Horex is within weeks of beginning series production of the VR6 Roadster. The bike will be powered by the 1200cc, very narrow angle (15 degree) triple overhead cam, V6. The narrow angle engine, just under 17 inches measured across both cylinder banks, allows Horex to make a compact V6 engine in practically the same space as an inline four.
The VR6 will be offered in both supercharged and normally aspirated versions. Though they were planning to start production with the supercharged model, supply issues have changed those plans and their initial output will be without the blower.
They’ve also decided to change final drive from a belt to a chain after testing showed the belt did not meet their expectations.
The VR6 engine is a fascinating design, the central exhaust cam and two outboard intake cams, the slant top pistons for the staggered cylinders, it all makes for a lot of mechanical interest, and even in the normally aspirated version, still produces 160 horsepower. This should be a very nice bike.
Horex press release follows:
Horex manufacturing plant ready to start
Birthplace of the VR6 Roadster
Horex, Germany’s new motorcycle brand, is autonomous in terms of technology, design, marketing concept – and production. The VR6 Roadster will be manufactured to the highest quality standards at the new Horex factory in Augsburg.
Manufacturing is scheduled to start within the next few weeks. Following six months of in-depth planning and detailed preparations, the Horex factory in Augsburg is ramping up for series production of the new VR6 Roadster. Component parts for the new six-cylinder bike from Germany will be assembled at four sequential workstations. The frame and chassis are put together in the first step before the engine, electrical system, electronics and other parts are added. This assembly approach is based on the traditional ‘one man, one bike’ manufacturing principle. One mechanic builds a complete bike from start to finish: from the first frame bolt to final testing on the in-house roller dynamometer.
Looking beyond hands-on assembly, the entire Horex manufacturing concept focuses on highest quality. Production workers document each process step at the assembly stations on a PC. This key aspect of quality assurance provides the basis for certification according to ISO standards, which is currently underway at the Horex plant. “From the very beginning, our goal has been to ensure as much as possible that Horex manufacturing operations meet the high quality standards set by the German automotive industry,” explains Horex CEO Clemens Neese. “We consistently work to these standards and demand the same from our suppliers.” All outsourced components for the new Horex VR6 Roadster come from reputable suppliers based primarily in European countries. The heart of the new bike, the VR6 engine, is supplied by engine specialist Weber from Markdorf near Lake Constance.
The planning of unit production numbers is also based on the ‘quality over quantity’ paradigm. “In the beginning, we will produce only a few bikes a day,” says Neese. “Once we are certain that these motorcycles meet our high standards and all operations are running smoothly, we will gradually increase our production quota.” Horex remains true to its autonomous approach in this area as well. The factory only builds pre-ordered bikes. In other words, every bike built in Augsburg is custom-configured for its future owner. The focus is always on the manufactory concept.
Link: Horex
B50 Jim says
That engine is a gem. The slant-top pistons alone are worth the price of admission.
I wish the Horex folks all the best.
AlwaysOnTwo says
Well, aside from the obvious congrats on actually within sight of seeing the first production bikes go out the door, and the impressive engineering and performance specs….there’s the “one man, one bike” assembly philosophy. Whew, no pressure there, right? Imagine the receptionist at HD or Honda (pick your fav) getting a call like this…”Uh yeah, I want to speak to Bob, assembler # uno about a friggin scratch on the 6mm nut holding the license bracket..”
Of course as the bikes are rolling out on buyer’s orders only and not parked for spec in a Stealership, that attention to detail and responsibility should be expected. As much as for any other one-off custom, but just at a much higher level of expectation than most since it’s happening with several craftsman turning out multiple machines with absolute responsibility for every detail, every time. I admire that.
So, can the buyer ask for his bike to be built by Dieter instead of Klaus?
stanisław żółczyński says
Well, buddy. There`s an option having the bike built by Gretchen at extra price.
AlwaysOnTwo says
Pass that order form this way.
BoxerFanatic says
This looks interesting, but I am curious how this sort of engine deals with piston side loading, and the piston wanting to wedge itself into it’s bore under pressure. Even if it doesn’t wedge itself, it seems like it would wear things quite unevenly by having an angled power stroke vector.
AlwaysOnTwo says
Which occurs in every engine at amounts varying throughout every degree of crank rotation except TDC and BDC. Soo? Slant top pistons have been used countless times. The percentage of force pushing sideways on the slant top is miniscule compared to the overall push directly along the centerline.
Yeti2bikes says
I don’t see how these slant top pistons will wear any different than your garden variety “lumpy” hi-performance pistons.
todd says
It will be interesting to see all the banter about the choice to abandon the belt drive because “did not meet their expectations”.
I guess I like everything about the bike other than the strange shapes on the engine, the rear fender, and the tail light. I’d also be quite content if it was a 80hp 600cc triple but then, that’s me.
