In the world of roadsters, there is a plethora of models to suit all tastes and budgets. It’s hard to get noticed, but that’s what the new Horex VR6 does with a powertrain unheard of in the two-wheeler world..
But by the way, what is Horex ?
Until the brand came out of the drawers in 2007, bought by Clemens Neese and Franck Fisher. They decide to resurrect Horex by teaming up with big names in the industry (Bosch, Bing, Weber-Motor, Volkswagen, etc….) And by presenting a model with a big, very big heart. In this case, a six-cylinder, but nothing to do with the engine that BMW has installed in its K 1600 GT. Here, it’s super compact and super-boosted, able to stick your eyes to the back of your head and turn them over once your brain has been defragmented. The 1218 cm3 cube block, which is already a substantial displacement. When the first technical data were presented, a compressor was planned to force-feed the mill; enough to pass into another dimension. 200 hp on arrival, ready to propel the roadster in pursuit of the best sports cars; even if it is not his ambition. Mechanical madness? Certainly, but also a nice powertrain that deserves a closer look.
So let’s start with where I didn’t know anything, the VR6. This is what the special configuration of this engine is called, already well known to VW Golf enthusiasts. It is a 6-cylinder V (2 bank of 3 cylinders) with such a tight angle (15 °) that they can be combined under a single cylinder head. Therefore, the cylinders are positioned as on a checkers set where there would only be 2 rows. This makes you a very compact 6-legged but with a more massive built-in engine…. except on the Horex, where the footprint is incredibly small, and above all, the block width does not exceed 429 mm, barely more than a traditional 4-cylinder. The 18 valves are actuated by 3 camshafts – the central one takes care of both the valves to evacuate the exhaust gases from the rear cylinders and the intake for the front cylinders. Unique! But why 18? Because there are 2 intake and one exhaust valves per cylinder; it strengthens the couple.
The problem with this type of engine is the inability to install vertical intake ducts. So, the compressor comes to lend a hand everywhere. First, with the air pressure it sends out, no more trouble stuffing the engine. Then, this supercharging process does not suffer from any response time because it is driven directly by the engine, and not by the exhaust gases as on a turbo. The moulbif can immediately send the big sauce. It’s more than 15 mkg to digest, without having to search for them at high speeds (but we would like to see the curve anyway).
This configuration and technicality allows the Horex block to do without a balance shaft. We will therefore not be disturbed by the vibrations, just transferred by the cannon accelerations that the crowd of stored watts can serve us. The maximum power of 200 nags at 8,500 rpm is almost reasonable, as internal tests have allowed much more to come out without weakening the mechanics. But go work 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. This does not prevent it from announcing 161 horsepower at 9,000 and 13.7 mkg of torque at 7,000 rpm. Figures propelling the German into the top 5 of the most powerful naked on the market.
Like some German sedans, the speed of the car is electronically limited to 250 km / h. It’s already enough to have your head screwed by the turbulence. The chassis is less original than the engine technology but also deserves respect. The frame is a double aluminum spar where a steel steering column is attached. The rear crew consists of a single-sided arm surrounded by a chain transmission (a belt was initially planned), 3 exhaust flutes and a superb star rim as on the Triumph Speed Triple or the MV-Agusta Brutal. Robust, the fork legs announce 50 mm in diameter, as on an F4 1000 R. The 320 mm brake discs will derail under the action of radial clamps with 4 pistons and standard ABS. You need that to stop a 240 kg machine launched at one-fifth the speed of sound.
This technically very interesting machine also exudes a very Germanic feeling in its design as well as in its whole being. Besides, if Volkswagen would have wanted to create a motorcycle, I think the brand would not have acted otherwise. The aspect, slipping on a neo-retro idea, is strong, serious, with precise assembly and typical rigor. The dashboard is nothing like a space cockpit but remains in a very classic style, enhanced by aluminum-type straps and a discreet digital display hidden between the counters. A Passat on 2 wheels: clean, powerful, flawless, but frankly lacking in sensuality. There’s even the standard leather interior; I mean, the saddle is covered in it.
Already surprising and arousing a strong curiosity, the Horex VR6 has already won its bet to turn heads. Its muscular block promises to offer great palpitations, while delighting mechanical enthusiasts. Its price close to 22,000 euros and its motorization already reserve it for a certain category of bikers. Anyway, curious or Premium customer, we will have to wait a few more months to see it closely, and thus listen to the song of the only six-cylinder roadster on the market..
What you must remember
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Model marketed in
250 km / h
The technical aspect
Horex VR6 2012
- Tank: 18 liters
- Wheelbase: 1475 mm
- Dry weight: 239 kg
- Train before
- Secondary chain transmission
- Rear axle
(68 x 55 mm)
at 9000 rpm
at 7,000 rpm