So. You have to attract attention with such a headline. But with some explanation everything becomes clear. Six-cylinder motorcycles are prestige pieces. The Japanese, very sensitive to mutual authority relationships, did not make six-cylinders to score enormous sales numbers. The Japanese six-cylinder were what were 'masterpieces' in the golden era: the most beautiful and most accessible.
Things to show that the competition was really only a less fortunate people. One dog connoisseur and enthusiast - he even rides boxers - put it this way. Humans are mammals. And dogs are man's best friend. Males and males (or let it be females and females, but you have to be very careful with that. Otherwise you will be 'put down' as a woman unfriendly Neanderthal) are always in a race for the dominant position. That's why males urinate against trees. As high as possible. With such a pee brand they indicate to their fellow males who is actually 'the top dog' on the dog walking lane.
Six-cylinder motorcycles are just like that. They are the purest form of the crown. Six-cylinder motorcycles make that emotionally true. And as a classic they often have a surprisingly good price-quality ratio. Someone once spent a lot of money on it and then enjoy it and… take care of it. And where old Honda four-cylinder engines were driven off, thrown away or, whether inspired or not, rebuilt into something that at least the owner liked… those prestigious six-seater cars were often largely preserved and original.
And when they were rebuilt, it was usually not bought at a bargain. A Kawasaki Z1300 with a Mr. Turbo kit delivered about 180 hp to the rear wheel. And that all that power was pretty pointless because developments in the field of frame construction, suspension, damping and brakes (and tires) around 1984 were not quite ready for 180 hp at the rear wheel? That was a fearful and bourgeois thought.
We talked about the, in our opinion, pleasant price-quality ratio of the six-cylinder motorcycles. That does not mean that classic six-cylinders cost little money. But these powerhouses and prestige pieces are, despite the fact that they cost quite a lot of money, inexpensive compared to the top pieces on the motorcycle market today. The Kawasaki Z 1300 turbo that is available at our advertiser Six Center costs € 14.500. For a new BMW six-cylinder K1600 you quickly tap € 30.000 after putting some crosses in the option list. And what do you have to do with a machine with so much power, plastic parts and so much electronics? Then a classic six-cylinder is an example of sober traditional craftsmanship. Plus an investment that you don't depreciate on.
Although the old six-cylinder never achieved huge sales numbers, the parts supply for them is generally good. And there are skilled enthusiasts who have devoted themselves to these kinds of bikes that are usually so complicated that they go beyond the key skills of many of us.
So dream away this autumn day about buying a classic six-spitter. Start by giving suggestions to Santa Claus. And when purchasing, only go for the best possible copy. Because parts are expensive and you run empty on a block revision. And if the block runs to rubble immediately after such an overhaul because the address where you have the block parts blasting loads had forgotten to spray the grit from the oil channels? Then you are ready for antidepressants. Six cylinders require reasonably furnished owners and the best professionals. But heaven they are beautiful.
A few years ago, Kheb was allowed to sit on a full option Honda Goldwing in the Landgraafse and was neatly driven around by Roger. 1800CC no less than and somewhere above 100 horses in the stable. What has stayed with me intensely is the feeling that, sitting in an über comfortable chair, I was being dragged at speed by an electric motor. Really impressive.
But the pleasure that I would get from the less civilized two-pitter boxers at that time was intensely missed. Well, yes. That I would not even be able to get that Goldwing up again with more than 300 kg clean on the hook if it fell over, but not even taken into account. The six-cylinder feeling was and still is impressive. A K1600LT is already of the same albeit much faster caliber. Again such a technical masterpiece. Applause to the constructors of those noble horses!
The 750 with its 6 megaphones, is much nicer to see that the 900 with its 3-in-1s. . . . ..
It is also a concert that you always gave with a pipe organ like that. Opinions were quite divided in terms of taste, but I think that's nice.
Pre-owned, a Goldwing 1500/1800 remains in a class of its own. Has also been in production for a long time. But on MP the prices for this 6 cyl are too big for my wallet. In my opinion an engine that does exactly what it was designed for, namely a GT with two wheels. With enough power, but not crazy much.
But with two cyl's less that also works fine. But then you also have more key fun.