Motorcycle specifications HorexVR6 2012 A growler's roar

in the world of roadsters, the plethora of models offers something for every taste and budget. It's hard to stand out from the crowd, but that's exactly what the new Horex VR6 does, with a motorization never seen before in the world of two-wheelers.

by the way, what is Horex? A new manufacturer or... no, a rebirth. This German brand was born in 1923 in the Saar region. Renowned for its technology and the pride of Germany, Horex marketed renowned models such as the SB 35 Regina, the Imperator and the Resident. Fate closed the factory doors in 1960, leaving the name to live on in history.

until 2007, when the brand was bought out by Clemens Neese and Franck Fisher. They decided to resurrect Horex by teaming up with some of the finest names in the industry (Bosch, Bing, Weber-Motor, Volkswagen, etc.) and presenting a model with a big, big heart. In this case, a six-cylinder, but nothing like the engine BMW has installed in its K 1600 GTs. Here, it's super-compact and super-boosted, capable of gluing your eyes to the back of your skull and turning them inside out once your brain has been defragmented. The block cubes 1218 cm3, already a substantial displacement. When the first technical data were presented, a compressor was included to fill the mill, taking it into another dimension. 200 hp on arrival, ready to propel the roadster into the pursuit of the best sports bikes - even if that's not its ambition. Mechanical madness? Certainly, but also a pretty powertrain that deserves a closer look.

so, let's start where I knew nothing about it: the VR6. That's the name of this particular engine configuration, already well known to VW Golf enthusiasts. It's a V-shaped 6-cylinder (2 banks of 3 cylinders) with such a narrow angle (15°) that they can be combined under a single cylinder head. As a result, the cylinders are positioned like in a checkers game with only 2 rows. This makes for a very compact 6-legged engine, but with a more massive top end... except on the Horex, where the overall dimensions are incredibly reduced, and above all, the width of the block is only 429 mm, barely more than a traditional 4-cylinder. The 18 valves are actuated by 3 camshafts - the central one handles both the valves to evacuate exhaust gases from the rear cylinders and the intake for those at the front. One of a kind! But why 18? Because there are 2 intake valves and one exhaust valve per cylinder, boosting torque.
The problem with this type of engine is that it's impossible to install vertical intake ducts. So the compressor helps out in a number of ways. Firstly, with the air pressure it delivers, there's no need to worry about stuffing the engine. Secondly, this supercharging process suffers no response time, since it's driven directly by the engine, and not by exhaust gases like a turbo. As a result, the millbif can immediately get into the thick of things. That's more than 15 mkg to digest, without having to look for it at high revs (but we'd like to see the curve anyway).
This configuration and this technicality mean that the Horex block does not need a balance shaft. This means we won't be bothered by vibrations, only by the hot acceleration provided by the abundance of stored watts. The maximum power of 200 horsepower at 8,500 rpm is almost reasonable, as internal tests have shown that much more can be produced without weakening the mechanics. But go and work off so much gniak, we'll see after the sweat session if you want more...!
Alas, economic reality has caught up with Horex, and the roadster will do without this compressor. That doesn't stop it from announcing 161 hp at 9,000 and 13.7 mkg of torque at 7,000 rpm. These figures propel the German into the top 5 of the most powerful naked models on the market.

like some German sedans, the car's speed is electronically limited to 250 km/h. That's enough to keep your head unscrewed in turbulence. The chassis is less original than the engine technology, but also deserves respect. The frame is a double aluminum spar with a steel steering column. The rear axle consists of a single-arm unit with chain drive (a belt drive was originally planned), three axles and a steering column.(a belt was initially planned), 3 exhaust pipes and a superb star rim like on the Triumph Speed Triple or MV-Agusta Brutale. The fork arms are 50 mm in diameter, as on an F4 1000 R. The 320 mm brake discs will shred under the action of 4-piston radial calipers and standard ABS. That's all it takes to stop a 240 kg machine hurtling along at a fifth of the speed of sound.

this technically very interesting machine also exudes a very Germanic feeling, both in its design and in its entire being. In fact, if Volkswagen had wanted to create a motorcycle, I don't think they would have done it any differently. The appearance, sliding on a neo-retro idea, is strong, serious, with precise assembly and typical rigor. The dashboard has nothing of the space cockpit about it, but remains very classically styled, enhanced by aluminum-style rings and a discreet digital display hidden between the meters. A Passat on 2 wheels: clean, powerful, irreproachable, but frankly lacking in sensuality. There's even a leather interior as standard; I mean, the seat is covered in it.

already surprising and arousing strong curiosity, the Horex VR6 has already won its bet to turn heads. Its muscular block promises to provide a thrilling ride, while delighting mechanical enthusiasts. With a price tag close to 22,000 euros and a motorization that already reserves it for a certain category of biker. In any case, whether you're a curious or a Premium customer, you'll have to wait a few more months to see it up close, and hear the song of the only sextuple-cylinder roadster on the market.

M.B - Manufacturer's photos