-todd
AlwaysOnTwo says
Oh, you mean if it looked and performed like every other bike? Hmmm, don’t think you’re in their customer profile.
Ed says
in Todd’s defense I would say the bike looks good except the either plastic or polished accents on the actual cylinder head and side of the cylinder. Makes it look like a fisher price toy a little bit. Nothing a little paint or billet can’t fix. I love the engine design just hope it gets over to the states.
Klaus says
The side of the cylinders remind me of a logo for a health-care or family insurance provider. Nitpicks – why dwell on it when there are so many technological goodies?
Interesting fact is also that Horex patented the VR-engine use FOR MOTORCYCLES. So the Japs can’t copy it! I think the only recent engine configuration they did not copy was the K-series from the 80s.
I kind of like todds idea of a 600cc VR3 with half the power, half the weight, for half the price.
Ecosse says
Phenomenal machine! Great tech! I wish them all success!
Too bad about that horrendous engine profile. Looks like a cartoon some kid drew on his notebook cover.
Doug says
agree, hopefully one of the following will happen with those engine ‘accents’:
1. they address that prior to production
2. they can be modified/removed
3. they don’t look as bad in person (not promising, but you never know)
This is a significant development in motorcycling history and it seems a shame for those accents to not be better executed.
JOhndo says
Where do I sign?
QrazyQat says
” I’d also be quite content if it was a 80hp 600cc triple but then, that’s me.”
And how narrow could it be if it was a V-triple?
Doug says
The potential for making 3 & 4 cylinder engines very narrow bby using a VR design is more intriguing than the level of cool that 6 cylinders possess.
There was a prior discussion similar to your question here:
http://thekneeslider.com/archives/2010/09/24/in-line-four-engine-development/
A cross-plane 4, VR motor sounds very enticing. Some questioned whether or not current metallurgy can produce a crankshaft capable of being included in this hypothetical motor.
Anyone have more input on that topic?
It seems a narrower motor would require a narrower crankshaft, so why wouldn’t the crank be able to holdup in a cross-plane VR design?
Rokster says
Every time someone builds a 6-cylinder motorcycle the whole world should rejoice and prepare feasts of breathtaking proportions. With topless servers, of course. That’s all.
johnny ro says
You left out rafts of pilsners.
mustridemore says
Paul,
Any Idea as to the actual price for one of these? Ballpark even?
AlwaysOnTwo says
“If you have to ask….” J.P. Morgan
johnny ro says
per google its about 25k USD if spending Euros in Germany. That may be leaving out taxes which are pretty high there.
Paulinator says
I love the production accumen that they are following. But what can thier signature supercharged VR6 do that a supercharged 4 can`t (at a fraction of the price)?
tmcsp says
Make an incredible v-6 noise. Those split 3-3 pipes look awesome and I bet they make an incredible sound. I wish Horex all the best luck, and if I had the resources, Hans would be building mine soon.
AlwaysOnTwo says
If you don’t know, you probably cannot be made to understand. Not “what” it will do, but how it will do it, and everything that the “how” entails.
Paulinator says
OK you purists.Thanks for the in-depth explanations. Truth is that the VR layout is a novelty that is big on compromise and short on delivery. 160 hp from 6 x 200cc power units (1200cc combined) is weak by today’s mark. Not surprising, since the sound reminds me of my old GT6 with a dead hole and a bad vacuum leak.
ps, Why did the video skip over the 60 degree V6? Because it makes the VR6 layout pointless. That’s why.
WillyP says
The VR6 layout isn’t about making more power, and they aren’t building a race bike. HP is only a number, and quite arbitrary at that when we are talking about street bikes. It is far more beneficial to look at overall power delivery, ie, how wide is the power-band?
However that isn’t the point of this vs a 90 or 60 degree V6. It’s all about packaging. They have packaged 6 cylinders into the space of four, and that’s what this is all about.
And given the choice between a bike with a wide power band and 160 HP peak, or one with a narrow band, peaky 220 HP, I’ll take the wide power-band any day. What percentage of your riding is done at an rpm that delivers 220 HP? It’s called ‘power under the curve’, unfortunately there isn’t a number to define this.
Paulinator says
…and the turbo delivers smooooth off-idle torque?
I had a 3.8 liter Chrysler mini? van (4200lb empty curb weight) and that torquey little engine measured 13 inches across the valve covers. Horex is simply following a German fixation with the VR layout. It’s about “haute couture” fashion dressed up and sold as technology. I ain’t buying it.
AlwaysOnTwo says
@Paul Crowe
A few days back you presented a well written article on the H-D Spirit of ’72 bikes. Therein, you declared that anyone that understood the term “factory custom” intrinsically knew what H-D was/is all about. It was one of two points upon which I disagreed.
