HONDA'S VFR800X Crossrunner is one of the best naked bikes I've ever ridden.

The main reason is the revamped VFR800 engine is simply sublime. Combined with a tall riding position and capable suspension, you have a machine which is a joy to ride in a vast variety of conditions.

What, no adventure?
When I turned up for the launch of the new VFR800X I was expecting an adventure bike. What I got was a VFR800 without its fairing. There's more to it of course, but although the Crossrunner looks like it would be capable off-road, it's really a style rather than substance thing.
One major clue is the fact the bike wears 17 inch wheels at both ends (120/70-17 & 180/55-17 tyres), so this restricts adventure type tyre choice, and therefore restricts where you can comfortably go. Decent dirt roads are no problem, and fire trails are okay too, but going further off-road would need a rider comfortable with his or her skill set.
One thing the VFR800X doesn't lack is ground clearance, and I can see Honda further developing this bike into a real adventure tourer, with larger diameter wheels and maybe the engine from the VFR1200, not that it needs it though.

Not so snappy V4
When the last generation VFR800 was released it copped a bit of a panning from the press re the variable valve timing (VTEC). By all accounts the bike would feel flat down low and then produce much more horsepower when the sleeping valves cut in, and not always when you wanted it.
Having never ridden that model I can't confirm this but I've read and heard enough to suspect there's plenty of truth in it.
Honda actually heeded these criticisms and on the 2009 VFR800 changed the VTEC so the extra power was brought in further down the rev range. The Crossrunner essentially uses this same engine but with further minor changes to the 782cc engine to suit the type of riding expected, namely a heavier flywheel, different inlet trumpets and inevitable ECU updates, to tone down the 'snappiness'.

Ancillaries
An aluminium twin spar frame is used, with 43mm cartridge type conventional forks at the front and a Pro-Arm single sided swingarm and Pro-Link rising rate rear shock. It all looks very similar to the standard VFR, but instead of the usual hydraulic pre-load adjuster, the Crossrunner rider has to make do with a C spanner. It's hard to fathom why Honda did this, as it makes adjusting the shock a bit of an unnecessary chore.
Honda has used the well developed combined braking system with non switchable ABS. With this system, using the rear brake will also activate a few of the front caliper pistons as well. Hard rear brake trailing into a corner may not be the VFR's forte but overall the system works very well.
On the standard VFR the mufflers exited right beneath the seat which looked very nice but gave pillions a hot bottom. On the Crossrunner Honda has redone the exhaust system to route the muffler down low on the right hand side. When I say down low, it's not that low that it scrapes unless you've fallen off.
Styling is polarising. I don't love it but I could see it growing on me. Friends I showed the bike to loved it so if you think the styling would stop you from buying the bike, get over yourself. People don't really care what your bike looks like.
I found the riding position to be just about spot on. You seem to sit quite high, much higher than the 816mm seat height would suggest, and the rider's seat is nice and flat; the pillion does all right too. Not sure how Honda has got the seat feeling so high but I like it.
Footpeg and handlebar position was good for a six foot me.
A small screen greets the rider, as does a cool looking instrument display which includes a digital LCD speedo and a host of other bits of info to get you through the day.

On the road
Even though the bike tips the scales at 240kg without fuel it doesn't feel anything like that when you are riding along. Steering is quite neutral and ground clearance is more than ample. The first riding session of the launch was a variety of country and city roads and I couldn't have been more impressed with the bike. I mean the engine is a stunner but a bit more on that later.
The second phase of the launch included some track time at a private facility. It was here I could explore the outer regions of the bike's handling and power. Even though it might not have a racy riding position, the 'X' can still be hustled along very nicely thank you. The only fly in the ointment was a slightly vague feeling from the front end, but this was when pushing hard. At track pace I couldn't fault the brakes or the way the basic suspension worked, only that vague feeling from the front end.
From there it was goodbye to all and sundry as I headed off to experience the Crossrunner for another couple of weeks. I decided to take a series of back roads home, roads which are not and have never been known for their smoothness. It was here the shock showed up a few flaws in the way it coped with sharp hits and bumps, feeling harsh and unforgiving in these conditions, something which never reared its head on the smoother roads earlier in the day.
I'm sure it could be dialled out to a degree but without the hydraulic pre-load adjuster (there's also the rebound damping to play with) it makes it more time consuming to do.
As for the engine, wow. I've always loved Honda's V-Fours, and in fact I own two Honda VF1000s (no, I don't have a V-Four fetish) but this engine is simply one of the best I've ever sampled of any type. It hasn't got 200 horsepower, it doesn't wheelstand like a Ducati 1198 and it is a bit more complex than it probably needs to be, but then again Honda's go has always been to showcase its technical capabilities, which is why the first V-Four was born back in the early ’80s.
It might have 'only' 100 horsepower or so but it feels stronger. It is extremely flexible and the exhaust note when you open it up is glorious, and would be even more so with an accessory pipe. It also has that lovely 'rumble' that only a V-Four has when you lug the engine from low revs in too high a gear. The six speed ’box is a gem too, with slick gear changes and ratios spot on.
It's not bad on fuel either, with a range of over 300 kilometres from the 21.5 litre tank.

Extras
There are a range of genuine accessories you can get for the Crossrunner. Panniers, top box, tall screen and heated hand grips. I found the standard height screen displayed almost no buffeting.

Verdict
It's hard not to give this bike a very big thumbs up. On the roads I live on I'd look at softening the rear shock, and I'd go for the tall screen and heated handgrips. Oh, and as I said before I'd have to go for a more 'soulful' muffler.
But that engine, and the riding position makes the Crossrunner almost perfect for me as a day to day prospect.
Honda has priced the Crossrunner very competitively at $14,990 + ORC, with a two year warranty.