Comparative test of six-cylinder motorcycles

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Exit with six-cylinder motorcycles

Six six-packs from Benelli, BMW, Honda, Horex and Kawasaki

The fascination of the six-cylinder is alive. After four in-line engines and a boxer engine, the history of the six-cylinder motorcycles is expanded to include a VR6 unit from the Augsburg motorcycle manufacturer Horex. An excursion among conspecifics of exclusive engineering.

D.his appearance is similar to that of the heads of state at the G20 summit. More sovereignty rarely comes together in one place. Self-confident representatives of the six-cylinder genre from the last four decades are lined up side by side, fascinating with elegant manifold guides, sweeping cylinder banks and a splendid soundscape. It’s a special moment. No engine concept embodies lively revving, homogeneous performance characteristics and silky smooth running better.

Exit with six-cylinder motorcycles

Six six-packs from Benelli, BMW, Honda, Horex and Kawasaki

Mindless consumption is out of place here

Whether the Benelli 750 Sei from 1976 or the brand new Horex VR6 Roadster – these mopeds are much more than just a simple means of transportation. They remain exotic on the streets of the world. At that time like today. This is not the only reason why the six six-packs are luxury items such as pipe tobacco and freshly brewed espresso. Thoughtless consumption is out of place with these monuments. Driving has to be celebrated here, and the ride has to take place with a good dose of self-confidence and enthusiasm. After all, the designers of these motorcycles brought these characteristics with them.

Fitting six cylinders in a motorcycle and teaching them fine manners requires leisure and ingenuity. The different concepts prove this. The spectrum ranges from the classic in-line engine through a boxer engine to a VR6 combustion engine. A variety that turns on because each concept inspires, drives and sounds in its own way.

Horex VR6 – the terrier

With the new Horex, the company was literally revived.

In the spring of 2010 the bomb burst. The company Horex is revived and wants to start with an exclusive VR6 engine. The six-pack, forcibly ventilated via a compressor, should produce over 200 hp. Madness! But the development and implementation became more complicated and the idea of ​​loader-assisted compression was put back in the drawer for the time being.

Compared to the current six-cylinder colleagues, the Horex looks refreshingly dynamic. It neither demonstrates a couch feeling like the upbeat Honda Gold Wing variant, nor is it as monstrous and plastic-covered as the Bayern bike. The roadster is defined much more by classic lines paired with modern components. The fully adjustable chassis, for example, comes from WP, the current ABS from Bosch. A creditworthy achievement for the first series production of a manufacturer. This is even more true when it comes to engine technology.

The reason for the neat appearance of the Horex lies in the engine concept, which stands out from the competition due to its outstanding compactness. The VR6 combines a lot of creative engineering. The two rows of cylinders are at an angle of only 15 degrees to each other. In order to keep the engine small, the cylinders are nested in one another and the cylinder banks are set on gaps like rows of seats in the cinema. The two rows of cylinders are offset from the crankshaft axis (offset). Despite the V-arrangement, there is only one cylinder head that is completely flat at the bottom, which is made possible by inclined piston heads.

The handling of the 270 kilogram Horex VR6 Roadster is great, the lean angle great.

The constructive effort is rewarded with a fabulously small overall width of the unit of only 429 millimeters – with a displacement of 1218 cubic centimeters. The small individual cubic capacities are loaded and unloaded via two inlet valves and one outlet valve each. It is controlled by three camshafts, with the one in the middle (between the cylinder rows) actuating the inlet valves on the front bank and the exhaust valves on the rear bank. Pressure is there. A strong 154 hp drive the MOTORRAD test stand roller to speed. That is a word. Even if you have to find out that the appearance of the roadster conceals something about its actual total weight of 270 kilograms.

Internalized the technology? We can finally start! A little organ of the starter is necessary, then the six-cylinder from Augsburg comes to life. A riotous tremor shakes his marrow and bone. This sound has absolutely nothing to do with cozy litter, reminiscent of the hissing of a wild cat; it babbles and scrapes like two Benelli three-cylinders. Ha! That’s character, that’s what turns you on! This sound transforms the lap dog into a terrier, the six-cylinder into a double triple.