To recapture just a smidgen, I still hold the H-D factory fit and finish on current and recent bikes as exemplary and with enough $$’s added for chrome, almost show worthy. But the use by H-D of the term “factory custom”, or defining the term as describing H-D, just doesn’t quite measure up to much more than advertising hype when absolutely anyone can stroll in off the street and ride off on one of a thousand of identical copies made by hordes of employees in an assembly line process.
On the other hand…
Paul Crowe - "The Kneeslider" says
The Horex, where each bike is built, start to finish, by one mechanic, “custom configured” for one individual, certainly seems to be a true factory custom, though I’m not sure if the buyer actually has any options, except for the supercharger which isn’t offered yet, so it’s just like the next one. You could say it’s “personally assembled” or something similar, but whether it’s called custom or not is one of those endless and possibly pointless debates.
In the case of Harley, as I have already explained, if a buyer isn’t willing or able to do the work himself and wants something a little different, a Seventy-Two presents an opportunity to emulate the customs of several decades ago, without having to do anything more than pay. Is it unique? Obviously not, but a few more options might make it so or reasonably close, and it comes from the factory, ergo, “factory custom.” Someone who calls himself a real builder might look down his nose at it, but he’s not the customer for it.
You can argue there’s no such thing as a factory custom because the words are mutually exclusive, but it’s an idea Harley promotes and explains a lot of their strategy toward model differentiation.
AlwaysOnTwo says
Paul, I appreciate your reply. To simplify my thoughts, anything that rolls off the end of an assembly line, regardless of finish quality and amount of plating, just ain’t a custom. You can, of course, go onto any number of OEM sites and “assemble” a vehicle to your choice of options and configurations. T’aint a custom, just another factory vehicle regardless of price.
To my mind, a custom requires personal assembly by either one individual or a dedicated small team working at one station on one bike start to finish. No, I wouldn’t break that down to casting the block and milling the journals.
And hey, if we can’t insist on debating the specifics and the minutia, then it’s all just a mediocre mish-mash. Soon we have cafe racers with apes and bobbers with wasp’s tails.
Your qualifier of a buyer “not willing or able” to produce or purchase is a quirky means of defining the product. Kinda like saying a wannabe weight lifter can purchase plastic filled equipment instead of steel and still have something different that’s worth the price. Different no doubt, but the product should be defined by the product and production, not the user’s/buyers delusions and marketing hype.
Doesn’t mean I would discourage anyone from buying H-D. But if they were looking for a factory custom, I’d send them to someone like Horex so they would get the real deal and not just the image of yesteryear. Unless on top of all else, all they can afford or appreciate… is the image.
Peace, out.
todd says
So nothing is a custom unless you build it yourself? If H-D assembles bikes based on your specifications how is that different than Mule building (a much better) one? What constitutes a “factory”? How many people make up a factory? Let’s say H-D contracts a custom builder to assemble specials in his garage = custom. OK, now let’s say they lease a space in their factory at the end of the assembly line for the customizer to do his work = custom?
Go build a bike slotting a Triumph motor in a Norton frame and call it a Triton. Is that custom? There’s probably been thousands of those made too in any number of garage-factories. Buy a half built basket-case triton and finish it yourself. Is that not a custom even though you didn’t start the project?
The word “custom” as a noun is defined:
1. a habitual practice; the usual way of acting in given circumstances.
2. habits or usages collectively; convention.
3. a practice so long established that it has the force of law.
4. such practices collectively.
5. Sociology . a group pattern of habitual activity usually transmitted from one generation to another.
“Custom” as an adjective:
1. made specially for individual customers: custom shoes.
2. dealing in things so made, or doing work to order: a custom tailor.
The origin of the word is “costume”.
By using the phrase “Factory Custom” Harley is using “custom” as a noun. Interpret it as “The Factory’s usual way of building a bike” or “The Factory’s convention”. As an adjective, using “custom”, suggests that the bikes are tailored to a specific type of customer. It does not need to mean it is built for a specific customer, it is built for a potential customer.
-todd
Sick Cylinder says
interesting to see an engine in production with so many featues – VR, deSaxe, radial valve, wedge pistons, vertical induction tracts, triple cams – an engine guys dream made metal.
check out this animation:
http://www.youtube.com/watch?v=YaLIKnC8jsU&feature=results_video&playnext=1&list=PL66C4AAAAA10C48D1
Paul Crowe - "The Kneeslider" says
Be sure to listen to the engine audio file
Doug says
That is incredible.
AlwaysOnTwo says
That sound will shock young boys standing on the corner and propel them right past puberty. It’ll do for older males what the little blue pill promises without side effects. It’ll take the marginally fit young man and add bulk and strength surpassing steroids. Describing what it did for me just sitting in front of the screen would be censored.
Paulinator says
Are you talking about the bike or Gretchen?
