting mutual respect. Whether it's on the open road or in the mountains, the Crosstourer leads the driver with power and style and allows for a little fun from time to time. You accept the rules dictated by the 1237 cc V4 without regret. A clearly designed engine-chassis system seems to say to the pilot: the main thing is to keep your eyes on the road, guy! Could I drive 2000 km in a day on the Crosstourer, like on the VFR1200FD?.. But this question remains unanswered until the first long test.

Pros:

+ Endless “rubber” motor with very smooth characteristics + Well-balanced ergonomics + DCT is the future!

Minuses:

— Relatively weak wind protection in the basic configuration

Published in the April issue of RACEMAG magazine. Details and specifications can be found here. The test was carried out with the support of the representative office of Honda Motor RUS and the general partner of MOTOGONKI.RU official Honda dealer - the company DIALEN HONDA RUS.

Specifications

Large, reliable brakes, enormous fork and rear suspension travel, a powerful engine – it’s all present. So, if you need a motorcycle for harsh weather conditions, this is an excellent choice. Yes, maybe not as good as Africa Twin, but still decent.

Less than six liters per hundred kilometers is a good indicator. Because of this, long-distance operation will not be expensive. An extremely important parameter for any touring bike. The cardan drive is driven by weight. The six-speed gearbox explains the speed capabilities of this car.

Dear friends, I want to tell you about a short trip to the city of Suzdal for the Total Flame 2021 bike festival, which I made on a Honda vfr1200x crosstourer motorcycle. I left on Friday, when the bright sun was shining, but soon a total storm set in - rain, hail, stormy winds, and all this for 250 km to the intended goal. At that moment, the only thing I was happy about was the choice of motorcycle for this trip. I’ll explain why: Firstly, while my poor friends were jerking off the gearboxes of their little ones, I was smoothly riding a touring bike with an automatic transmission, without bothering about gears and clutch. Yes, you can say that a motorcycle with an automatic transmission is like a non-alcoholic beer or a rubber woman, but guys, it really was convenient and comfortable, for the sake of this you can discard all speculation and stereotypes. After all, just a few years ago no one thought that such features as ABS or traction control could be installed on mass-produced motorcycles. And, it seems to me, motorcycles with automatic transmission are a good option for long trips and city riding, provided that the moment when electric motors displace internal combustion engines from the market is not far off. Secondly, this model is equipped with a V-shaped 4-cylinder engine with a power of 130 horsepower and a torque of 126 Nm, which perfectly pulls 275 kg of curb weight + the fart who sits behind the wheel (over 80 kg). The motorcycle is very playful considering its dimensions, tank volume and cardan. But, despite the fact that Honda engineers tried to program the gearbox in such a way as to reduce fuel consumption, thereby the motorcycle travels in 6th gear at a speed of 60-70 km/h, but, as my trip showed, there are no savings as such no, and the average fuel consumption was 8.5 liters per 100 km with a tank volume of 21 liters. This is one of two things that puzzled me. I’ll write about the second one a little later.

Thirdly, I was pleasantly surprised by the suspension, since there are no roads in our country, I practically didn’t notice it and at times I even dozed off)) The fully adjustable 43mm front fork together with the progressive rear monoshock absorber coped perfectly with all the unevenness of the road surface. Plus, the mega comfortable sofa I was sitting on kept my ass in its rounded natural shape.

The fourth point, since bad weather accompanied me all the way there and back, I repeatedly had to test the motorcycle’s electronic systems: ABS and three-level traction control. You have to try really hard to fall on this motorcycle, because everything works perfectly.

Well, in conclusion, I would like to note the wind protection, which is adjustable in height with a slight movement of the hand, as well as the instrument panel (perfectly readable, with a set of all the necessary indicators), and even when driving while standing, everything is clearly visible.

Now I’ll touch on a few disadvantages, they are not significant, but I think it’s worth mentioning them: Not very convenient ergonomics: the left handle of the steering wheel is too overloaded with buttons. It contains: a light control key (low/high), a horn, turn indicators, emergency lights, heated steering grips, by the way, I’ll consider this a plus, because in such bad weather, the heating was really pleasing; as well as gear shift paddles. As you drove, you had to look at what you were turning on, so as not to make a mistake and turn on the high beam instead of the turn signal, for example.

Since the manufacturer positions this model as a tourist model, it must have cruise control. It should, but it isn't there. Not critical, but not logical.

The optics were a bit disappointing. Direct competitors of the VFR1200X have been using LEDs and fog lights for a long time.

Bottom line: despite the fact that there are many touring-enduro bikes on the market, the Honda VFR1200X does not stand out against the background of its competitors (BMW, Yamaha, Triumph) due to its features, which will appeal to many.

+box +engine +suspension +dashboard +wind protection +driver's seat -fuel consumption -ergonomics of controls -no cruise control -optics

I sincerely thank the office for the provided motorcycle. Honda representative office in Russia. Py. Sy. The fest, by the way, was a success, but that’s another story)

What do the owners say?

Judging by the reviews, the car is perfect for conquering routes of thousands of kilometers. Not only road motorcycles, but even sports tourists are often unable to cope with such a task. This machine does not often require maintenance, which makes the task easier and reduces risks.

IMPORTANT! The good thing about the motorcycle is that it’s easy to get spare parts for it now. However, repairs somewhere in an unknown workshop in another country are not the best solution. So it’s better to avoid such a situation and check the bike in advance before going on a long journey. And if you suspect a malfunction, it is better to re-diagnosis.

The visibility through the mirrors is praised, as is the seating comfort. Not everyone likes the dashboard, but there are no objective complaints about it. According to the description of those who have been driving this bike for a long time, the machine is perfect for people who want to purchase a beautiful and practical touring enduro.

The VFR 1200X Crosstourer isn't the best model in its class, but it's still decent. And one of its main advantages is modernity. No matter how good the same old Africa Twin is, if something happens to the motorcycle, repairing it will be problematic. So, if the question arises about buying an enduro tourist, you should think about this model.