Easy to see: the complicated exhaust gas discharge via winding manifolds.

Now pull the stiff clutch, then step into first gear and gently apply the gas. Finally another Horex is rolling across the streets of this world. Powerful vibrations come to the fore after the first few meters, and you can feel it right away: This bike is alive, is willing to turn, wants to be let off the leash. You don’t have to be asked twice!

The six in the touring mapping accelerates a little rough, pushing the bike forwards at 2000 revs. The VR6 is a bit more restrained up to 5500 turns, but already literally scratches its hooves acoustically. Because what comes next, definitely makes up for it: With loud barking, the roadster shoots rapidly towards the horizon, pulls your arms long and longer and easily revs up to 9000 tours with sustained pressure. Oh yeah! Driving a six-cylinder engine can be so beautiful and yet so different. A real character planer, which can be turned down great despite its total weight of 270 kilograms. And if you overdo it: The new one responds to the grip on the brake lever with an enormous delay and remains rigidly on track. Wow!

Data

engine
water-cooled six-cylinder four-stroke 15-degree VR engine, three valves per cylinder, injection, Ø 34 mm, bore x stroke 68.0 x 55.0 mm, displacement 1218 cm³, compression ratio 12.5: 1

power
118.0 kW (161 hp) at 8800 rpm

Torque
137 Nm at 8600 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 48 mm, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 264 mm, tires 120/70 ZR 17; 190/55 ZR 17

measurements and weight
Wheelbase 1506 mm, steering head angle 66.0 degrees, caster 95 mm, weight with a full tank * 270 kg, tank capacity / reserve 17.0 / 4.0 liters

price
21,700 euros

Top speed *
250 km / h

Acceleration¹
0-100 km / h 3.2 sec

Draft¹
60-100 km / h 4.3 sec, 100-140 km / h 4.5 sec, 140-180 km / h 4.6 sec

* Manufacturer information; ¹MOTORWHEEL measurements

Naked bike

Driving report: Horex VR6 Roadster

Pre-production copy of the six-cylinder Horex

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BMW K 1600 GT – the pressure mobile

The BMW is imposing and powerful, hiding its 343 kilograms under a lot of plastic.

BMW builds the best six-cylinder – for cars. That much is certain. Why it took many decades for the Munich-based company to bring this concept to the motorcycle, they cannot answer for themselves. In 2011, the Bavarians finally presented their first motorcycle with a six-cylinder in-line engine, the K 1600 GT. A kind of super tourer, which technologically represents the spearhead of this sextet. With a width of 555 millimeters, the 1649 cubic centimeter unit is very compact, but weighs a greasy 102 kilograms. In return, it not only serves the driver with irrepressible power, but also a princely driving experience.

Compared to the Horex, the engine runs much more gently and is more well-mannered – and yet it is the wolf in the elephant look: With a fat 174 Newton meters at 7900 rpm, it unceremoniously stomps all conspecifics into the ground. But the K 1600 GT impresses with its wide range of speeds and performance much more than its maximum thrust. As naturally and casually as the Bayern-Sechser Druck produces, the spit stays away. Where others are moving in the gears, you just have to pull up the gas and be at the forefront.

The BMW K 1600 GT is a top-class travel device, the handling is excellent.

Whether on smooth asphalt or in steep switchbacks: it doesn’t matter! At just 2500 revolutions there are already 140 Newton meters. A look at the performance curve does not require any further explanations. The BMW is a pure pressure mobile that shines with a homogeneous and therefore always controllable power output. Just as you would expect from a six-cylinder. In some cases, the engineers took unusual paths when designing the engine. For example, the air supply for all six cylinders is provided by a single throttle valve body with a diameter of 52 millimeters. This not only saves money, but also creates space.