B50 Jim says
Cor Blimey! That engine sounds like it means business! Minimal flywheel and lots of compression, and it somehow sounds like a wicked little V-8 despite its six cylinders. I want one! I’d have to take out a second mortgage, but it might be worth the price.
Carolynne says
Don’t forget my sidecar when you place your order
B50 Jim says
After a sidecar ride beside that bike, you’d call your lawyer to make out your will!
Carolynne says
I wish I could listen to the video. I can’t do that here one of the downsides of cubicle living.
bbartcadia says
Horex looks good, about the same weight and horsepower as Motus roadster. Hope they both make it.
B50 Jim says
If there’s a a big enough market for semi-custom, high performance sport bikes with fabulous engines, Motus and Horex should do quite well. Someone always has the money to buy these machines (not me, unfortunately!) but the builders need to aggressively market them to potential customers who might not have considered buying motorcycles at all. That’s a tall order. Look at Harley — they successfully created an entire new market based on buyers who might have been indifferent but felt enough of a connection with the biker-image lifestyle that they dropped a few thousand for Harleys as their first bikes. Brilliant marketing did the job. I don’t know how Horex and Motus can do the same thing with a different consumer segment, but that’s what they’ll have to do if they want to sell hundreds, not dozens, of machines.
'37 Indian says
Neat bike, very innovative, probably an instant classic. I’d love to show up on bikenight with this one!
Paul Crowe - "The Kneeslider" says
“probably an instant classic”
You’re probably right.
Bob says
Do the Morbidelli V8 and Hesketh V twin qualify as instant classics?
Paul Crowe - "The Kneeslider" says
Possibly. Perhaps all of these are “instant classics among engine connoisseurs.” 🙂
Paulinator says
Yup, claaaassic.
B50 Jim says
It’s a classic to anyone who wants to pay classic prices.
Kevin says
Cool design. 160hp from a 1200cc V6 is not very good. I wonder how the torque spread is though.
Any specs on the weight of the engine?
Dr Robert Harms says
Doesn’t really excite me. Extremely narrow cylinder banks on V comfigurations are not new –look at the V 4 Lancias and the German Ford Cardinal as used in the original Mustang protos. Ditto for slope top pistons. Look around for other pictures– the overall styling is very conservative…. and that smiley face thingy on the motor ……..
Gary says
Bitch, bitch, bitch….. Buy what you can, (or can’t) and ride the nuts off it. I’d love to have this bike!!
Lewellyn says
Why Volkswagen buried its VR5/6 W8/10 etc. Motors?
I wish Horex all the best but i think, this will be another Münch Mammut 2000.
Lots of Power. Lots of Promotion. 15 bikes built.
Klaus says
“The VR6 engine is a fascinating design, the central exhaust cam and two outboard intake cams,…”
Actually the central cam operates the 3 exhaust valves of the rear cylinder bank and the 6 inlet valves of the front cylinder row. The six headers are exiting the engine to the front.
The rear cam controls the 6 intake valves of the 3 rear cylinders while the front cam runs the 3 exhaust cams of the front cyclinders.
Interesting is that Horex’ patented TOHC (triple overhead cam) system drives the front and center cams by chain off the crank while the rear cam is gear-driven by the center cam.
Those sly Germans!
Klaus says
correction: “The rear cam controls the 6 intake valves of the 3 rear cylinders while the front cam runs the 3 exhaust valves of the front cyclinders.”
It’s an 18-valve six cylinder.
Paulinator says
Klaus, I looked at a DB601, from a German BF109. It had a cam in each cylinder bank that hoisted roller rockers for both intake and exhaust valves. What blew my mind was that they used common lobes. Yup! One cam lobe activated both intake and exhaust.
Roel says
Is is just me or is there no point to this engine?
If you want smooth power you can use a triumph triple, and for raw power inline four’s are way ahead.
Also i don’t see any of the advantages a 6-cyl engine would provide, other then the fact you can say you own a v6 bike and the exhaust sound.
Don’t get me wrong, i really like this engine and all it’s innovative features, but those mean nothing if there isn’t some kind of big advantage.
Or is it supposed to come to it’s own when they use the turbo and supercharger?
Dawg says
VW assisted in the design process. Their VR6 engine was larger capacity. With the engine capacity of cars in Europe going down (Fiat’s two cylinder 875cc Panda for example) it is likely this will end up powering a small car especially if they turbo charge it as Fiat have done.
Makes a lovely noise. Just a shame it will be a rather exclusive motorcycle.
Phil says
I’ve always liked the narrow V concept from the Lancia’s on up. Having raced bikes I have no use for 160hp on the street. I wish Horex would scale the whole thing down say a 500 VR6 with 70 or 80 silky horsepower. Downside I understand that it would cost just about as much to produce as a 1200cc and would sell for less. Oh well, I can dream. Glad to see the Horex company back on the map, I took my first motorcycle license test on a 350 Horex many moons ago.