1993 Horex OSCA HCE1062 w/ ~13k miles / 21k kilometers.

<will add better photos ~May 16>

Neat bike envisioned as the ultimate thumper sportbike. Well engineered and built to a very high standard – priced at nearly ¥3.5million which was over $30k USD at that time. As a result of challenges with the German and Japanese economies these were built in very limited numbers – maybe 50 units in total.

Pending shipment to Seattle. Will ship in May / June container for arrival in Seattle ~July, 2025. 

$12k FOB Chiba for worldwide shipping. $14k landed in Seattle with WA title. Price subject to change.

More info:

• Kozaru – CK Design / Horex OSCA 644
• MCDB – Horex OSCA intro 1
• MCDB – Horex OSCA intro 2
• MCDB – Horex OSCA intro 3
• MCDB – Horex OSCA
  

Prologue In 1980 I was able to go to Germany for the first time, to the Cologne Show. When I look at the landscape of the hills, I can’t help but think of “McQueen’s Great Escape.” That being said, I don’t think there is any connection to Germany. It’s a foreign country. Even so, the Cologne show had enough content to make me, a newly independent artist, want to come as often as possible. In 1984, I scraped together some travel money and stayed in a cheap hotel for my third Cologne show. While walking around the various areas, including doing some research to raise the travel money, I came across HOREX. As I focused the camera on an impressive horizontal angle for the interview, a distant memory came back to me. The first BIG TWIN I rode in high school (probably HOREX Regina)That’s HOREX, he’s still alive!That was how it was. That day, in 1987, I received a letter from Mr. ROTH, who I had had a brief conversation with at the booth, asking if I would like to create HOREX together. However, given the difficulties in management, it is clear that it will be very difficult. Although this is the reason for his desire to become independent from the research institute, he also came to the conclusion at the time of the company’s establishment that this was impossible. Is it still too early? Deep down I have a strong desire to do it, so I was worried. It took some time, but one logic led me to the decision. That logic remains the same today: if you don’t do it, you can’t die. Even if we don’t do it now, if we have the funds or the opportunity, we will definitely do it. And at that moment, you’ll probably think, “Damn, I should have done this sooner,” or “I want to ride it too.” I really want to do it. I guess it’s human nature to make decisions about dreams and work…And so horex644osca was born. But recently, I’ve started to waver again about this fate. Can I make another bike? How can I make it? I keep searching.OUTLINE… What is HOREX 644 OSCACONCEPT DESIGN; The Most Satisfatable Motorcycle to Who Loves Motorcycle Deeply. Osca Eliminates only for Veteran-Rider who has a Technics and/or Minds. Ride with Fascination, Tasteful in riding, Happiness and Prestige as the Owner. The Real Motorcycle in the History. It is German Traditional and Design Philosophy. European Design Flavor, Germany Traditinal Motorcycle Culture, Components on Japanese High Technology. Extreme Motorcycle Philosophy motivated to Designers Mind, and to all the Components, and Parts. Only for Enthusiasm of HOREX. Top Quality and Performance Components installed, For the SOS Enthsiusm Specially Developed Components are already Built in. Racing Kit Can be Prepared. Styling and Design Concept must Consist in the Value of HOREX Traditions and Original, also with Heart=Shooting Creativity.