The unusually long intake ducts are said to have a positive effect on the torque curve. The throttle commands are implemented with a slight delay – a forgivable flaw. The responsiveness of the engine is impeccable, but the throttle grip has to be moved carefully due to its ease of movement. Whether for leisurely touring or rapid cornering: the K 1600 is a real all-rounder with numerous (optional) equipment features (ESA, ABS, DTC, central locking, cornering xenon light, navigation system, etc.). At 342 kilograms, they push the weight up quite a bit and make you sweat when maneuvering. Fortunately, as soon as you sit up and drive off, the kilos fade into the background.

The sound of the six-pack, however, is addictive. With a bearish grumbling below, the 24-valve engine from 5000 tours hisses with a hoarse undertone from the two rear silencers. With that and with his irrepressible strength, you could definitely move an athlete with honor. So this dream engine is hidden under a mighty plastic castle. Unfortunately, an inexperienced spectator does not see that the BMW has a six-cylinder inside. A pity.

Data

engine
water-cooled six-cylinder four-stroke in-line engine, four valves per cylinder, injection, Ø 52 mm, bore x stroke 72.0 x 67.5 mm, displacement 1649 cm³, compression ratio 12.2: 1

power
118.0 kW (161 hp) at 7750 rpm

Torque
175 Nm at 5250 rpm

landing gear
Bridge frame made of aluminum, double longitudinal control arm made of aluminum, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 20 mm, tires 120/70 ZR 17; 190/55 ZR 17

measurements and weight
Wheelbase 1618 mm, steering head angle 62.2 degrees, caster 106 mm, weight with a full tank * 342 kg, tank capacity / reserve 24.0 / 4.0 liters

price
20,500 euros

Top speed *
250 km / h

Acceleration¹
0-100 km / h 2.9 sec

Draft¹
60-100 km / h 3.7 seconds, 100-140 km / h 3.9 seconds, 140-180 km / h 4.1 seconds

* Manufacturer information; ¹MOTORWHEEL measurements

Benelli 750 Sei – number one

The mother of all six-cylinders: Benelli 750 Since 1976. Back then a big bike, today the most delicate of six-packs.

It was a good 40 years ago that Mr De Tomaso decided to put an end to the Japanese. They should finally look into the tube with their superior in-line four-cylinder engines. Strictly speaking, in six hits. Because it was he who had the mother of all six-cylinder engines developed in series machines: the Benelli 750 Sei. And so that everyone could see immediately what this was all about, he had this incredibly expensive and now no longer available six-pipe system installed.

The pretty, air-cooled six looks delicate today among all the more recent cars. What was a big bike in the mid-1970s is now the lightest, most compact and also most handy six-pack of all time.

But Mr. De Tomaso’s engineers made sure that you couldn’t indulge too much in superlatives. Because the three measly 26 carburetors that these discouraged fellows put on the six, so cut off the engine’s breath that a meager 63 HP remained for those times. After all, the Sei inspires with a very even power development from idle speed to the red area at 9000 / min. But it is impossible to imagine how the engine with six carburettors à la Honda CBX would work. But that’s not the case, and that is how nothing came of the Japanese killing.

The boss himself: The Benelli makes every driver happy.

3,200 machines were built, a few hundred survived. MOTORRAD boss Michael Pfeiffer has kept his character alive for many years. It may seldom run on all six pots, but so far there have been no major defects. An additional oil cooler from a 2CV helps the thermals, contemporary Marzocchi gas struts and new Bridgestone BT 45 rubbers the driving dynamics. The happily hissing Italian whirls over small and medium-sized country roads with surprising ground clearance, so that some plastic mountains boil when driving behind. Or, like the giant Kawasaki, simply spins off with the crash bar attached.

The Benelli can even brake. Thanks to the sporty Brembo cast iron discs at the front, the adhesive rubber can be made to squeak. When all six cylinders are firing, the Sei can also shine with smoothness, but without reaching the super-silky BMW or Kawasaki. The consumption is astonishing: nothing works below nine liters per 100 kilometers. The 23-liter tank is quickly emptied, and the valve seats should also be treated with a little lead. But it has always been a bit more expensive to drive a six-cylinder. The measly switches and instruments aren’t exactly inspiring either, but at least they’ve survived for almost 40 years. And at that time the Japanese were forced to act. A few years later, Honda in particular showed where the Bartel gets the must with the CBX.

