Test: Schreiber-Honda CBX 1000
Schreiber-Honda CBX 1000
What marks the beginning of humane motorization in automobiles is an absolute rarity in motorcycles. Anyone who drives a six-cylinder sits either on a classic or on the hybrid from Honda Schreiber from Zeven.
E.It just comes over you sometimes. But then violent and unyielding – that feeling of having to hit the wall again. Normally, this inner devil, this relentlessly glowing desire among PS editors is satisfied with quick laps on the racetrack or a sporty test drive through the northern Black Forest. And normally it only glows when high-quality heating material lounges around in the editorial office’s underground car park, almost screaming for a hearty ride. Who would have guessed that this tendency to be unreasonable could also overcome a 254 kilogram bike with 240 mm rear tires and insufficient lean angle?
Well, the thought is not that absurd if you look closely at the mutated Honda CBX 1000 from Honda Schreiber. First, the overall composition attracts the eye magnetically. The wide, ribbed six-cylinder engine dominates in the center, while the mighty 240/40 tire extends across its 18-inch rim at the rear. Above it sits the spartan rear of the single-seater, adorned with a painted, magical 46. The eyes glide over the seat cushion to the almost infinitely large fuel barrel and over it to the modern part of the CBX. Its entire front comes from a Fireblade type SC 50, including the wheel, brake discs and pump as well as its lower fork bridge. The upper one, however, comes from LSL and docile takes the risers of the 32 millimeter thick "Fatty"-Handlebar from K-Maxx.
Wow, what a view. Classic meets rock would be the name of the arrangement if it were about music. A crossover of youngtimers, racers and drag bikes. Long and deep, but just enough to get around the corners.
And there it is, this glow. "How about shaking up the downtown poser mile with this oven? With the six-pack at the traffic light, really hit the mark!" Don’t think twice, put your helmet on and get out into life. Mingle with the vain peacocks in Porsche Boxster, 3-series BMW and C-Class Daimler. The CBX also wants to do it, the starter does not need half a crankshaft revolution, and the six-cylinder roars grimly from the two upturned Shark mufflers.
Tuned by Schreiber, the Honda CBX 1000 conveys an unbelievable driving experience through the appearance of its unique engine.
Wow, that rocks. Despite the dB killer, the performance is powerful, heartwarming and unique. The young fishermen’s choir is not singing here, no, a Platon Marines roaring here. The city is boiling, it’s Friday evening, out on the mile there can’t be enough red lights. The coolest thing is not to saw down cars, but to scare little boys fresh out of their surrounding Gulfs. Just wait at the pedestrian lights until they cross the street in front of you, then briefly let the six roar. The boys almost wet themselves when they are suddenly yelled at by the CBX.
It is clearly more discreet and more sustainable for the ego to surf from traffic light to traffic light with the CBX in third gear. The broad one "Fatty" from K-Maxx, enjoy the full thrust with grim sound in your hand. Passers-by get stuck with their eyes on the mighty rear wheel, which is guided by a Ducati 916 swing arm and 5.50 x 17 cm in Deget" on 7.50 x 18" has been reworked. To fit in, it was necessary to make changes to the CBX frame – the rear was completely rewelded and approved by the TÜV.
If the cool cruiser number is not enough for you, you can at least give a lot of chapel on the straight. With 101 hp, the over 30-year-old engine sits well in the forage, and with the long wheelbase there is absolutely no risk of wheelie when starting the traffic light. The SC 50 front and its brakes can easily cope with the temperament of the CBX and clear even tricky situations without any problems. You only have to back off at roundabouts, because the Honda hits the ground quickly and hard with its bends. It doesn’t matter, in the city the next traffic light comes anyway. And then you can go all out again.
Conclusion: The Schreiber-CBX 1000 is definitely not suitable for fast laps. Your area is the city center or the well-developed country road. In this ambience it feels right at home and not only attracts attention, but also conveys an incredible driving experience through the appearance of its unique engine. She is unique, not good.
The performance diagram of the recorder Honda CBX 1000.
The six-pack goes to work gently but emphatically, the performance increases linearly and allows a shift-lazy driving style. Perfect for cruising and on the city mile.
Six-cylinder in-line engine, 2 valves / cylinder, 77 kW (105 PS) at 9000 / min, 84 Nm at 8000 / min, 1046 cm3, bore / stroke 64.5 / 53.4 mm, compression ratio 9.3: 1, Keihin – Equal pressure carburetor, 28 mm throttle valves, mechanically operated multi-plate oil bath clutch, five-speed gearbox
Tubular steel backbone frame, upside-down fork, inner fork tube diameter: 43 mm, adjustable in spring base, rebound and compression. Suspension struts with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm
Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/7.50 x 18", Front tires: 120/70 ZR 17, rear: 240/40 VR 18. Tires: Metzeler Sportec M-1 / ME 880. 330 mm double disc brake with four-piston fixed calipers, 220 mm single disc with two-piston fixed caliper at the rear
Measurements and weight:
Length / width / height 2060/830/1110 mm, seat / handlebar height 780/985 mm, handlebar width 740 mm, 254 kg fully fueled, f / r 49.5 / 50.5%
Rear wheel power in last gear:
69 kW (94 PS) at 193 km / h
Acceleration 0-100 km / h in 3.8 s
Top speed: 219 km / h *
Consumption / tank capacity:
8.9 liters / 100 km / 23.8 liters Fuel type Super unleaded
Price: 19,500 euros
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