POWERSOUCE; ENG ASSY; Engine from HONDA Dominator, Best Potential Engine for the Continual Developing, Consider for Top Performance and Quality, Liability. Also as a SOS Racing base Engine. EXHAUST; Designed to get low flow Friction to Exhaust Gas. Reaches to get High Power. INTAKE; Intake-flow friction loss is decreased. Realizes better Carburation Setting. CHASSIS; Adjustability; ･Wheelbase; 1,365-1,388mm ･Trail; 89 (0-3); 86-89mm ･Pivot (Front Fork); H=(Static) max 10mm ･Pivot (Rear Fork); H=(Static) max 3mm ･Front Fork Upset; H=(Static) +-12.5mm ･Rake Angle; (Caster) +-0.85deg.(max) (fr.eccen.＋ff.fork length ＋rr.forkpivot） FRAMEBODY; Head Pipe FRA.; ･Bott. Taper Roller Bearing ･Top Radial Ball Bearing RR Fork Pivot; ･R=1 pcs, L=2 pcs Radial Ball Bearing Chain adjust eccentric, dimention experience by RCB1000 (Wld Champ 1978) Framebody; ･Cr-Mo Steeel Pipe, Named MATRIX. It Realized High Rigidity. Pipesize; ･34mm (Eng. Hang) ･31.8mm (Uptube) ･28.6mm (Sub and Down) ･25.4mm (Side) ･22.2mm (Rear) Eng. Hanger in Framebody (pat.pend); ･Realizes High Rigidity Frame Fuel Tank; ･Aluminum Plate 8pcs-Construction. Handle Pipe; ･Cr-Mo Pipe. HOREX Original to Realize Feeling Full Handling SUSPENSIONS FRONT; Front Fork; ･HOREX Original Design ･Mechanism is based in for GP Racing. Manufactured by SHOWA. ･Character of Smoothness and Setting is in the Level of Racing Machine. ･750-1,000cc Super Bike Class High Rigidity ･Inner Tube Diameter / 41mm ･Tension Damping Force / 12 steps Adjustable ･Spring Adjuster / 18mm Front Fork Eccentric (PAT. Pend) ･Named; AXIALABLE FRONTFORK (Layout only in RC166 Works Machine / M. Heilwood’s) ･Adjustable in 5mm Range ･Possible to use Bigger Diameter Disk Plate ･Designed and Realized by up to date Technologies by SHOWA Fork Top and Bottom Bridge; ･Bottom Bridge are Highly Machined-Out SUSPENSION REAR; Rear Fork Comp; ･HOREX Original-Size-Pipe by Duralminium are Constructed in High Rigidity RR Cush; ･Ten / 11 steps Adjustable ･Comp / 11 steps Adjustable ･Full Original Design for HOREX ･Designed and Realized by up to date Technologies by SHOWA. Assembled by Development Division ･Lever Ratio (Static) / 1.29 BRAKE; Front Disk Plate; ･320mm/Diameter, Floated ･Disk Hub is Machined-Out. Rear Disk Plate; ･210mm/Diameter, Full Original Design for HOREX Front Brakecaliper; ･Full Original Design for HOREX, for F-1 Racing Grade by NISSIN ･Different-dia 4-Pod Caliper Setbolt (Front); ･Titanium-Bolt is Prepared as Option Piping Brake; ･TEFRON-tube WHEELS; Wheel; 7-Spork Wheels are Newly Designed in Original for HOREX to get High Performance on the Road Axle, Front and Rear Wheels; Titanium-Axle are Prepared as Optional Tire, Front and Rear; METZLER-Reifen Chose by Their Technology CONTROL; Tacho/Speed Meter; Original Design to Great HOREX, High-Precision by NIPPONSEIKE Change Sys. and Brake and Steps; for HOREX Honour, Spent High Cost by Machine Using Duralminum Cables; HOREX Original (Goodridge Pipes) BODY; Tank Emblem; Glass Enamel, Gold Surface Installed, Redesigned from Last Original REGINA. Fuellid; HOREX Original Marked Cowling and Seatcowl; Beautiful Styling Design by FRP with Fien Job. Painting; 4-Times Baked Coated.

Design and Layout; Motivated Kazuo Sasaki                   \4,010.000 (2022.sep)  +tax Osca wrote Through this work I met many person and many company, and know the happiness to live in motorcycle world and pure understanding about for our dreams. In the cooperation such people sometime forgot the cover named “company” and moved to know this facts their dream realised in Osca. As thanks and my way, I will continue to create. CK Design; Coordinating Project Leader; Sakai Musashino-Shi Tokyo Japan ————-

Air-cooled 4-stroke SOHC 4-valve (RFVC) single 644cc. A supermodel born from the encounter between HOREX and CK Design at the 1986 Cologne Show. The theme was “Real Motorcycles.” The engine was Honda. It is based on the NX650 Dominator. The design, which emphasizes the feeling of control and the performance of the rider, is aimed at veteran riders who are called enthusiasts, and the machine’s potential cannot be expressed by top speed or horsepower alone. The fact that it does not have a neutral lamp means that it is a car that is selective of its rider. For example, the owner is given great freedom, with the wheelbase adjustable between 1365-1388mm and the trail between 86-89mm. After purchasing, it is possible to fine-tune it according to the level of proficiency. From single racers to touring specifications, the body allows for a wider range of detailed settings than racing machines in a sense, and shows a construction that does not compromise for enthusiasts. It is not a one-off machine, but the quality is high in the sense that it is the work of a manufacturer. All parts except the engine, carburetor, switch box, etc. are original and the HOREX logo can be read on each one. The supply system is aimed at 100 units per year worldwide, and only 1,000 units over a 10-year span.