Data

engine
air-cooled six-cylinder four-stroke in-line engine, two valves per cylinder, carburetor, Ø 24 mm, bore x stroke 56.0 x 50.6 mm, displacement 747 cm³, compression ratio 9.8: 1

power
46.0 kW (63 hp) at 8500 rpm

Torque
56 Nm at 4000 rpm

landing gear
Double loop tubular frame made of steel, telescopic fork, Ø 34 mm, double disc brake at the front, Ø 280 mm, drum brake at the rear, Ø 200 mm, tires 3.50 H 18; 120/90 H 18

measurements and weight
Wheelbase 1450 mm, steering head angle 62.0 degrees, caster k. A., Weight with a full tank * 251 kg, tank capacity 23.0 liters

price
10,989 DM (1975)

Top speed *
180 km / h

Acceleration¹
0-100 km / h 4.4 sec

Draft¹
60–100 km / h 5.8 seconds, 100–140 km / h 6.5 seconds, 140–180 km / h 9.0 seconds

* Manufacturer information; ¹MOTORWHEEL measurements

Honda Gold Wing F6B – relieving massager

Welcome to the red sofa: You can only glide comfortably and confidently over the asphalt on a Gold Wing.

Flat and long. These are the first attributes that come to mind when making this dream. The XXL tourer from Honda is now available as a sleek excavator model – a bike reduced to the essentials. That seems like a lot with the Gold Wing F6B. It weighs a whopping 385 kilograms, making it the heaviest chunk in the six-cylinder field.

The tourer colossi have been rolling off the assembly line since 1975. Initially equipped with four-cylinder boxer engines and a displacement of 998 cubic centimeters, from 1987 onwards as a six-cylinder boxer engine and a generous 1520 cubic centimeters of combustion space. Even when the engine made its debut, it impressed with its excellent smoothness and superior performance. The current engine, which has now grown to 1,832 cubic centimeters, is no exception. The two-valve valve operated by a camshaft per cylinder bank and bucket tappet is more perfect than ever. Is that surprising? No, after all, there are already over half a million gold-winged people in the world, and development work has penetrated down to the smallest detail. That has consequences.

Nobody can do it better: The smooth running and sovereignty of the boxer engine is unique.

Ignition on, press the starter button: A voluminous Vroooom trumpets from the two low-lying stove pipes. Then it is quiet. Has the engine stopped again? You don’t even feel it. But the rev counter knows better: The engine, ventilated by two throttle valves, runs, idle speed just under 1000 rpm. A quick pluck on the throttle and the speed increases, but the vibrations do not.

Yes, what kind of creamy engine is that! The mass balance seems to have been perfected in this engine. Sure, such a boxer engine, like an in-line six-cylinder, has considerable advantages in terms of running smoothness even in its basic configuration. In the Boxer, this is ensured, among other things, by the 180 degree crankshaft offset for each opposing cylinder pairing and the vibration-damping mounting of the unit.

Without accelerating, the colossus pushes off when the clutch is disengaged. The gimbal drive does its work unnoticed. As smooth and powerful as the F6B glides off, you could easily save yourself the Gagriff. Idle gas is actually enough. But then you would only get half of the electrifying fascination with six cylinders. If the boxer accelerates a little bit rough in first gear and demands sensitive motor skills, he hangs on the cable as soft as butter from then on. And what you experience when you pull it is unique and incomparable: never before has an engine balanced power to the rear wheel so calmly from the lowest revs and at the same time looked so confident.

If the Federal President had a company motorcycle, it would definitely be a Gold Wing. The running culture of the boxer with a maximum output of 110 hp is unmatched and moves in its own galaxy. Between 2000 and 5500 tours, the torque never falls below 140 Newton meters, at the top it is even 155. The F6B is the purest soul masseur. Five minutes ride on it and you are a new person. Serene, confidant, but by no means boring. Hat! This engine is amazing, you have to experience it.

