Test: Schreiber-Honda Hornet 600
Scribe Honda Hornet 600
Who wants to be beautiful must suffer. This truism also applies to the Schreiber-Hornet 600. She had to have an accident before the resurrection.
NNot only top models and movie stars know it, even amateur athletes and normal people have this experience again and again.
When the Hornet, which had been involved in an accident, was brought to the workshop of the Zeven-based Honda dealer Schreiber in the summer of 2009, it initially appeared to be a hopeless case. But in order to save precisely these cases, superhuman powers are often released. Workshop master Volker Dyksma took this "English patient" on, but did not nurse him to death, but rebuilt him. And more beautiful than ever before. The bread-and-butter motorcycle turned into a very handsome café racer in the style of the 1960s.
While technically everything remained original except for the exhaust and brake components (including the ABS), Dyksma pushed the wounded hornet vehemently on the battered body. First, the rear was reduced to a minimum with the flex and reworked so that a classic mono rear from Ricambi fits like a glove. It was easy to let in the Cyclops rear light, and the integration of the battery and the ABS modulator was a lot more difficult. This was followed by the processing of the tank, which is very wide for a café racer. To make it look longer, the original bench seat was cut off and sheet metal attached to the lower rear end of the tank. This measure resulted in a nice transition to the flat seat bun. Finally, a minimalist Motogadget instrument went into a specially welded hood in front of the tank cap.
Classic round headlights instead of mask, stub handlebars instead of tubular handlebars: the Schreiber Honda Hornet 600.
At the front, the hornet mask flew onto the scrap, a classic round spotlight illuminates the street. Instead of the Honda standard handlebars, fully adjustable Gilles Tooling handlebars flank the light unit – they are clasped deeply under the upper fork bridge and, thanks to the projecting tank, are very broad. Rizoma rear-view mirrors offer a good view to the rear, while the radial brake pump from Magura gives the front brake the right bite. The blast is the paintwork. The two-tone dress emphasizes the shapes that it seems the Hornet would wear haute couture.
The seating position is emphatically sporty, but in the classic sense. The wide, deeply mounted handlebar stubs stretch the upper body far over the tank, the seat roll is lower than the original bench, which makes the knee angle to the Rizoma pegs narrow. Cruising easily through the city is difficult on the Hornet, although the interested glances of passers-by actually encourage you to dawdle. But the little hornet doesn’t want that. It embeds the pilot in a sporty way, so it also wants to be exercised in a sporty way. The speeds of 8000 and more tours required for brisk locomotion are accompanied by the snotty, screeching LeoVince four-in-one pipe plant. Anyone who bravely spurs it on can not only rely on its first-class braking system, but can also assume that no one is standing in the way behind corners. The 600 sounds too nasty for that. If she starts shouting, mothers immediately lock their children away, and cyclists crumble to the side of the road in fear. Since the Honda is unchanged in terms of the chassis, it does both the distillery and the strolling with no hesitation, and the slightly wider handlebars are a tad more manageable than in the original condition.
The Schreiber-Hornet is a real model. She had to suffer for her current beauty. And she passes that on to her driver. If you want to adorn yourself with her, you have to endure her tiny bun – and ideally be a fakir.
Conclusion: what a successful metamorphosis. The Cinderella Honda Hornet has become a stylish first-class café racer. Classic in appearance, modern in technology. ABS, stable chassis, reliable and reasonably affordable. Schreiber calls for 11,900 euros for the Hornet. What more could you ask for? Well, a little more seating comfort would be good, but we already know that if you want to be beautiful, you have to suffer …
The performance diagram of the Schreiber-Honda Hornet 600.
The Hornet needs revs to push forward properly. Your trailer between 5000 and 6000 rpm is barely noticeable. A gear ratio two to three teeth shorter would suit her really well.
Four-cylinder in-line engine, 4 valves / cylinder, 75 kW (102 PS) at 12,000 / min, 64 Nm at 10,500 / min, 599 cm3, bore / stroke 67.0 / 42.5 mm, compression ratio 12.0: 1 , Ignition / injection system, 36 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox
Light alloy frame made of cast parts, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1435 mm. Upside-down fork, Ø fork inner tube: 41 mm. Central spring strut directly attached, adjustable in the spring base. Suspension travel front / rear: 120/128 mm
Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 178. Tires: Bridgestone BT 012 "J". 296 mm double disc brake with three-piston floating calipers, 240 mm single disc with single-piston floating caliper at the rear
Measurements and weight:
Length / width / height 2090/8901040 mm, seat / handlebar height 780/930 mm, handlebar width 760 mm, 196 kg fully fueled, f / r 50.2 / 49.8%
Rear wheel power in last gear:
68.4 kW (93 PS) at 193 km / h
Acceleration 0-100 / 150/200 km / h 3.5 s / 6.8 s / 15.2 s
Pulling 50-100 / 100-150 km / h 6.5 s / 7.2 s
Top speed: 230 km / h *
Consumption / tank capacity:
6.8 liters / 100 km normal unleaded / 19 liters
Price: 11900 euros
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