The engine is based on the Dominator’s air-cooled 4-stroke OHC 4-valve single RFVC (radial valve arrangement) unit, with modifications to the intake and exhaust systems, resulting in a power output of 52hp/7000rpm, up from the base engine’s 46hp/6000rpm. There is also a specification with a changed cam aimed at improving torque in the mid-range. The engine is supported by the frame at four points. The carburetor is the Keihin VE40 from the Dominator. The right side of the throttle body has an eccentric cam driven by the throttle wire, which is a Honda original mechanism that pushes up the throttle valve from fully closed to half open, improving the feel when the throttle is first opened. The exhaust system is a 2-into-1 all-stainless steel unit. The air cleaner is an original that has the same capacity but has a revised internal structure to reduce air resistance, and it also holds the battery.

The F fork, named the Axialable Front Fork, has an eccentric cam with an outer diameter of 46 mm on the axle, and can be adjusted within a range of 5 mm eccentricity (this is the only example other than the Honda RC166 with M. Heilwood specifications). The swingarm pivot is also eccentric with an outer diameter of 61 mm and an eccentric radius of 13 mm, and the wheelbase can be adjusted here as well. The frame that connects this pivot with an organic line from the steering head is a work made of chromium steel pipes and is called a matrix frame. Matrix means a design method called the finite element method. The pipe diameter is 34 mm at the engine hanger and 31.8 mm at the top tube, and the pipe on the left side of this also serves as the oil tank. There is a beautifully processed oil filler port to the left of the head pipe that can be opened and closed with a hexagonal wrench, and a breather for checking the oil level can be seen below the middle of the pipe. The sub and down work are 28.6 mm in diameter, 25.4 mm on the side, and 22.2 mm at the rear (by the way, it is a single-seater). The number of pipe diameters available is more than double that of Ducati, which also displays complex pipework. The steering wheel of the frame is supported by radial ball bearings above and tapered roller bearings below. The rear axle uses one radial ball bearing on the right and two on the left, and chain adjustment is performed by an eccentric cam on the swingarm pivot side, so the area around the rear wheel is very neat. The swingarm, which has a reinforcing part on the underside, is made of aluminum, and the main part has a square cross section of 65.5 x 28.4 mm. The stabilizer part is 28.6 x 20 mm. The tank is also made of aluminum and consists of eight parts. The OSCA design is, needless to say, original, but the tank area is made using the HOREX, which is positioned as the predecessor. It incorporates some HRD influences. (In 1986, HOREX was supplying machines to Italy’s HRD, and produced the sports single HRD500/600 Columbus with a Rotax engine. When CK Design’s president Sasaki approached HOREX about importing this car to Japan, they instead asked him to redesign it, which was the start of OSCA Production.)

The suspension mechanism of the front fork is made by Showa and is an original based on the racer specification. It is an inverted type with an inner tube diameter of 41mm. Both the rebound and compression sides can be adjusted in 12 steps, and the spring adjustment range is 18mm. The stroke is 120mm. The rear shock is also an original made by Showa, and the reserve tank is held by the frame on the swingarm. It is a single type with a pivot on the right swingarm, uses a duralumin pipe, and can be adjusted in 11 steps on both the rebound and compression sides. The preload adjustment dial is on the upper side, but since there is a recess in the side cover for that part, it is extremely easy to access each adjustment dial. The stroke is 110mm, and the static lever ratio in the standard specification is 1.29. This can also be adjusted by changing the mounting plate. These specifications are constantly being improved as suspension technology advances.

The standard front brake disc is a single 320mm diameter cast iron rotor, floating, but larger diameter discs can be selected. The caliper is an original Nissin F1 specification grade with 4 different diameter pots. The stainless steel mesh brake hose is connected to the caliper with an aircraft banjo. The rear disc is also made of cast iron and is an original 210mm diameter solid caliper. This caliper is a floating type with a torque rod connected to the body, with a single push type 2 pot.

The gauges are originals made by Nippon Seiki and only show the speed and tachometer. The tachometer has a white dial with the scale section located at the bottom. The handlebar pipes are made of chromium steel, just like the frame, and an optional balance weight can be attached to the grip end. The switch box is from a Dominator, and the headlight is a UK-spec Dominator. The steps and pedals are machined duralumin parts, and the shift pedal is coaxial. The driven spricket is made of aluminum. The wheels are also original aluminum with 7 spokes. Sizes are F3.30-17, R4.60-17. The original tires fitted as standard in the early models were Metzeler, with the front being ME1 Comp K120/60ZR17 and the rear being ME55A Metronic 150/70VB17. No compromises were made on the cables either, and the throttle cable, clutch cable, and choke cable are all carefully selected originals with the HOREX logo on them. T