Data

engine
water-cooled six-cylinder four-stroke boxer engine, two valves per cylinder, injection, Ø 40 mm, bore x stroke 74.0 x 71.0 mm, displacement 1832 cm³, compression ratio 9.8: 1

power
87.0 kW (118 hp) at 5500 rpm

Torque
167 Nm at 4000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 45 mm, double disc brake at the front, Ø 296 mm, disc brake at the rear, Ø 316 mm, tires 130/70 HR 18; 180/60 HR 16

measurements and weight
Wheelbase 1690 mm, steering head angle 61.0 degrees, caster 109 mm, weight with a full tank * 387 kg, tank capacity 25.0 liters

price
24,590 euros

Top speed *
200 km / h

Acceleration¹
0-100 km / h 4.1 sec

Draft¹1
60-100 km / h 4.8 sec, 100-140 km / h 5.2 sec, 140-180 km / h 7.3 sec

* Manufacturer information; ¹MOTORWHEEL measurements

Honda CBX – the mighty one

Not exactly true to the original: the brake, fork and clip-on handlebars do not belong to the series CBX of yore.

Honda’s six-cylinder roots, however, go back much further. Almost a decade after the CB 750 Four, the Japanese presented the CBX to the amazed experts in 1978. In the 1960s, GP racing had gained enough experience with building six-cylinders. And the racing engines of this era were four-valve, so they turned over 20,000 rpm. So it’s clear that the CBX, as a technological masterpiece, also had to be equipped with four valves per cylinder. Even if it only turned half as high. The complex, but width-saving gear cascade for the camshaft drive, because it was located behind the cylinders, was reserved for racing engines.

On the CBX, a centrally placed tooth chain drives the exhaust camshaft. And this in turn the inlet cam via another tooth chain. The starter turns the crankshaft with a chirp, and all six cylinders spontaneously report to work. The first test reports raved about the almost noiseless running of the engine even at idle. With our specimen with a few decades and thousands of kilometers under its belt, the rumble of the primary and the rattle of the timing chains can be heard more clearly. Nevertheless, the engine spontaneously depends on the gas. Despite the six-fold carburetor battery, the throttle grip is smooth, as is the clutch and gearbox.

The Honda CBX can be moved in a sporty way, the handling is really great thanks to the narrow tires.

The CBX gently pushes. And as soon as the engine speed rises above idle, the mechanical background noises take a back seat. Is this velvety purr, because this silky, completely vibration-free purring. The engine hangs softly on the gas and offers smooth pressure up to 4000 rpm. And this inimitable whisper. You have the fifth and last gear in no time at all and enjoy the gliding and this casual sound, which always suggests less speed than is currently applied.

The mighty cylinder head bulges out from under the tank to the left and right. But at the level of the crankshaft, the CBX engine is surprisingly narrow and hardly wider than the four-cylinder of the time. Honda just piggybacked the alternator behind the cylinders. It is driven by a tooth chain via an intermediate shaft.

Incidentally, it does not sit firmly on this shaft, but is connected to it via a dry clutch, which is intended to prevent damage to the rotor from jerky acceleration. In any case, this enables enormous lean angles. And so the surprising maneuverability of the CBX can be wonderfully savored while swinging with pleasure. Because once in motion, it seems as if the Honda has lost a hundredweight in weight – it is so surprisingly easy to pivot from one lean angle to the next.

The exhaust of the Honda CBX.

But the sporting abilities of the chassis and suspension elements are limited, the CBX was not a sport motorcycle, although the six-in-a-row certainly shows sporty talents. Because from 7000 rpm the fire in the combustion chambers is really kindled again, the Honda turns with a hoarse hissing to the red area. And it is still a lot of fun to turn it down gear by gear. A grandiose engine with a high entertainment value, whether strolling around or doing an intermediate sprint. Despite, from today’s perspective, “only” 105 hp. And one begins to wonder whether the current CB 1100 might not have been a better six-cylinder instead of a four-cylinder.

Data

engine
air-cooled six-cylinder four-stroke in-line engine, two valves per cylinder, carburetor, Ø 28 mm, bore x stroke 64.5 x 53.4 mm, displacement 1046 cm³, compression ratio 9.3: 1

power
77.0 kW (105 PS) at 9000 rpm

Torque
84 Nm at 8000 rpm

landing gear
Backbone frame made of steel, telescopic fork, Ø 35 mm, double disc brake at the front, Ø 280 mm, disc brake at the rear, Ø 292 mm, tires 3.50 V 19; 4.25V 18

measurements and weight
Wheelbase 1495 mm, steering head angle 62.5 degrees, caster 120 mm, weight with a full tank * 274 kg, tank capacity 24.0 liters

price
10160 DM (1978)

Top speed *
219 km / h

Acceleration¹
0-100 km / h 3.9 sec

Draft¹
60–100 km / h 5.0 sec, 100–140 km / h 5.0 sec, 140–180 km / h 7.0 sec

* Manufacturer information; ¹MOTORWHEEL measurements

Kawasaki Z 1300 – the gentle giant

The Kawasaki Z 1300 is a gentle giant among the six-cylinders.

The first earthquake that accompanied the appearance of the Honda CBX in 1978 had just subsided, and in the same year Kawasaki put the Z 1300 back on its feet. Even more powerful, even stronger, as befits the brand sporty credo. 1.3 liter displacement. 120 hp, which were painfully trimmed to 100 for the German market. And water cooling. But the Z 1300 was not intended as an athlete, but as a tourer. In view of this cavalry man, one would not have seriously suspected anything else.

As a result, alongside the Z 1000 ST, it was the first Kawa with a cardan shaft, which played its part in lifting the weight to an impressive 327 kilos. The frame tubes were correspondingly generously dimensioned. How everything about this angular stronghold looks trustworthy and stable. If the crankcase of the Honda CBX engine is narrower than the cylinder bank, which is reinforced with cooling fins, it is exactly the other way around with the Kawasaki. The crankshaft, the right stump of which carries the alternator, is very wide. While the cylinder and head appear slim without overgrown cooling fins.

With the Kawasaki Z 1300, leisurely touring is a pleasure, it has no sporting ambitions due to the moderate freedom from lean angles.

Initially ventilated by three double carburettors, the Z received a petrol injection system in 1984, which our model is also equipped with. And that makes starting child’s play. Briefly press the button and the six pots will be there. A monument that underlines its prominent position with the first manifestations of life. There is no singing or whispering from the two end pots. The Z grumbles to itself, full and soothing – with a voluminous rumble, like a distant thunderstorm.

When reaching for the clutch, one feels reminded of older Ducatis. It can be reached properly. The first gear engages easily and cleanly – just like the other four when driving. The Kawasaki marches forward confidently from a standing start. Incomparable, with which sovereignty and calm the row six goes to work and pushes forward like a turbine. But the most fascinating thing about it is its smoothness. Moved in the lower speed range, the engine seems to completely ignore the action, it runs so smoothly. Only the full grumble when accelerating brings him back to mind. The completely even output does the rest.

The cockpit of the Kawasaki Z 1300.

Nevertheless, the Kawa engine can get really energetic at high speeds. It is true that for full throttle you almost have to follow up on the throttle grip in order to set the throttle valves to the stop. But then the Kawasaki storms forward with force. And the soothing rumble from the exhausts changes to hoarse hissing, mixed with the turbine-like whistling and singing of the mechanics.

You shouldn’t take it too sporty on the Kawasaki. After all, push 327 kilograms into the curves and want to be balanced from left to right. Handling and aiming accuracy are not the strengths of the Z 1300, however. The freedom from banking is limited. And is further restricted by the crash bars that were widespread at the time. So it’s better to slow down the pace a little and slide along. The upright, relaxed sitting position also invites you to do this. Although from today’s perspective the footrests sit quite far in front and at the top. But the lavishly upholstered bench invites you to linger and enjoy this fabulous flatterer of motor all day. However, the Kawasaki was not granted outstanding success either.

Although the technical appeal, the individual character, the enormous refinement of a six-cylinder engine and its special charisma are undisputed. Its weight, the high manufacturing effort and the associated costs simply stand in the way of further spread. At that time like today. It is all the more gratifying that some manufacturers continue to give these fascinating engines a place in their product range.

Data

engine
water-cooled six-cylinder four-stroke in-line engine, two valves per cylinder, injection, Ø 32 mm, bore x stroke 62.0 x 71.0 mm, displacement 1277 cm³, compression ratio 9.3: 1

power
74.0 kW (100 PS) at 7750 rpm

Torque
103 Nm at 4000 rpm

landing gear
Double loop tubular frame made of steel, telescopic fork, Ø 40 mm, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 290 mm, tires 110/90 V 18; 130/90 V 17

measurements and weight
Wheelbase 1580 mm, steering head angle 62.5 degrees, caster 98 mm, weight with a full tank * 327 kg, tank capacity 27.0 liters

price
12,228 DM (1979), 13,990 DM (1984)

Top speed *
213 km / h

Acceleration¹
0-100 km / h 4.1 sec

Draft¹
60-100 km / h 5.5 seconds, 100-140 km / h 5.9 seconds, 140-180 km / h 7.8 seconds

* Manufacturer information; ¹MOTORWHEEL measurements

Performance measurement and conclusion

TRILLION

The performance measurement of the six six packs.

Six-cylinder engines have always stood for silky smooth running, homogeneous power output and great revving. The weakest, but by no means anemic Benelli, draws at least 60 hp from its six individual cubic capacities of just 125 cubic meters. The torque curve is at the same level from standstill, ranging from almost 50 to almost 60 Newton meters. The BMW does almost three times as much. The dominance of their curves almost makes the competition pale. So much pressure, revving and smooth running in one engine: that’s fantastic. In the chapter on smooth running, however, the Honda F6B still has to admit defeat. The boxer stays close on the Bavarian’s heels in terms of torque, and delivers its thrust to the rear wheel even more harmoniously.

The Horex, however, is completely different. It runs rough, robust and corresponds least of all to the previously known characteristics of a six-cylinder. Your VR6 engine has a spontaneous increase in power from 5500 turns. Then she really gives tinder. Below this limit, it is a little more reserved than its modern competitors. In the case of the Honda CBX, the old guard impresses with a very gentle increase in torque up to a maximum of 86 Newton meters. With her 106 HP she is still good drilling today. Just like the Kawasaki, which already lifts 90 Newton meters on the crankshaft from the spot and only loses a little pressure from 7000 tours.

Conclusion

There they stand the six splendid specimens.

Horex VR6 Roadster – the terrier
The Augsburg reshuffled the cards, so radically different work her ultra-compact six-cylinder in VR format. She mimes the terrier among the lap dogs, impresses with an opulent sound.

BMW K 1600 GT – the pressure mobile
The Bayern bomber trumps its conspecifics with its muscular, powerful row six with a harmonious and creamy power output.

Benelli 750 Sei – number one
The petite Italian has long been a sought-after collector’s motorcycle. Soft, powerful motor, handy chassis for lustful cornering.

Honda Gold Wing F6B – the soul masseur
The bike with the longest development history pushes all worries aside. The strong boxer makes you a better person with his unique smoothness.

Honda CBX – the mighty one
The Japanese with the beautiful cooling fins, elegant manifold guides and cylinder heads casts a spell over you. Your engine offers a great variety of character.

Kawasaki Z 1300 – the gentle giant
The Z 1300 is the sensual embodiment of a colossal touring bike. With its gentle engine you forget the world around you, it invites you to glide.

Price comparison of the six-cylinder motorcycles

Used six-cylinder motorcycles in Germany

Six-cylinder motorcycles differ visually and technically like day and night. You can see how big the difference is in the price in the direct price comparison on the used motorcycle exchange: Used six-cylinder motorcycles in Germany

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